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ATTENTIONThis document is a guideline for qualified personnel. It is intended to be used by equipmentmanufacturers and contains Detroit Diesel Corporation's preliminary recommendations for theancillary systems supporting the Detroit Diesel engines covered by this document. the equipmentmanufacturer is responsible for developing, designing, manufacturing and installing thesesystems, including component qualification. The equipment manufacturer is also responsible forfurnishing equipment users complete service and safety information for these systems. DetroitDiesel Corporation makes no representations or warranties regarding the information contained ininstallation of these ancillary systems, or the preparation or distribution to equipment users. Theinformation in this manual is incomplete and is subject to change without notice.

Viton® is a registered trademark of DuPont Dow Elastomers L.L.C. All other trademarks are theproperty of their respective owners.

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MBE 900 APPLICATION AND INSTALLATION

MBE 900 APPLICATION AND INSTALLATION

ABSTRACTThis manual discusses the proper application and installation of the Detroit Diesel MBE 900engine. This manual contains the following information:

□ General information on safety precautions and on accessing installation drawings

□ Specific component and accessory information on various production models

□ Information on the electrical, fuel, exhaust, lubrication, cooling, and air inlet systems

All information subject to change without notice. (Rev. ) iDDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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ABSTRACT

ii All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

TABLE OF CONTENTS

1 INTRODUCTION ................................................................................................................. 1- 1

2 SAFETY PRECAUTIONS ................................................................................................... 2- 1

2.1 STANDS .......................................................................................................................... 2- 1

2.2 GLASSES ....................................................................................................................... 2- 1

2.3 WELDING ....................................................................................................................... 2- 2

2.4 WORK PLACE ............................................................................................................... 2- 3

2.5 CLOTHING ...................................................................................................................... 2- 3

2.6 ELECTRIC TOOLS ......................................................................................................... 2- 4

2.7 AIR .................................................................................................................................. 2- 5

2.8 FLUIDS AND PRESSURE .............................................................................................. 2- 5

2.9 BATTERIES .................................................................................................................... 2- 6

2.10 FIRE ................................................................................................................................ 2- 6

2.11 FLUOROELASTOMER .................................................................................................. 2- 7

3 ENGINE AND ACCESSORY IDENTIFICATION ................................................................ 3- 1

3.1 ENGINE DESCRIPTION ................................................................................................. 3- 3

3.2 MAJOR COMPONENT LOCATIONS FOR MBE 900 EGR ON-HIGHWAY ENGINES ... 3- 5

3.3 MAJOR COMPONENT LOCATIONS FOR OM 900 OFF-HIGHWAY ENGINES ............ 3- 8

3.4 ENGINE IDENTIFICATION ............................................................................................. 3-12

3.5 EMISSION LABELS ........................................................................................................ 3-13

4 AIR INLET SYSTEM ........................................................................................................... 4- 1

4.1 AIR INLET SYSTEM DESCRIPTION .............................................................................. 4- 3

4.1.1 MBE 900 ON-HIGHWAY ENGINES ........................................................................... 4- 4

4.1.2 ENGINE AIR INLET CONNECTION FOR MBE EGR ENGINES ............................... 4- 6

4.2 INSTALLATION REQUIREMENTS ................................................................................. 4- 8

4.2.1 DRY PAPER ELEMENT AIR CLEANERS .................................................................. 4- 8

4.2.1.1 MEDIUM-DUTY USE AIR CLEANER ................................................................... 4- 9

4.2.1.2 HEAVY-DUTY USE AIR CLEANER ..................................................................... 4-10

4.2.1.3 EXTRA HEAVY-DUTY USE ................................................................................. 4-11

4.2.1.4 FOAM TYPE AIR CLEANERS .............................................................................. 4-12

4.2.1.5 OIL BATH AIR CLEANERS .................................................................................. 4-12

4.2.1.6 AUXILIARY PRECLEANERS ............................................................................... 4-13

4.2.1.7 INLET SCREENS ................................................................................................. 4-13

4.2.1.8 RAIN CAPS AND INLET HOODS ........................................................................ 4-14

4.2.1.9 WATER DRAINS ................................................................................................... 4-14

4.2.1.10 INLET SILENCERS .............................................................................................. 4-14

4.2.1.11 AIR CLEANER SELECTION ................................................................................ 4-15

4.2.2 RESTRICTION INDICATOR ....................................................................................... 4-15

4.2.3 PIPEWORK ................................................................................................................ 4-17

4.2.3.1 PIPEWORK MATERIAL SPECIFICATIONS ......................................................... 4-17

4.2.3.2 DIFFUSERS ......................................................................................................... 4-17

4.2.4 HOSE CONNECTIONS .............................................................................................. 4-18

All information subject to change without notice. (Rev. ) iiiDDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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TABLE OF CONTENTS

4.3 DESIGN GUIDELINES .................................................................................................... 4-18

4.3.1 MAXIMUM AIR INLET FLOW .................................................................................... 4-19

4.3.2 AIR INLET SYSTEM RESTRICTION ......................................................................... 4-19

4.3.3 INLET LOCATION ...................................................................................................... 4-19

4.3.4 CHARGE AIR COOLER ............................................................................................ 4-20

4.3.4.1 RESTRICTION AND TEMPERATURE REQUIREMENTS ................................... 4-21

4.3.4.2 CLEANLINESS ..................................................................................................... 4-21

4.3.4.3 LEAKAGE ............................................................................................................. 4-22

4.3.4.4 SIZE ...................................................................................................................... 4-22

4.3.4.5 COOLING AIR FLOW RESTRICTION ................................................................. 4-22

4.3.4.6 MATERIAL ............................................................................................................ 4-22

4.3.4.7 HEADER TANKS .................................................................................................. 4-23

4.3.4.8 LOCATION ............................................................................................................ 4-23

4.3.4.9 FAN SYSTEMS ..................................................................................................... 4-23

4.3.4.10 SHUTTERS .......................................................................................................... 4-23

4.3.4.11 WINTERFRONTS ................................................................................................. 4-24

4.4 TESTING REQUIREMENTS ........................................................................................... 4-24

4.4.1 INSTRUMENTATION .................................................................................................. 4-24

4.4.1.1 TEMPERATURE MEASUREMENT ...................................................................... 4-24

4.4.1.2 PRESSURE MEASUREMENT ............................................................................. 4-25

4.4.1.3 LOCATION ............................................................................................................ 4-28

4.4.2 INLET SYSTEM RESTRICTION ................................................................................ 4-28

4.4.3 MAXIMUM TEMPERATURE RISE--AMBIENT TO TURBOCHARGER INLET .......... 4-29

4.4.4 AIR-TO-AIR SYSTEM EVALUATION TESTS ............................................................. 4-29

4.4.4.1 MAXIMUM TEMPERATURE RISE--AMBIENT TO INTAKE MANIFOLD ............. 4-29

4.4.4.2 CHARGE AIR COOLER SYSTEM RESTRICTION .............................................. 4-30

4.5 TEST ............................................................................................................................... 4-30

5 EXHAUST SYSTEM ........................................................................................................... 5- 1

5.1 EXHAUST SYSTEM DESCRIPTION .............................................................................. 5- 2

5.1.1 TURBOCHARGER ..................................................................................................... 5- 4

5.2 INSTALLATION REQUIREMENTS ................................................................................. 5- 4

5.2.1 BACK PRESSURE ..................................................................................................... 5- 5

5.2.2 NOISE ......................................................................................................................... 5- 6

5.2.3 FLEXIBLE FITTINGS .................................................................................................. 5- 6

5.2.4 MATERIAL SPECIFICATIONS FOR PIPEWORK ...................................................... 5- 6

5.2.5 MANIFOLDING OF ENGINES INTO A COMMON EXHAUST SYSTEM ................... 5- 6

5.3 DESIGN REQUIREMENTS ........................................................................................... 5- 7

5.3.1 OUTLET LOCATION .................................................................................................. 5- 7

5.3.2 DRAINAGE ................................................................................................................. 5- 7

5.3.3 MUFFLER LOCATION ................................................................................................ 5- 8

5.3.4 SYSTEM INSULATION ............................................................................................... 5- 8

5.4 TESTING REQUIREMENTS ........................................................................................... 5- 8

5.4.1 MEASUREMENT OF EXHAUST BACK PRESSURE ................................................ 5- 9

5.4.2 MEASUREMENT OF EXHAUST TEMPERATURE .................................................... 5-12

6 EXHAUST GAS RECIRCULATION .................................................................................... 6- 1

6.1 SYSTEM DESCRIPTION ................................................................................................ 6- 3

iv All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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6.2 EGR COOLER ................................................................................................................ 6- 5

6.3 EGR VALVE .................................................................................................................... 6- 5

6.4 REED VALVES ................................................................................................................ 6- 6

6.5 EGR MIXER .................................................................................................................... 6- 6

7 COOLING SYSTEM ........................................................................................................... 7- 1

7.1 COOLING SYSTEM DESCRIPTION .............................................................................. 7- 3

7.2 JACKET WATER COOLING SYSTEM ........................................................................... 7- 3

7.3 THERMOSTAT ................................................................................................................ 7- 7

7.3.1 ENGINE VENTING .................................................................................................... 7- 8

7.4 WATER PUMP ............................................................................................................... 7- 8

7.5 TYPES OF COOLING SYSTEMS ................................................................................... 7- 8

7.5.1 RAPID WARM-UP COOLING SYSTEM .................................................................... 7- 8

7.5.2 CONVENTIONAL COOLING SYSTEM ...................................................................... 7-10

7.5.3 AUXILIARY AIR-COOLED COOLER CORES ............................................................ 7-10

7.5.4 COOLANT HEATERS ................................................................................................. 7-10

7.6 AIR-TO-AIR CHARGE COOLING ................................................................................... 7-11

7.6.1 CHARGE AIR COOLER ............................................................................................. 7-12

7.7 COOLING SYSTEM PERFORMANCE REQUIREMENTS ............................................. 7-13

7.7.1 SYSTEM FILL ............................................................................................................. 7-13

7.7.2 SYSTEM DRAIN ......................................................................................................... 7-13

7.7.3 DEAERATION ............................................................................................................. 7-13

7.7.4 SYSTEM COOLANT CAPACITY ................................................................................ 7-14

7.7.5 DRAWDOWN CAPACITY ........................................................................................... 7-15

7.7.6 CORE CONSTRUCTION ........................................................................................... 7-15

7.7.7 WATER PUMP INLET PRESSURE/MAXIMUM STATIC HEAD ................................. 7-15

7.7.8 COOLANT FLOW RATE/EXTERNAL PRESSURE DROP ........................................ 7-15

7.7.9 MINIMUM COOLANT TEMPERATURE ..................................................................... 7-16

7.7.10 SYSTEM PRESSURIZATION ..................................................................................... 7-16

7.7.11 COOLANTS ................................................................................................................ 7-16

7.8 CHARGE AIR COOLING REQUIREMENTS .................................................................. 7-16

7.8.1 COOLING CAPABILITY .............................................................................................. 7-16

7.8.2 MAXIMUM PRESSURE LOSS ................................................................................... 7-17

7.8.3 CLEANLINESS ........................................................................................................... 7-17

7.8.4 LEAKAGE ................................................................................................................... 7-17

7.9 END PRODUCT QUESTIONNAIRE ............................................................................... 7-17

7.10 COOLING SYSTEM DESIGN CONSIDERATIONS ........................................................ 7-17

7.10.1 COOLING SYSTEM REQUIREMENTS ..................................................................... 7-17

7.10.1.1 ENGINE OPERATING TEMPERATURE .............................................................. 7-18

7.10.2 ENGINE PERFORMANCE ......................................................................................... 7-18

7.10.2.1 ENGINE HEAT REJECTION ................................................................................ 7-18

7.10.2.2 COOLANT FLOW ................................................................................................. 7-18

7.10.2.3 HEAT TRANSFER CAPABILITIES ....................................................................... 7-18

7.10.3 ENVIRONMENTAL AND OPERATING CONDITIONS ............................................... 7-19

7.10.3.1 AMBIENT TEMPERATURE .................................................................................. 7-20

7.10.3.2 ALTITUDE ............................................................................................................. 7-20

7.10.3.3 SPACE CONSTRAINTS ....................................................................................... 7-20

All information subject to change without notice. (Rev. ) vDDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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7.10.3.4 NOISE LIMITS ...................................................................................................... 7-20

7.10.3.5 TILT OPERATIONS OR INSTALLATIONS ........................................................... 7-20

7.10.4 SYSTEM COMPONENTS .......................................................................................... 7-20

7.10.4.1 ADDITIONAL HEAT LOADS TO COOLANT ........................................................ 7-21

7.10.4.2 ADDITIONAL HEAT LOADS TO AIR .................................................................... 7-21

7.10.4.3 COOLANT TYPE .................................................................................................. 7-22

7.10.4.4 PLUMBING .......................................................................................................... 7-22

7.10.4.5 AUXILIARY COOLANT FLOW PATH CIRCUITRY ............................................... 7-23

7.10.4.6 WATER PUMPS ................................................................................................... 7-23

7.11 CHARGE AIR COOLING DESIGN GUIDELINES ........................................................... 7-24

7.11.1 SIZE ............................................................................................................................ 7-24

7.11.2 COOLING AIR FLOW RESTRICTION ....................................................................... 7-25

7.11.3 MATERIAL .................................................................................................................. 7-25

7.11.4 HEADER TANKS ........................................................................................................ 7-25

7.11.5 LOCATION .................................................................................................................. 7-25

7.11.6 PIPEWORK ................................................................................................................ 7-25

7.12 HEAT EXCHANGER SELECTION .................................................................................. 7-26

7.13 FAN SYSTEM RECOMMENDATIONS AND FAN SELECTION ..................................... 7-27

7.13.1 BLOWER VS SUCTION FANS ................................................................................... 7-28

7.13.1.1 FAN PERFORMANCE .......................................................................................... 7-29

7.13.1.2 FAN POSITION ..................................................................................................... 7-31

7.13.1.3 FAN SHROUDS .................................................................................................... 7-32

7.13.1.4 FAN SYSTEM ASSEMBLIES ............................................................................... 7-32

7.13.1.5 FAN DRIVES ........................................................................................................ 7-33

7.13.1.6 BAFFLES TO PREVENT AIR RECIRCULATION ................................................ 7-33

7.13.1.7 SHUTTERS .......................................................................................................... 7-33

7.13.1.8 WINTERFRONTS ................................................................................................. 7-33

7.14 RADIATOR COMPONENT DESIGN ............................................................................... 7-34

7.14.1 DOWN FLOW AND CROSS FLOW RADIATORS ...................................................... 7-34

7.14.1.1 HORIZONTAL RADIATOR .................................................................................... 7-34

7.14.1.2 RAPID WARM-UP DEAERATION TANK - DOWN FLOW RADIATOR ................. 7-35

7.14.1.3 REMOTE MOUNTED RADIATORS/HEAT EXCHANGER ................................... 7-35

7.14.1.4 INTEGRAL TOP TANK ......................................................................................... 7-36

7.14.1.5 REMOTE TANK .................................................................................................... 7-39

7.14.1.6 RADIATOR BOTTOM TANK ................................................................................. 7-40

7.14.1.7 COOLANT PRESSURE CONTROL CAPS AND RELIEF VALVES ...................... 7-42

7.14.1.8 THERMOSTAT ..................................................................................................... 7-44

7.14.1.9 COOLANT SENSOR DEVICES ........................................................................... 7-44

7.14.1.10 COOLANT RECOVERY SYSTEM ....................................................................... 7-46

7.14.2 COLD WEATHER OPERATING OPTIMIZATION ....................................................... 7-51

7.14.2.1 ENGINE ................................................................................................................ 7-51

7.14.2.2 VEHICLE .............................................................................................................. 7-51

7.14.2.3 COOLING SYSTEM ............................................................................................. 7-51

7.14.2.4 HEATER CIRCUIT ................................................................................................ 7-52

7.14.3 COOLANT HEATERS ................................................................................................. 7-52

7.14.4 MULTI-DUTY CYCLE ................................................................................................. 7-52

7.14.5 OTHER CONSIDERATIONS ...................................................................................... 7-52

vi All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

7.15 DIAGNOSTICS AND TROUBLESHOOTING .................................................................. 7-53

7.15.1 ENGINE OVERHEAT ................................................................................................. 7-53

7.15.1.1 TROUBLESHOOTING FOR ENGINE OVERHEAT .............................................. 7-53

7.15.2 COLD RUNNING ENGINE (OVERCOOLING) ........................................................... 7-55

7.15.3 POOR CAB HEATER PERFORMANCE .................................................................... 7-55

7.16 MAINTENANCE .............................................................................................................. 7-57

8 FUEL SYSTEM ................................................................................................................... 8- 1

8.1 FUEL SYSTEM DESCRIPTION ...................................................................................... 8- 2

8.2 FUEL SYSTEM EQUIPMENT/INSTALLATION GUIDELINES ........................................ 8- 4

8.2.1 FUEL TANK ................................................................................................................ 8- 4

8.2.1.1 MATERIAL ............................................................................................................ 8- 4

8.2.1.2 DESIGN ................................................................................................................ 8- 4

8.2.1.3 CAPACITY ............................................................................................................ 8- 5

8.2.1.4 POSITION ............................................................................................................. 8- 6

8.2.2 REMOTE FUEL FILTER ............................................................................................. 8- 7

8.2.3 FUEL FILTER CONFIGURATION ............................................................................... 8- 7

8.2.4 FUEL LINES ............................................................................................................... 8- 8

8.2.4.1 DESIGN ................................................................................................................ 8- 8

8.2.4.2 MATERIAL ............................................................................................................ 8- 9

8.2.4.3 SIZE ...................................................................................................................... 8- 9

8.2.5 OPTIONAL DEVICES ................................................................................................. 8- 9

8.2.5.1 FUEL COOLER .................................................................................................... 8- 9

8.2.5.2 FUEL WATER SEPARATOR ................................................................................ 8- 9

8.3 FUEL SELECTION .......................................................................................................... 8- 9

9 LUBRICATION SYSTEM ................................................................................................... 9- 1

9.1 LUBRICATION SYSTEM DESCRIPTION ....................................................................... 9- 3

9.2 LUBRICATION OIL SELECTION .................................................................................... 9- 6

9.3 LUBRICATION FILTER ................................................................................................... 9- 6

9.4 ENGINE COMPONENT OIL SUPPLY REQUIREMENTS .............................................. 9- 7

9.4.1 TURBOCHARGER LUBRICATION ............................................................................ 9- 7

9.4.2 AIR COMPRESSOR LUBRICATION .......................................................................... 9- 7

9.5 INSTALLATION REQUIREMENTS ................................................................................. 9- 8

9.5.1 SUPPLEMENTAL FILTRATION SYSTEMS ................................................................ 9- 8

9.5.1.1 REMOTE MOUNT SUPPLEMENTAL OIL FILTERS ........................................... 9- 8

9.5.2 OIL SAMPLING VALVE .............................................................................................. 9-10

9.5.3 MECHANICAL OIL PRESSURE GAUGES ................................................................ 9-10

9.6 COMPONENT OPTIONS ................................................................................................ 9-10

9.6.1 OIL CHECKS AND FILLS ........................................................................................... 9-10

9.6.2 OIL SUMPS ................................................................................................................ 9-11

9.6.2.1 INSTALLATION REQUIREMENTS FOR OIL SUMPS ......................................... 9-11

9.6.3 OIL IMMERSION HEATERS ...................................................................................... 9-11

9.6.4 ENGINE OIL LEVEL SENSOR ................................................................................... 9-11

9.7 OPERATION AND MAINTENANCE ............................................................................... 9-12

9.7.1 FIRST TIME START ................................................................................................... 9-12

9.7.2 OIL LEVEL MEASUREMENTS .................................................................................. 9-12

9.7.3 USED OIL ANALYSIS ................................................................................................. 9-12

All information subject to change without notice. (Rev. ) viiDDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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9.7.4 OIL DRAIN INTERVALS ............................................................................................. 9-12

9.8 OIL FILTER CONFIGURATION ...................................................................................... 9-12

9.9 OIL CENTRIFUGE .......................................................................................................... 9-12

10 ELECTRICAL SYSTEM ...................................................................................................... 10- 1

10.1 ELECTRICAL SYSTEM DESCRIPTION ......................................................................... 10- 2

10.2 INSTALLATION GUIDELINES ........................................................................................ 10- 3

10.2.1 BATTERY ................................................................................................................... 10- 3

10.2.1.1 FILLER CAP BATTERIES .................................................................................... 10- 3

10.2.1.2 SEMI-MAINTENANCE FREE BATTERIES .......................................................... 10- 3

10.2.1.3 MAINTENANCE-FREE BATTERIES .................................................................... 10- 3

10.2.1.4 DEEP CYCLE BATTERIES .................................................................................. 10- 3

10.2.1.5 BATTERY CAPACITY ........................................................................................... 10- 4

10.2.1.6 BATTERY MOUNTING AND LOCATION ............................................................. 10- 4

10.2.2 CRANKING MOTOR .................................................................................................. 10- 7

10.2.3 ALTERNATOR ............................................................................................................ 10- 8

10.2.3.1 ALTERNATOR MOUNTING .................................................................................. 10-11

10.2.4 GROUNDING REQUIREMENTS ............................................................................... 10-11

10.2.5 WIRING ...................................................................................................................... 10-12

10.2.5.1 GUIDELINES FOR ELECTRICAL WIRING .......................................................... 10-12

10.2.5.2 CABLE LOSS TEST PROCEDURE ..................................................................... 10-13

10.2.5.3 MEASURING CIRCUIT RESISTANCE ................................................................. 10-14

10.2.5.4 CALCULATING CIRCUIT RESISTANCE ............................................................. 10-15

11 MOUNTING SYSTEM ......................................................................................................... 11- 1

11.1 MOUNTING SYSTEM DESCRIPTION ........................................................................... 11- 2

11.1.1 THREE-POINT MOUNTING ....................................................................................... 11- 3

11.1.2 FOUR-POINT MOUNTING ......................................................................................... 11- 4

11.2 SOLID MOUNTING SYSTEMS ....................................................................................... 11- 5

11.3 FLEXIBLE MOUNTING SYSTEMS ................................................................................. 11- 6

11.3.1 FLEXIBLE MOUNT SELECTION ............................................................................... 11- 6

11.3.1.1 METHOD A ........................................................................................................... 11- 7

11.3.1.2 METHOD B ........................................................................................................... 11- 8

11.4 INSTALLATION CHECK LIST ......................................................................................... 11- 9

11.5 ENGINE SUPPORT ........................................................................................................ 11-10

12 TORSIONAL ANALYSIS .................................................................................................... 12- 1

12.1 OVERVIEW ..................................................................................................................... 12- 2

12.2 MASS ELASTIC .............................................................................................................. 12- 2

13 ENGINE ELECTRONIC CONTROLS ................................................................................. 13- 1

13.1 OVERVIEW ..................................................................................................................... 13- 2

13.2 PLD-MR – ENGINE-RESIDENT CONTROL UNIT ......................................................... 13- 3

13.3 VEHICLE CONTROL UNIT — ON-HIGHWAY ................................................................ 13- 4

13.3.1 GRID HEATER ........................................................................................................... 13- 6

13.3.1.1 WIRING THE GRID HEATER ............................................................................... 13- 6

13.4 VEHICLE INTERFACE HARNESS ................................................................................. 13- 7

13.5 ENGINE HARNESS ....................................................................................................... 13- 9

13.6 SYSTEM SENSORS ....................................................................................................... 13-11

viii All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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14 TECHNICAL DATA ............................................................................................................. 14- 1

15 INSTALLATION DRAWINGS .............................................................................................. 15- 1

15.1 MBE 906 EGR ENGINE INSTALLATION DRAWINGS ................................................... 15- 2

15.2 MBE 904 EGR ENGINE INSTALLATION DRAWINGS ................................................... 15-10

15.3 OM 904 NON-EGR ENGINE INSTALLATION DRAWINGS ............................................ 15-18

15.4 OM 906 NON-EGR ENGINE INSTALLATION DRAWINGS ............................................ 15-26

16 OPTIONS ............................................................................................................................ 16- 1

17 EFFECTS OF ENVIRONMENTAL CONDITIONS .............................................................. 17- 1

17.1 OVERVIEW ..................................................................................................................... 17- 2

17.2 AIR INLET TEMPERATURE ........................................................................................... 17- 2

17.3 EXHAUST BACK PRESSURE ........................................................................................ 17- 3

17.4 ALTITUDE ....................................................................................................................... 17- 3

18 ENGINE BRAKE SYSTEMS .............................................................................................. 18- 1

18.1 OVERVIEW ..................................................................................................................... 18- 2

18.2 CONSTANT-THROTTLE VALVES .................................................................................. 18- 2

18.3 EXHAUST BRAKE .......................................................................................................... 18- 3

18.4 COMBINING CONSTANT-THROTTLE VALVE AND EXHAUST BRAKE ....................... 18- 3

APPENDIX A: ABBREVIATIONS / ACRONYMS ......................................................................... A- 1

GLOSSARY ..................................................................................................................................... G- 1

All information subject to change without notice. (Rev. ) ixDDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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x All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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LIST OF FIGURES

Figure 3-1 Typical MBE Six-Cylinder Engine with EGR ..................................................... 3- 3

Figure 3-2 Typical OM 900 Off–highway Six Cylinder Engine ............................................ 3- 4

Figure 3-3 Typical OM 900 Off–highway Four Cylinder Engine ......................................... 3- 4

Figure 3-4 Right Front View of MBE 900 EGR Engine ....................................................... 3- 5

Figure 3-5 Right Rear View of the MBE 900 EGR Engine ................................................. 3- 6

Figure 3-6 Left Rear View of the MBE 900 EGR Engine .................................................... 3- 7

Figure 3-7 Front View of a Typical 6–Cylinder OM 900 Off-highway Engine ..................... 3- 8

Figure 3-8 Side View of a Typical 6–cylinder OM 900 Off-highway Engine ....................... 3- 9

Figure 3-9 Front View of 4–Cylinder OM 900 Off-highway Engine .................................... 3-10

Figure 3-10 Rear View of Typical 4–Cylinder OM 900 Off-highway Engine ......................... 3-11

Figure 3-11 Location of Engine Identification ....................................................................... 3-12

Figure 3-12 Engine Identification Number Laser Etching ..................................................... 3-12

Figure 3-13 Serial Number ................................................................................................... 3-13

Figure 3-14 Emission Label, 6-Cylinder ............................................................................... 3-14

Figure 3-15 Emission Label, 4-Cylinder ............................................................................... 3-14

Figure 4-1 Air Intake System Schematic ............................................................................ 4- 4

Figure 4-2 Intake Manifold and Related Parts for OM 900 ................................................. 4- 5

Figure 4-3 Air Inlet Elbow Flange Geometry ...................................................................... 4- 6

Figure 4-4 Clamp for Air Inlet Elbow ................................................................................... 4- 6

Figure 4-5 Medium-duty Air Cleaner .................................................................................. 4- 9

Figure 4-6 Heavy-duty Air Cleaner ..................................................................................... 4-10

Figure 4-7 Extra Heavy-duty Air Cleaner ............................................................................ 4-11

Figure 4-8 Precleaner Centrifugal Action ........................................................................... 4-13

Figure 4-9 Rain Cap and Inlet Hood ................................................................................... 4-14

Figure 4-10 Altitude vs. Inlet Restriction .............................................................................. 4-16

Figure 4-11 Diffuser Configurations ...................................................................................... 4-17

Figure 4-12 Air Inlet System Calculation .............................................................................. 4-19

Figure 4-13 Typical Radiator-mounted Charge Air Cooling System ..................................... 4-20

Figure 4-14 Static Pressure Tap ........................................................................................... 4-25

Figure 4-15 Piezometer Ring ................................................................................................ 4-27

Figure 4-16 Typical Instrumentation Location ....................................................................... 4-28

Figure 4-17 Air Inlet Data Sheet for Air-to-Air Charge Cooled Engine ................................. 4-31

Figure 5-1 Exhaust System Schematic .............................................................................. 5- 3

Figure 5-2 Wastegated Turbocharger Assembly ................................................................ 5- 4

Figure 5-3 Piezometer Ring ................................................................................................ 5- 9

Figure 5-4 Static Pressure Tap ........................................................................................... 5-12

Figure 6-1 Airflow Diagram Through Engine With EGR System ....................................... 6- 3

Figure 6-2 EGR System ..................................................................................................... 6- 4

Figure 6-3 MBE 900 Six-Cylinder Engine with EGR ........................................................... 6- 5

Figure 6-4 Exhaust Inlet with Reed Valves ......................................................................... 6- 6

Figure 7-1 Thermostats Closed .......................................................................................... 7- 4

Figure 7-2 Thermostats Open ............................................................................................ 7- 5

Figure 7-3 Coolant Expansion ............................................................................................ 7- 6

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Figure 7-4 Thermostat and Related Parts – 6-Cylinder OM 900 Engine ............................ 7- 7

Figure 7-5 Rapid Warm-up Cooling System - Remote Tank, Cross Flow and Down Flow

Radiators .......................................................................................................... 7- 9

Figure 7-6 Rapid Warm-up with Integral Top Tank ............................................................. 7-10

Figure 7-7 Typical Radiator-mounted Charge Air Cooling System ..................................... 7-11

Figure 7-8 Typical Charge Air Cooler ................................................................................. 7-12

Figure 7-9 Percent Increases in Volume for Water and Antifreeze Solution ...................... 7-14

Figure 7-10 Blower vs. Suction Fans ................................................................................... 7-28

Figure 7-11 Fan Shroud Types ............................................................................................. 7-32

Figure 7-12 Down Flow Radiator and Cross Flow Radiator ................................................. 7-34

Figure 7-13 Rapid Warm-up Down Flow Radiator Top Tank ................................................ 7-36

Figure 7-14 Remote Surge Tank Design for Rapid Warm-up Cooling System ..................... 7-39

Figure 7-15 Down Flow Radiator Inlet Tank Deaeration Line Boss Position ........................ 7-40

Figure 7-16 Coolant Inlet/Outlet Locations ........................................................................... 7-41

Figure 7-17 Radiator Outlet Contour .................................................................................... 7-41

Figure 7-18 Pressure Control Cap — Pressure Valve Open ................................................ 7-43

Figure 7-19 Pressure Control Cap — Vacuum Valve Open ................................................. 7-43

Figure 7-20 Nominal Settings For Coolant Temperature Control Devices — 181° ............... 7-45

Figure 7-21 Cooling System Design (Warm-up -- Closed Thermostat) ................................ 7-46

Figure 7-22 Cooling System Design (Stabilized Temperature -- Open Thermostat) ............ 7-47

Figure 7-23 Cooling System Design (Cool-down -- Closed Thermostat) ............................. 7-48

Figure 7-24 Acceptable Top Tank Design ............................................................................. 7-50

Figure 7-25 Unacceptable Top Tank Design ......................................................................... 7-50

Figure 8-1 Schematic Diagram of the Fuel System ............................................................ 8- 3

Figure 8-2 Properly Designed Fuel Tank ............................................................................ 8- 5

Figure 8-3 Remote Fuel Filter ............................................................................................. 8- 7

Figure 9-1 Typical MBE 900 Lubrication System Schematic .............................................. 9- 4

Figure 9-2 Typical MBE 900 Lubrication System ................................................................ 9- 5

Figure 9-3 Vertical Oil Filter ................................................................................................ 9- 6

Figure 9-4 Engine Oil Drain Plug, Oil Pan .......................................................................... 9- 7

Figure 9-5 Remote Mount Bypass Filter Options ............................................................... 9- 9

Figure 9-6 Oil Sampling Valve Attachment Point ................................................................ 9-10

Figure 10-1 Engine Electrical System .................................................................................. 10- 2

Figure 10-2 Battery Retainers .............................................................................................. 10- 5

Figure 10-3 Typical Cranking Motor Mounting ...................................................................... 10- 7

Figure 10-4 Typical Cranking Motor Cross-section .............................................................. 10- 8

Figure 10-5 Typical Alternator and Related Parts Location .................................................. 10-10

Figure 10-6 Cable Resistance .............................................................................................. 10-14

Figure 11-1 Three–point Mounting with Rear Bracket ......................................................... 11- 3

Figure 11-2 Four–point Mounting with Front and Rear Bracket Sets ................................. 11- 4

Figure 11-3 Transmissibility .................................................................................................. 11- 8

Figure 11-4 Distance of Rear Mounts for Zero Bending Moments ....................................... 11-10

Figure 11-5 Bending Moment for Fixed Mounting System ................................................... 11-11

Figure 13-1 PLD-MR Control Unit on Engine ....................................................................... 13- 3

Figure 13-2 The Vehicle Control Unit ................................................................................... 13- 4

Figure 13-3 NAFTA Architecture .......................................................................................... 13- 5

Figure 13-4 VCU Grid Heater Wiring .................................................................................... 13- 6

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Figure 13-5 Typical MBE 900 On-highway Vehicle Interface Harness ................................. 13- 7

Figure 13-6 Typical OM 900 Off-highway Vehicle Interface Harness ................................... 13- 8

Figure 13-7 A Typical OM 900 6–Cylinder Non-EGR Engine Harness ................................ 13- 9

Figure 13-8 Typical On-highway MBE 900 Six-cylinder Engine Harness — EGR Engine ... 13-10

Figure 13-9 Engine Sensor Harness and Sensor Location, MBE 900 ................................. 13-11

Figure 16-1 SK–11947 Series 900 Air Compressor (1 of 3) ................................................. 16- 3

Figure 16-2 SK–11947 Series 900 Air Compressor (2 of 3) ................................................. 16- 4

Figure 16-3 SK–11947 Series 900 Air Compressor (3 of 3) ................................................. 16- 5

Figure 16-4 SK-11951 Series 906 Exhaust Brake (1 of 4) ................................................... 16- 6

Figure 16-5 SK-11951 Series 906 Exhaust Brake (2 of 4) ................................................... 16- 7

Figure 16-6 SK-11951 Series 906 Exhaust Brake (3 of 4) ................................................... 16- 8

Figure 16-7 SK-11951 Series 906 Exhaust Brake (4 of 4) ................................................... 16- 9

Figure 16-8 SK-11958 Series 900 Flywheel SAE 2 (1 of 3) ................................................. 16-10

Figure 16-9 SK-11958 Series 900 Flywheel SAE 2 (2 of 3) ................................................. 16-11

Figure 16-10 SK-11958 Series 900 Flywheel SAE 2 (3 of 3) ................................................. 16-12

Figure 16-11 SK-11975 Series 900 SAE 2 Flywheel Housing (1 of 4) ................................... 16-13

Figure 16-12 SK-11975 Series 900 SAE 2 Flywheel Housing (2 of 4) ................................... 16-14

Figure 16-13 SK-11975 Series 900 SAE 2 Flywheel Housing (3 of 4) ................................... 16-15

Figure 16-14 SK-11975 Series 900 SAE 2 Flywheel Housing (4 of 4) ................................... 16-16

Figure 16-15 SK-11978 Series 904 Oil Pan, Flat Rear Sump (1 of 3) .................................... 16-17

Figure 16-16 SK-11978 Series 904 Oil Pan, Flat Rear Sump (2 of 3) .................................... 16-18

Figure 16-17 SK-11978 Series 904 Oil Pan, Flat Rear Sump (3 of 3) .................................... 16-19

Figure 16-18 SK-12006 Series 906 Oil Pan, Rear Sump (1 of 3) ........................................... 16-20

Figure 16-19 SK-12006 Series 906 Oil Pan, Rear Sump (2 of 3) ........................................... 16-21

Figure 16-20 SK-12006 Series 906 Oil Pan, Rear Sump (3 of 3) ........................................... 16-22

Figure 16-21 SK-12205 Series 900 SAE 3 Flywheel Housing (1 of 4) ................................... 16-23

Figure 16-22 SK-12205 Series 900 SAE 3 Flywheel Housing (2 of 4) ................................... 16-24

Figure 16-23 SK-12205 Series 900 SAE 3 Flywheel Housing (3 of 4) ................................... 16-25

Figure 16-24 SK-12205 Series 900 SAE 3 Flywheel Housing (4 of 4) ................................... 16-26

Figure 16-25 SK-12206 Series 906 Exhaust Brake (1 of 4) ................................................... 16-27

Figure 16-26 SK-12206 Series 906 Exhaust Brake (2 of 4) ................................................... 16-28

Figure 16-27 SK-12206 Series 906 Exhaust Brake (3 of 4) ................................................... 16-29

Figure 16-28 SK-12206 Series 906 Exhaust Brake (4 of 4) ................................................... 16-30

Figure 16-29 SK-12207 Series 900 Flywheel SAE 2 (1 of 3) ................................................. 16-31

Figure 16-30 SK-12207 Series 900 Flywheel SAE 2 (2 of 3) ................................................. 16-32

Figure 16-31 SK-12207 Series 900 Flywheel SAE 2 (3 of 3) ................................................. 16-33

Figure 16-32 SK-12208 Series 906 Remote Fuel Filter Connections (1 of 3) ........................ 16-34

Figure 16-33 SK-12208 Series 906 Remote Fuel Filter Connections (2 of 3) ........................ 16-35

Figure 16-34 SK-12208 Series 906 Remote Fuel Filter Connections (3 of 3) ........................ 16-36

Figure 16-35 SK-12210 Series 904 Oil Pan, Front Sump (1 of 3) .......................................... 16-37

Figure 16-36 SK-12210 Series 904 Oil Pan, Front Sump (2 of 3) .......................................... 16-38

Figure 16-37 SK-12210 Series 904 Oil Pan, Front Sump (3 of 3) .......................................... 16-39

Figure 16-38 SK-1221 Series 906 Oil Pan, Front Sump (1 of 3) ............................................ 16-40

Figure 16-39 SK-1221 Series 906 Oil Pan, Front Sump (2 of 3) ............................................ 16-41

Figure 16-40 SK-1221 Series 906 Oil Pan, Front Sump (3 of 3) ............................................ 16-42

Figure 16-41 SK-12212 Series 904 Oil Pan, Front Sump (1 of 4) .......................................... 16-43

Figure 16-42 SK-12212 Series 904 Oil Pan, Front Sump (2 of 4) .......................................... 16-44

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Figure 16-43 SK-12212 Series 904 Oil Pan, Front Sump (3 of 4) .......................................... 16-45

Figure 16-44 SK-12212 Series 904 Oil Pan, Front Sump (4 of 4) .......................................... 16-46

Figure 16-45 SK-12213 Series 906 Oil Pan, Front Sump (1 of 4) .......................................... 16-47

Figure 16-46 SK-12213 Series 906 Oil Pan, Front Sump (2 of 4) .......................................... 16-48

Figure 16-47 SK-12213 Series 906 Oil Pan, Front Sump (3 of 4) .......................................... 16-49

Figure 16-48 SK-12213 Series 906 Oil Pan, Front Sump (4 of 4) .......................................... 16-50

Figure 16-49 SK-12214 Series 906 Dipstick (1 of 3) .............................................................. 16-51

Figure 16-50 SK-12214 Series 906 Dipstick (2 of 3) .............................................................. 16-52

Figure 16-51 SK-12214 Series 906 Dipstick (3 of 3) .............................................................. 16-53

Figure 16-52 SK-12215 Series 904 Dipstick (1 of 3) .............................................................. 16-54

Figure 16-53 SK-12215 Series 904 Dipstick (2 of 3) .............................................................. 16-55

Figure 16-54 SK-12215 Series 904 Dipstick (3 of 3) .............................................................. 16-56

Figure 16-55 SK-12226 Series 900 Accessory Mounting Location (1 of 3) ............................ 16-57

Figure 16-56 SK-12226 Series 900 Accessory Mounting Location (2 of 3) ............................ 16-58

Figure 16-57 SK-12226 Series 900 Accessory Mounting Location (3 of 3) ............................ 16-59

Figure 16-58 SK-12227 Series 906 Oil Pan (1 of 3) ............................................................... 16-60

Figure 16-59 SK-12227 Series 906 Oil Pan (2 of 3) ............................................................... 16-61

Figure 16-60 SK-12227 Series 906 Oil Pan (3 of 3) ............................................................... 16-62

Figure 17-1 The Effects of Air Inlet Temperature .................................................................. 17- 2

Figure 17-2 The Effects of Exhaust Back Pressure on Engine Power ................................. 17- 3

Figure 18-1 Constant Throttle Valve ..................................................................................... 18- 2

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LIST OF TABLES

Table 2-1 The Correct Type of Fire Extinguisher ............................................................... 2- 6

Table 4-1 General Requirements for Air Inlet Connection O-ring ...................................... 4- 7

Table 4-2 Air Cleaner Applications .................................................................................... 4- 8

Table 4-3 Air Inlet Restriction ............................................................................................ 4-15

Table 4-4 Hose Specifications for the Inlet Side of the Turbocharger ............................... 4-18

Table 4-5 Thermocouples .................................................................................................. 4-29

Table 4-6 Pressure Taps ................................................................................................... 4-30

Table 7-1 Maximum Engine Coolant Out Temperature ..................................................... 7-13

Table 7-2 Heat Exchanger Materials, Construction, and Design Choices ......................... 7-26

Table 7-3 Installed Fan Performance Factors ................................................................... 7-29

Table 7-4 Top Tank Component Guidelines — Standpipe(s), Baffle, Vortex Baffle, Fill Line

and Connections, Vent Line, and Radiator Inlet ............................................... 7-37

Table 7-5 Top Tank Component Guidelines- Fill Neck, Fill Neck Vent Hole, and Coolant

Level Sensor .................................................................................................... 7-38

Table 7-6 Component Design and Location Guidelines for the Remote Top Tank ............ 7-40

Table 10-1 Minimum Battery Capacity for Acceptable Engine Cranking ............................. 10- 4

Table 10-2 Maximum Circuit Resistance ............................................................................. 10-15

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1 INTRODUCTION

MBE/OM 900 engines are water-cooled, four-stroke, direct-injection diesel engines. Thecylinders are arranged inline on both the 6-cylinder and 4-cylinder models. Each has a separatefuel injection pump (unit pump) with a short injection line to the injection nozzle, which is locatedin the center of the combustion chamber. The unit pumps are attached to the crankcase and aredriven from the camshaft. Each cylinder has two intake valves and one exhaust valve.

Charge-air cooling and an exhaust gas turbocharger are standard equipment on all MBE 900engines.

The engine has a fully electronic control system, which regulates the fuel injection quantity andtiming using solenoid valves, allowing extremely low-emission operation.

Engine braking is controlled by either a pneumatically-operated (4–cylinder engine) orhydraulically-operated constant-throttle (optional) system (6-cylinder engine) and by an exhaustbrake on the turbocharger (optional).

The cylinder block has integrated oil and water channels. The upper section of the cylinder boreis induction-hardened. The single-piece cylinder head is made of cast iron. The cylinder headgasket is a three-layer, adjustment-free seal with Viton® sealing elements.

The pistons are made of aluminum alloy with a shallow combustion chamber recess. The pistonsare cooled by oil spray nozzles.

The crankshaft is precision-forged with seven main bearings (five on the 4-cylinder engine), sixof which have custom-forged counterweights (four on the 4-cylinder engine), and a vibrationdamper at the front end.

The camshaft is made of induction-hardened steel and has seven main bearings (five on the4-cylinder engine). Each cylinder has cams for intake and exhaust valves and a unit pump.

The valves are controlled by mushroom tappets, pushrods, and rocker arms. The intake valves areopened and closed by a valve-guided bridge.

For a download of the MBE 900 Application and Installation ManualMBE 900 Application and Installation Manual (DDC-SVC-CDX-0073).

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INTRODUCTION

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MBE 900 APPLICATION AND INSTALLATION

2 SAFETY PRECAUTIONS

The following safety measures are essential when installing the MBE/OM 900 engine.

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

□ Always start and operate an engine in a well ventilatedarea.

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

□ Do not modify or tamper with the exhaust system oremission control system.

2.1 STANDS

Use safety stands in conjunction with hydraulic jacks or hoists. Do not rely on either the jack orthe hoist to carry the load.

2.2 GLASSES

Select appropriate safety glasses for the job. Safety glasses must be worn when using toolssuch as hammers, chisels, pullers and punches.

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SAFETY PRECAUTIONS

2.3 WELDING

Use caution when welding.

To avoid injury from arc welding, gas welding, or cutting, wearrequired safety equipment such as an arc welder’s face plateor gas welder’s goggles, welding gloves, protective apron,long sleeve shirt, head protection, and safety shoes. Alwaysperform welding or cutting operations in a well-ventilatedarea. The gas in oxygen/acetylene cylinders used in gaswelding and cutting is under high pressure. If a cylindershould fall due to careless handling, the gage end couldstrike an obstruction and fracture, resulting in a gas leakleading to fire or an explosion. If a cylinder should fallresulting in the gage end breaking off, the sudden releaseof cylinder pressure will turn the cylinder into a dangerousprojectile.Observe the following precautions when usingoxygen/acetylene gas cylinders:

□ Always wear required safety shoes.

□ Do not handle tanks in a careless manner or with greasygloves or slippery hands.

□ Use a chain, bracket, or other restraining device at alltimes to prevent gas cylinders from falling.

□ Do not place gas cylinders on their sides, but standthem upright when in use.

□ Do not drop, drag, roll, or strike a cylinder forcefully.

□ Always close valves completely when finished weldingor cutting.

NOTICE:

When welding, the following must be done to avoid damage to theelectronic controls or the engine:

□ Both the positive (+) and negative (-) battery leads must bedisconnected before welding.

□ Ground cable must be in close proximity to welding location- engine must never be used as a grounding point.

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MBE 900 APPLICATION AND INSTALLATION

NOTICE:

□ Welding on the engine or engine mounted components isNEVER recommended.

To avoid injury from fire, check for fuel or oil leaks beforewelding or carrying an open flame near the engine.

2.4 WORK PLACE

Organize your work area and keep it clean.

To avoid injury from slipping and falling, immediately cleanup any spilled liquids.

Eliminate the possibility of a fall by:

□ Wiping up oil spills

□ Keeping tools and parts off the floor

A fall could result in a serious injury.

After installation of the engine is complete:

To avoid injury from rotating belts and fans, do not removeand discard safety guards.

□ Reinstall all safety devices, guards or shields

□ Check to be sure that all tools and equipment used to install the engine are removed fromthe engine

2.5 CLOTHING

Wear work clothing that fits and is in good repair. Work shoes must be sturdy and rough-soled.Bare feet, sandals or sneakers are not acceptable foot wear when installing an engine.

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SAFETY PRECAUTIONS

To avoid injury when working near or on an operating engine,remove loose items of clothing, jewelry, tie back or containlong hair that could be caught in any moving part causinginjury.

2.6 ELECTRIC TOOLS

Improper use of electrical equipment can cause severe injury.

To avoid injury from electrical shock, follow OEM furnishedoperating instructions prior to usage.

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MBE 900 APPLICATION AND INSTALLATION

2.7 AIR

Use proper shielding to protect everyone in the work area.

To avoid injury from flying debris when using compressed air,wear adequate eye protection (face shield or safety goggles)and do not exceed 40 psi (276 kPa) air pressure.

2.8 FLUIDS AND PRESSURE

Be extremely careful when dealing with fluids under pressure.

To avoid injury from the expulsion of hot coolant, neverremove the cooling system pressure cap while the engine isat operating temperature. Remove the cap slowly to relievepressure. Wear adequate protective clothing (face shield orsafety goggles, rubber gloves, apron, and boots).

Fluids under pressure can have enough force to penetrate the skin.

To avoid injury from penetrating fluids, do not put your handsin front of fluid under pressure. Fluids under pressure canpenetrate skin and clothing.

These fluids can infect a minor cut or opening in the skin. See a doctor at once, if injured byescaping fluid. Serious infection or reaction can result without immediate medical treatment.

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SAFETY PRECAUTIONS

2.9 BATTERIES

Electrical storage batteries give off highly flammable hydrogen gas when charging and continueto do so for some time after receiving a steady charge.

To avoid injury from battery explosion or contact with batteryacid, work in a well-ventilated area, wear protective clothing,and avoid sparks or flames near the battery. Always establishcorrect polarity before connecting cables to the battery orbattery circuit. If you come in contact with battery acid:

□ Flush your skin with water.

□ Apply baking soda or lime to help neutralize the acid.

□ Flush your eyes with water.

□ Get medical attention immediately.

Always disconnect the battery cable before working on the Detroit Diesel Electronic Controlssystem.

2.10 FIRE

Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisherfor the situation. The correct fire extinguisher types for specific working environments are listedin Table 2-1.

Fire Extinguisher Work Environment

Type A Wood, Paper, Textile and Rubbish

Type B Flammable Liquids

Type C Electrical Equipment

Table 2-1 The Correct Type of Fire Extinguisher

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MBE 900 APPLICATION AND INSTALLATION

2.11 FLUOROELASTOMER

Fluoroelastomer (Viton®) parts such as O-rings and seals are perfectly safe to handle undernormal design conditions.

To avoid injury from chemical burns, wear a face shield andneoprene or PVC gloves when handling fluoroelastomerO-rings or seals that have been degraded by excessive heat.Discard gloves after handling degraded fluoroelastomerparts.

A potential hazard may occur if these components are raised to a temperature above 600°F (316°C)(in a fire for example). Fluoroelastomer will decompose (indicated by charring or the appearanceof a black, sticky mass) and produce hydrofluoric acid. This acid is extremely corrosive and, iftouched by bare skin, may cause severe burns (the symptoms could be delayed for several hours).

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MBE 900 APPLICATION AND INSTALLATION

3 ENGINE AND ACCESSORY IDENTIFICATION

Section Page

3.1 ENGINE DESCRIPTION ......................................................................... 3- 3

3.2 MAJOR COMPONENT LOCATIONS FOR MBE 900 EGR ON-HIGHWAY

ENGINES ................................................................................................ 3- 5

3.3 MAJOR COMPONENT LOCATIONS FOR OM 900 OFF-HIGHWAY

ENGINES ................................................................................................ 3- 8

3.4 ENGINE IDENTIFICATION ..................................................................... 3-12

3.5 EMISSION LABELS ................................................................................ 3-13

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MBE 900 APPLICATION AND INSTALLATION

3.1 ENGINE DESCRIPTION

The MBE/OM 900 engines are water-cooled, four-stroke, direct-injection diesel engines. Thecylinders are arranged inline on both the 6-cylinder and 4-cylinder models. See Figure 3-1 for theMBE six-cylinder EGR engineFigure 3-2 for the OM six-cylinder engine and Figure 3-3 for theOM four-cylinder engine.

Figure 3-1 Typical MBE Six-Cylinder Engine with EGR

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ENGINE AND ACCESSORY IDENTIFICATION

Figure 3-2 Typical OM 900 Off–highway Six Cylinder Engine

Figure 3-3 Typical OM 900 Off–highway Four Cylinder Engine

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MBE 900 APPLICATION AND INSTALLATION

3.2 MAJOR COMPONENT LOCATIONS FOR MBE 900 EGRON-HIGHWAY ENGINES

1. Turbocharger 7. Air Intake Manifold

2. Starter Motor 8. Oil Fill Cap

3. Flywheel Housing 9. Oil Filter

4. Exhaust manifold 10. Turbocharger Compressor Out

5. EGR Cooler 11. Belt Tensioner Assembly

6. Cylinder Head Cover 12. Oil Pan

Figure 3-4 Right Front View of MBE 900 EGR Engine

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ENGINE AND ACCESSORY IDENTIFICATION

1. Starter Motor 6. EGR Cooler

2. Flywheel Housing 7. Turbocharger Compressor Out

3. Exhaust Manifold 8. Breather Tube

4. Cylinder Head Cover 9. Turbocharger Heat Shield

5. Air Intake Manifold 10. Oil Pan

Figure 3-5 Right Rear View of the MBE 900 EGR Engine

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MBE 900 APPLICATION AND INSTALLATION

1. Air Compressor 6. Oil Centrifuge

2. PLD-MR Control Unit 7. Air Intake Manifold

3. Fuel/Water Separator 8. Cylinder Head Cover

4. Main Fuel Filter 9. Flywheel Housing

5. Oil Fill Cap 10. Oil Pan

Figure 3-6 Left Rear View of the MBE 900 EGR Engine

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ENGINE AND ACCESSORY IDENTIFICATION

3.3 MAJOR COMPONENT LOCATIONS FOR OM 900OFF-HIGHWAY ENGINES

1. Fan 10. Cylinder Head Cover

2. Belt Tensioner 11. Fuel Filter

3. Alternator Pulley 12. Fuel Pre-Filter

4. Oil Filter 13. PLD-MR Control Unit

5. Turbo Compressor Out 14. Air Compressor (optional)

6. Intake Manifold Inlet 15. Power Steering Pump

7. Crankcase Breather 16. Oil Dipstick

8. Oil Fill Cap 17. Coolant Pump Pulley

9. Intake Manifold

Figure 3-7 Front View of a Typical 6–Cylinder OM 900 Off-highway Engine

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MBE 900 APPLICATION AND INSTALLATION

1. Cylinder Head Cover 7. Alternator

2. Intake Manifold 8. Turbocharger

3. Exhaust Manifold 9. Starter Motor

4. Intake Manifold Inlet 10. Flywheel Housing

5. Oil Fill Cap 11. Exhaust Brake (optional)

6. Turbo Compressor Out

Figure 3-8 Side View of a Typical 6–cylinder OM 900 Off-highway Engine

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ENGINE AND ACCESSORY IDENTIFICATION

1. Cylinder Head Cover 9. Belt Tensioner

2. PLD-MR Control Unit 10. Alternator Pulley

3. Fuel Pre-Filter 11. Intake Manifold Inlet

4. Air Compressor (optional) 12. Turbo Compressor Outlet

5. Power-Steering Pump 13. Crankcase Breather

6. Oil Dipstick 14. Oil Fill Cap

7. Fuel Filter 15. Intake Manifold

8. Fan

Figure 3-9 Front View of 4–Cylinder OM 900 Off-highway Engine

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1. Oil Fill Cap 7. Starter Motor

2. Turbo Compressor Outlet 8. Exhaust Brake (optional)

3. Intake Manifold Inlet 9. Flywheel Housing

4. Oil Filter 10. Exhaust Manifold

5. Alternator 11. Intake Manifold

6. Turbocharger

Figure 3-10 Rear View of Typical 4–Cylinder OM 900 Off-highway Engine

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ENGINE AND ACCESSORY IDENTIFICATION

3.4 ENGINE IDENTIFICATION

The engine identification numbers are lasered in large font onto an enlarged labeling surface onthe rear right crankcase. See Figure 3-11 for number location and Figure 3-12 for the number.

Figure 3-11 Location of Engine Identification

Figure 3-12 Engine Identification Number Laser Etching

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The first three numbers of the engine identification are the model number:

□ 906 for the 6-cylinder engine

□ 904 for the 4-cylinder engine

The last six numbers are the serial numbers (263172 in Figure 3-12).

NOTE:In addition to the fourteen digit number etched on the crankcase, there is a ten digitnumber used for warranty and service that is found on the PLD-MR label. The ten digitnumber is derived from the fourteen digit number (see Figure 3-13).

Figure 3-13 Serial Number

3.5 EMISSION LABELS

The MBE/OM 900 engine is built in accordance with sound technological principles and based onstate-of-the-art technology. It complies with appropriate United States Environmental ProtectionAgency (U.S. EPA) and California Air Resources Board (CARB) emission standards. Anemission label is attached to the cylinder head cover, as required by law. See Figure 3-14 for theemission label for the 6-cylinder model and see Figure 3-15 for the 4-cylinder model.

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Figure 3-14 Emission Label, 6-Cylinder

Figure 3-15 Emission Label, 4-Cylinder

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4 AIR INLET SYSTEM

Section Page

4.1 AIR INLET SYSTEM DESCRIPTION ...................................................... 4- 3

4.2 INSTALLATION REQUIREMENTS ......................................................... 4- 8

4.3 DESIGN GUIDELINES ............................................................................ 4-18

4.4 TESTING REQUIREMENTS ................................................................... 4-24

4.5 TEST ....................................................................................................... 4-30

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THIS PAGE INTENTIONALLY LEFT BLANK

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4.1 AIR INLET SYSTEM DESCRIPTION

An internal combustion engine requires an adequate supply of air for combustion to develop fullrated power and burn fuel efficiently. This section describes the function, installation, design, andtest requirements for the air inlet system of an MBE 900 engine.

The intake manifold routes the air charge into the cylinder head ports through two intake valves,and into the cylinder. Each cylinder is filled with clean, fresh air which provides for efficientcombustion, at the beginning of the compression stroke. The turbocharger supplies air underpressure to the CAC and then to the intake manifold. The air enters the turbocharger after passingthrough the air cleaner or air silencer. Power to drive the turbocharger is extracted from energyin the engine exhaust gas. The expanding exhaust gases turn a single stage turbocharger wheel,which drives an impeller, thus pressurizing intake air. This charge air is then cooled by anair-to-air intake manifold before flowing into the cylinders for improved combustion efficiency.

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4.1.1 MBE 900 ON-HIGHWAY ENGINES

All MBE 900 on-highway engines have a single turbocharger which supplies filtered air through aremote charge air cooler (CAC) to the air intake manifold. The MBE 900 CACs are generallylocated in front of or next to the engine radiator core. See Figure 4-1.

Figure 4-1 Air Intake System Schematic

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A charge air cooler (CAC) is mounted ahead of the engine coolant radiator. The pressurizedintake charge is routed from the discharge side of the turbocharger, through the CAC to the intakemanifold (see Figure 4-2), which directs the air to ports in the cylinder head, through two intakevalves per cylinder, and into the cylinder. At the beginning of the compression stroke, eachcylinder is filled with clean air. The intake manifold air inlet is attached to the CAC ducting andthe air compressor using flexible hose and clamps.

1. Wiring Harness 4. Intake Manifold Inlet Pipe

2. Sensor Cover 5. Intake Manifold Gasket

3. Intake Manifold

Figure 4-2 Intake Manifold and Related Parts for OM 900

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4.1.2 ENGINE AIR INLET CONNECTION FOR MBE EGR ENGINES

This engine air inlet connection is the responsibility of the OEM. See Figure 4-3 for the airinlet elbow flange and Figure 4-4.

Figure 4-3 Air Inlet Elbow Flange Geometry

Figure 4-4 Clamp for Air Inlet Elbow

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General requirements and the elastomer base for the O-ring used in the engine air inlet elbowconnection are listed in Table 4-1. Contact DDC Application Engineering for further technicaldata on the O-ring.

ProductVersion

TemperatureLevel Long

Term Exposure

ApproximateTemperaturefor Short-timeExposure

ShoreHardness

Resistance To:RecommendedPolymer Type

40220°C(428°F)

275°C(527°F)

50–80

Mineral oil basedoperating mediaand premiumgasoline

FPM

Table 4-1 General Requirements for Air Inlet Connection O-ring

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4.2 INSTALLATION REQUIREMENTS

The air inlet system has a direct effect on engine output, fuel consumption, exhaust emissions,and engine life. The parts and materials must be designed to withstand the working environmentthat applies to the system.

4.2.1 DRY PAPER ELEMENT AIR CLEANERS

Dry paper element type cleaners are recommended for use on Detroit Diesel engines. Alternatetypes of air filtration systems, such foam type (refer to section 4.2.1.4) and oil bath cleaners(refer to section 4.2.1.5), may be available in the aftermarket.

Dry paper element air cleaners are classified by function:

□ Light-duty air cleaners

□ Medium-duty air cleaners

□ Heavy-duty air cleaners

□ Extra heavy-duty air cleaners

The type of function relates to the dust holding capacity of the particular cleaner. The choice ofcleaner depends upon the engine type, application, operating environment, and service life. Thedifferent types of air cleaners and the application in which they are used are listed in Table 4-2.

Type of Air Cleaner Application

Light-duty

Marine enginesMobile and stationary engines in factories,warehouses, etc.Cranes, wheel-mounted

Medium-dutyGenerator sets Air compressors, pumps Cranes,wheel-mounted

Heavy-dutyTrucks, nonroad, logging Tractors, wheel,agricultural Motor graders Tractors, crawler, smallScrapers Cranes, shovels

Extra Heavy-duty

Scrapers, large or rear engine Rock drills,self-contained Cranes and shovels, rough terrainAir compressors, rock drilling or quarrying Tractors,full-tracked, low speed

Table 4-2 Air Cleaner Applications

The cleaner must meet filtration requirements across the engine speed and load range. The cleanermust be readily accessible for maintenance with adequate space provision for replacementof the element.

Air cleaners may have replaceable elements, or may be completely disposable.

Tests to determine the service life of an air cleaner are usually performed in accordance withSAE J726-C.

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4.2.1.1 Medium-duty Use Air Cleaner

A medium-duty air cleaner is typically a two stage cyclonic/paper element cleaner. These cleanershave a cyclonic first stage that removes about 80-85% of the dust from the air before it passesthrough the paper element. Optional safety elements for increased reliability are available andmay be included in these air cleaners. See Figure 4-5.

1. Body Assembly 6. Primary Element

2. Vacuator Valve 7. Safety Element

3. Cup Assembly 8. Nut Assembly (Wing Nut and Washer Gasket)

4. Clamp Assembly 9. Restriction Indicator Fitting Cap

5. Baffle Assembly 10. O-ring

Figure 4-5 Medium-duty Air Cleaner

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4.2.1.2 Heavy-duty Use Air CleanerA heavy-duty air cleaner is typically a two stage cyclonic/paper element cleaner. See Figure 4-6.These cleaners incorporate a highly efficient cyclonic pre-cleaner arrangement that removes94-98% of the dust from the air before it passes through the paper element. Some types of heavyduty air cleaners do not include a mechanical precleaner but employ an oversized filter element toaccomplish the same dust removal with similar service intervals. Optional safety elements forincreased reliability are available and may be included in these air cleaners.

1. Dust Cup 8. Safety Element

2. Cup Clamp 9. Safety Signal

3. Body or Cup O-ring 10. Primary Element

4. Lower Body Assembly 11. Gasket

5. Body Clamp 12. Access Cover

6. O-ring 13. Wing Nut

7. Upper Body Assembly

Figure 4-6 Heavy-duty Air Cleaner

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4.2.1.3 Extra Heavy-duty Use

Extra heavy-duty air cleaners have large paper filters coupled with high efficiency mechanicalprecleaners. The dust from the precleaner section may be continually removed by the use of anexhaust aspirator, positive pressure bleed, or may have dust cups that open because of the weightof the dust when the engine stops. Optional safety elements for increased reliability are availableand may be included in these air cleaners. See Figure 4-7.

1. Bleed Tube 5. Housing

2. Positive Pressure Plumbing Kit 6. Outlet Nozzle

3. Positive Pressure Self-cleaning Precleaner 7. Mounting Flange

4. Pamic Element

Figure 4-7 Extra Heavy-duty Air Cleaner

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4.2.1.4 Foam Type Air Cleaners

Foam type air cleaner elements, available in the aftermarket, may produce gummy or varnish-likedeposits which may affect engine operation.

NOTICE:

Detroit Diesel is aware of attempts to use air cleaner elementsmade of foam or fabric batting material soaked with a stickysubstance to improve dirt-holding capability. This substance maytransfer from the filter media and coat the inside surfaces of airducts and engine air inlet systems, and turbochargers. The resultmay be reduced engine performance and a change in engineoperating conditions.

Detroit Diesel does not recommend the use of foam type air cleaners.

4.2.1.5 Oil Bath Air Cleaners

Use of an oil bath air cleaner is not recommended. Oil bath type air cleaners generally do nothave enough gradability for mobile, nonroad applications.

NOTICE:

Air cleaner performance may be adversely affected by temperatureextremes. Oil pullover from improper usage or extreme vehicle tiltmay cause engine runaway and damage. The oil mist created bythe filter may adversely effect turbocharger life and performance.

Oil bath air cleaners generally have lower efficiencies and greater restriction to airflow thandry type air cleaners.

DDC recognizes that oil bath air cleaners may be necessary in locations where dry type aircleaners are not readily available. Therefore, oil bath type air cleaners are acceptable when usedaccording to the air cleaner manufacturer's guidelines and DDC air system requirements.

Consult Detroit Diesel Application Engineering if a wet-type air cleaner is needed.

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4.2.1.6 Auxiliary Precleaners

Auxiliary precleaners are devices that separate contaminants from the incoming air and expelthem through a discharge port prior to entering the air cleaner inlet. Precleaners remove most ofthe airborne dirt from incoming air which extends the service life of the filter element. Precleanersforce the incoming air to rotate within the precleaner creating a centrifugal force and depositingthe dirt into a bin or cup for removal while servicing. See Figure 4-8.

Figure 4-8 Precleaner Centrifugal Action

Precleaners may be used with the MBE 900 engines as long as the air inlet restriction requirementsare met. The use of a precleaner may necessitate the use of a larger air cleaner.

4.2.1.7 Inlet Screens

An inlet screen may be used with an air cleaner when larger airborne material is encountered inan operating environment. An inlet screen will prevent this material from blocking air passagethrough the air cleaner elements. The inlet screen should be inspected frequently and cleaned asnecessary.

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4.2.1.8 Rain Caps and Inlet Hoods

The entrance to the air cleaner must be designed to ensure that no water or snow can enter the aircleaner. Rain caps or inlet hoods are used for this purpose (see Figure 4-9).

Figure 4-9 Rain Cap and Inlet Hood

4.2.1.9 Water Drains

NOTICE:

Excessive water injection may cause severe engine damage orcomplete failure.

Water ingestion is possible with most intake systems, either by unexpected operating conditionsor failures in the intake parts. A water drain should be positioned at the lowest point in thesystem. A water collection trap may be necessary to overcome engine vacuum. Drains may alsobe needed on the bottom of the air cleaner.

4.2.1.10 Inlet Silencers

Appreciable reductions in noise levels can sometimes be achieved with the use of inlet silencers.

The installer should consult the supplier for specific recommendations. Care should be taken toensure that the intake restriction is not raised above the allowable limit for clean air cleaners.

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4.2.1.11 Air Cleaner Selection

Choose an appropriate air cleaner as follows:

1. Determine the maximum engine air flow requirement and the clean and dirty restrictionlimitations from the engine performance curve.

2. Determine the general application category.

3. Determine the air cleaner classification.

4. Select the appropriate cleaner from the manufacturer's recommendations.

4.2.2 RESTRICTION INDICATOR

Air inlet restriction is an important parameter of the air inlet system. High inlet restriction maycause insufficient air for combustion. Factors resulting in a high inlet restriction include:

□ Small intake pipe diameter

□ Excessive number of sharp bends in system

□ Long pipe between the air cleaner and turbocharger compressor inlet

□ High air cleaner resistance

Air inlet restriction that is too high may result in:

□ Reduced power

□ Poor fuel economy

□ High combustion temperature

□ Over-heating

□ Reduced engine life

An air inlet restriction indicator must be fitted on the air intake system.

The operating setting of the indicator should correspond to the maximum permissible inletrestriction, 5.5 kPa (22 in. H

2O) maximum for systems with dirty filters, provided that it is

connected to a tapping point close to the turbocharger inlet.

Altitude affects air inlet restriction The Altitude Performance Curve on page 4-10 illustrates theeffects of altitude on the percentage of inlet restriction (see Figure 4-10). An example of thereduction of allowable restriction at different altitudes is listed in Table 4-3.

Allowable Restriction

Clean System Dirty System

25°C (77°F) 2.5 kPa (10 in. H2O) 5.5 kPa (22 in. H2O) At sea level

Table 4-3 Air Inlet Restriction

The reason for this reduction in allowable restriction is the lower air density at altitude.

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Figure 4-10 Altitude vs. Inlet Restriction

Install the restriction indicator as close to the turbocharger compressor inlet as practical, but nocloser than 12.7 mm (5 in.).

Compensate for the added restriction incurred from piping between the cleaner and theturbocharger inlet when the restriction indicator fits to the air cleaner tapping of a remote-mountedcleaner.

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4.2.3 PIPEWORK

Give careful attention to the pipework and associated fittings used in the inlet system in order tominimize restriction and maintain reliable sealing.

Keep piping lengths short to minimize the number of bends and restriction incurred in the system.Use smooth bend elbows with a bend radius to tube diameter (R/D) ratio of at least 2.0 andpreferably 4.0.

Keep air ducts away from heat sources such as exhaust manifolds, etc. Use appropriate insulationor shielding to minimize radiated heat from these sources to the inlet system.

4.2.3.1 Pipework Material Specifications

Aluminum or aluminized steel seamless tubing should be used. The tube ends require a 0.09 in.(2.3 mm) minimum bead to retain hose and clamp connections.

Fiberglass piping between the air cleaner and the turbocharger compressor inlet is also acceptable.

DDC recommends that mitered elbows should have multiple sections for a smooth transition.

4.2.3.2 Diffusers

Make any necessary cross-sectional changes in the piping diameter gradually rather than usingsudden expansions or contractions.

Figure 4-11 Diffuser Configurations

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4.2.4 HOSE CONNECTIONS

Use the following for hose connections:

□ Plain (non reinforced) hose sections to connect items of rigid pipework which are in lineand close together, or have little relative motion.

□ A short section of reinforced hose between the ductwork sections where significant relativemotion or misalignment occurs. High quality “Hump" hose is capable of meeting theserequirements.

□ Spring loaded clamps to provide positive clamping and to prevent piping separation.

DDC does not approve the use of plain bore hoses with internal coil spring insertions.

Plain hoses used in the inlet system must be of adequate specification to withstand serviceconditions. The basic requirements are listed in Table 4-4.

Service Conditions Basic Requirements

Hose Material Synthetic Rubber

Oil ResistanceResistant to fuel oil and lubricating oil on bothinternal and external surfaces

Maximum Working Temperatures 105°C (220°F)

Working PressureUp to 12.5 kPa (50 in. H2O) depression(negative pressure)

Table 4-4 Hose Specifications for the Inlet Side of the Turbocharger

4.3 DESIGN GUIDELINES

The installed inlet system must be designed to supply clean, dry, cool air to the engine withminimum restriction. The system must also provide reliable sealing, durability, and requireminimal maintenance.

NOTICE:

Never allow the turbocharger to support any weight of the airintake system.

The main design criteria for the air intake system includes:

□ Maximum air inlet flow

□ Air intake restriction

□ Inlet location

□ Temperature rise from ambient to turbo inlet

Refer to section 14, “Technical Data,” for limits on each of these criteria for your specific engine.Contact Detroit Diesel Application Engineering for the latest information on specific engines.

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4.3.1 MAXIMUM AIR INLET FLOW

The first step in the design of the air inlet system is to determine the maximum air flowrequirement for the engine. This information for the MBE 900 engines is listed in the “TechnicalData” section of this manual (refer to section 14).

4.3.2 AIR INLET SYSTEM RESTRICTION

Recommended pipe sizes may be used for the initial sizing of the air inlet system. Increase the pipesize or modify the piping configuration if the air intake restriction exceeds the maximum limit.

An air inlet restriction indicator must be installed on the air intake system.

The restriction of the air inlet system is equal to the sum of the individual restrictions in thesystem. These include rain caps, inlet hoods, air cleaners, and piping. See Figure 4-12.

Figure 4-12 Air Inlet System Calculation

4.3.3 INLET LOCATION

Position the air cleaner inlet so that air is drawn from an area clear of water splash with the lowestpossible dust concentration; an area that minimizes:

□ The temperature rise from ambient to turbo inlet

□ The possibility of exhaust fumes and crankcase emissions being drawn into the inlet system

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4.3.4 CHARGE AIR COOLER

Sufficient charge air cooling capability is required for optimum engine performance. Exceedingthe system limits may adversely affect the fuel economy, power, emissions, and durability.

The CAC is normally mounted ahead of the cooling system radiator (see Figure 4-13).

1. Charge Air Cooler 4. Coupling Hose Clamp

2. Charge Air Cooler Inlet Duct 5. Flexible Coupling

3. Charge Air Cooler Outlet Duct 6. Turbocharger

Figure 4-13 Typical Radiator-mounted Charge Air Cooling System

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The air-to-air charge cooling (A/ACC) system should be designed for the highest horsepowerengine offered in the application.

The same system can be used for derated versions of the engine, which offers the followingadvantages:

□ Reduce the number of components in the manufacturing and part systems

□ Lower power engines may achieve even greater fuel economy from the additional reductionin engine intake air temperature and restriction

□ Extended engine life

The following guidelines will assist in the design and selection of the various components thatmake up the A/ACC system. It is critical that these components offer maximum air temperaturereduction with minimal loss of air flow. The integrity of the components must provide for longlife in its operating environment.

The pipework and hose connection requirements for the A/ACC system are similar to those forthe air inlet system in general. Seamless, aluminum or aluminized steel should be used. The tubeends require a 0.09 in. (2.3 mm) minimum bead to retain hose and clamp connections.

Air system operating parameters such as heat rejection, engine air flow, air pressure, maximumpressure drop, minimum temperature loss, and turbocharger compressor discharge temperatureare found in the “Technical Data” section of this manual (refer to section 14).

Charge air cooler considerations include size, cooling air flow restriction, material specifications,header tanks, location, and fan systems.

4.3.4.1 Restriction and Temperature Requirements

Make special consideration for the air flow restriction which exists between the turbochargercompressor outlet and intake manifold inlet for engines requiring a charge air cooler. Themaximum allowable pressure drop, including charge air cooler and piping, is 4.0 in. Hg (13.5 kPa)at full load and rated speed.

Core selection and location must meet charge air system temperature and pressure drop limits,and must be compatible for good coolant radiator performance. Charge air coolers have a coolingair flow restriction typically between 0.75 and 1.5 in. H

2O (0.19 and 0.37 kPa).

The charge air cooler system restriction requirements have been successfully achieved using 3.0in. diameter piping with smooth radius bends.

The maximum temperature differential between ambient air and intake manifold is available inthe “Technical Data” section of this manual (refer to section 14).

4.3.4.2 Cleanliness

All new air charge cooling system components must be thoroughly clean and free of any castingslag, core sand, welding slag, etc. that may break free during operation. These foreign particlescan cause serious engine damage.

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4.3.4.3 Leakage

Leaks in the air-to-air cooling system can cause a loss in power, excessive smoke and highexhaust temperature due to a loss in boost pressure. Large leaks can possibly be found visually,while small heat exchanger leaks will have to be found using a pressure loss leak test.

Before performing any maintenance to the charge air coolersystem, safety precautions must be taken to prevent personalinjury. Safety glasses and other protection are required.

Check for leaks as follows:

1. Disconnect the charge air cooler.

2. Plug the inlet and outlet.

3. Measure pressure loss using an adaptor plug on the inlet.

The charge air cooler is considered acceptable if it can hold 25 psi (172 kPa) pressure with lessthan a 5 psi (34.5 kPa) loss in 15 seconds after turning off the hand valve.

4.3.4.4 Size

The size of the heat exchanger depends on performance requirements, cooling air flow available,and usable frontal area. Using the largest possible frontal area usually results in the most efficientcore with the least amount of system pressure drop. Consult your supplier to determine theproper heat exchanger for your application.

4.3.4.5 Cooling Air Flow Restriction

Core selection and location must meet charge air system temperature and pressure drop limits,and must be compatible for good coolant radiator performance. Charge air coolers have a coolingair flow restriction typically between 0.75 and 1.5 in. H

2O (.19 and .37 kPa).

4.3.4.6 Material

Most charge air coolers are made of aluminum alloys because of their light weight, costadvantages and good heat transfer characteristics. Other materials may be used with approvalfrom DDC Applications Engineering.

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4.3.4.7 Header Tanks

Header tanks should be designed for minimum pressure loss, uniform airflow distribution acrossthe core, and be strong enough to take pressure associated with turbocycling. Rounded corners andsmooth interior surfaces provide a smooth transition of the air flow resulting in minimum pressureloss. The inlet and outlet diameters of the header tanks should be the same as the pipework to andfrom the engine. A 3.0 in. (76.2 mm) minimum diameter is required for the MBE 900 engines.The tube ends require a 0.09 in. (2.3 mm) minimum bead to retain hose and clamp connections.

4.3.4.8 Location

To have the coolest possible air, the cooler is typically mounted (upstream of air flow) oralong side the engine coolant radiator. Other locations are acceptable as long as performancerequirements are met. The cooler should be located as close to the engine as practical to minimizepipe length and pressure losses.

Leave access space between the cores when stacked in front of one another so debris may beremoved.

4.3.4.9 Fan Systems

The fan systems must provide sufficient air flow to cool both the air-to-air heat exchanger as wellas the engine coolant radiator under all operating conditions.

A controlled fan drive system must be able to maintain a required air and water temperature.Electronically controlled fan system are PWM and drive clutch controlled.

A fan drive clutch with controls that sense engine coolant out and intake manifold temperatures issuitable for installations. Viscous and modulating fan drives which sense down stream radiatorair out temperatures are also acceptable. Some installations may require pusher fans. fixedfan drives may also be acceptable.

4.3.4.10 Shutters

Shutters are not required under most operating conditions with a properly designed coolingsystem. Improperly installed or maintained devices may lead to reduced engine life, loss ofpower, and poor fuel economy.

NOTE:It is imperative that all warning and shutdown monitoring devices be properly locatedand always in good operating condition.

Shutters must always be mounted downstream of the air-to-air heat exchanger and should openapproximately 5°F (2.8°C) before the thermostat start to open temperature. The shutter controlshould sense engine water out (before thermostat) temperature and the probe be fully submergedin coolant flow.

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AIR INLET SYSTEM

4.3.4.11 Winterfronts

Winterfronts are not required under most operating conditions with a properly designed coolingsystem. Some operators reduce the airflow through the radiator during cold weather operationto increase engine operating temperature. Consider on/off fans and shutters if long term idlingduring severe cold weather is necessary.

Improperly used winterfronts may cause excessive temperatures of coolant, oil, and charge air.This condition can lead to reduced engine life, loss of power, and poor fuel economy. Winterfrontsmay also put abnormal stress on the fan and fan drive components.

Never totally close or apply the winterfront directly to the radiator core. At least 25% of the areain the center of the grill should remain open at all times. All monitoring, warning, and shutdowndevices should be properly located and in good working condition.

4.4 TESTING REQUIREMENTS

A thorough evaluation of the air inlet system will include:

□ Complete descriptions and documentation of the system in the EPQ form

□ Adequate instrumentation

□ Proper test preparation

□ Accurate tests

□ Data analysis and documentation

□ Diagnostics (troubleshooting) and corrective action (if necessary)

These tests must be run on all new installations, engine repowers, or whenever modifications havebeen made to the engine, air inlet system, engine load, duty cycle, or environmental operatingconditions. The Detroit Diesel End Product Questionnaire (EPQ) form must be completed.

4.4.1 INSTRUMENTATION

This section describes the instruments and methods needed to measure the temperatures andpressures of air inlet systems.

4.4.1.1 Temperature Measurement

Use a precision thermocouple and an appropriate read-out device to measure temperatures.

Thermocouples should be located downstream of the pressure taps.

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MBE 900 APPLICATION AND INSTALLATION

4.4.1.2 Pressure Measurement

Use a precision gauge or a water manometer capable of reading 5.5 kPa (22 in. H2O). Combine

four static pressure taps (see Figure 4-14) to make a piezometer ring to measure static pressure instraight pipe sections.

Figure 4-14 Static Pressure Tap

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AIR INLET SYSTEM

To avoid injury from arc welding, gas welding, or cutting, wearrequired safety equipment such as an arc welder’s face plateor gas welder’s goggles, welding gloves, protective apron,long sleeve shirt, head protection, and safety shoes. Alwaysperform welding or cutting operations in a well-ventilatedarea. The gas in oxygen/acetylene cylinders used in gaswelding and cutting is under high pressure. If a cylindershould fall due to careless handling, the gage end couldstrike an obstruction and fracture, resulting in a gas leakleading to fire or an explosion. If a cylinder should fallresulting in the gage end breaking off, the sudden releaseof cylinder pressure will turn the cylinder into a dangerousprojectile.Observe the following precautions when usingoxygen/acetylene gas cylinders:

□ Always wear required safety shoes.

□ Do not handle tanks in a careless manner or with greasygloves or slippery hands.

□ Use a chain, bracket, or other restraining device at alltimes to prevent gas cylinders from falling.

□ Do not place gas cylinders on their sides, but standthem upright when in use.

□ Do not drop, drag, roll, or strike a cylinder forcefully.

□ Always close valves completely when finished weldingor cutting.

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The piezometer ring (see Figure 4-15) should be placed within 12.7 mm (5 in.) of the desiredmeasurement location.

Figure 4-15 Piezometer Ring

The instrumentation should be placed perpendicular to the plane of the bend where measurementon a bend is unavoidable.

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AIR INLET SYSTEM

4.4.1.3 Location

Location of temperature and pressure measurements needed to evaluate the air inlet system withair-to-air charge cooling is shown in Figure 4-16.

Figure 4-16 Typical Instrumentation Location

4.4.2 INLET SYSTEM RESTRICTION

The maximum permitted inlet restriction for a system with a clean air cleaner is 10 in. H2O

(2.5 kPa).

The maximum permitted inlet restriction for a system with a dirty air cleaner is 22 in. H2O

(5.5 kPa).

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4.4.3 MAXIMUM TEMPERATURE RISE–AMBIENT TO TURBOCHARGERINLET

The temperature differential between the ambient temperature and the temperature at theturbocharger inlet (T

1) needs to be determined.

The maximum temperature differential for the MBE 900 engine can be found in the “TechnicalData” section of this manual (refer to section 14).

4.4.4 AIR-TO-AIR SYSTEM EVALUATION TESTS

The air-to-air charge cooler system must be tested to verify that engine air intake temperaturesand pressure drop limits can be met as shown in the “Technical Data” section of this manual(refer to section 14). This evaluation can be done simultaneously with the engine cooling indextest.

4.4.4.1 Maximum Temperature Rise–Ambient to Intake Manifold

The maximum temperature differential between the ambient temperature and the temperature atthe intake manifold needs to be determined.

See Figure 4-16 for temperature location, the location description is listed in Table 4-5.

Symbol Measurement Location Description

T1 Air inlet temperature Within 5 in. of the turbocharger

T2Compressor dischargetemperature

Within 5 in. of the compressor outlet

T3 Intake manifold temperature Within 5 in. of the inlet connection

T4 - T8Charge air cooler core air inlettemperature

5 points in front of the core, one in the center andone at each corner for determining recirculation

Table 4-5 Thermocouples

These temperature restrictions for the MBE 900 engine is listed in the “Technical Data” sectionof this manual (refer to section 14).

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4.4.4.2 Charge Air Cooler System Restriction

The maximum pressure differential of the charge air cooler system results from the charge aircooler and all of the piping and connections between the turbocharger compressor outlet andthe intake manifold.

See Figure 4-16 for the pressure tap locations, a location description is listed in Table 4-6.

Symbol Measurement Location Description

P1 Air inlet restrictionWithin 5 in. of the turbocharger, in a straight sectionafter the last bend

P2 Compressor discharge pressureWithin 5 in. of the turbocharger, in a straight sectionbefore the first bend

P3 Intake manifold pressureWithin 5 in. of the inlet connection in a straightsection after the last bend (or in the manifold itself)

Table 4-6 Pressure Taps

Connect a precision gauge between pressure taps P1and P

2to determine pressure drop of the

system. Two precision gauges may be used as desired.

The maximum pressure drop for the MBE 900 engine is listed in the “Technical Data” sectionof this manual (refer to section 14).

4.5 TEST

Thorough preparations prior to testing will ensure accurate results.

□ Confirm all instrumentation and equipment is in good working condition and calibrated.

□ Tests should be run on a finalized package installed in unit or vehicle representative ofthe final package to be released.

□ Shutters must be fully opened and fan drive mechanisms in the fully engaged position.

All CAC system tests should be performed with the engine operating at maximum rated speedand wide open throttle (full fuel).

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Highway vehicles use 25 miles/hr ram air. Other mobile applications require no ram air. Inrear engine applications, no ram air should be applied. Typically industrial and stationaryapplication require no ram air. Any questions regarding ram air should be directed to DetroitDiesel Application Engineering. Sample data sheets for the air inlet and charge air system testsare given below (see Figure 4-17).

Figure 4-17 Air Inlet Data Sheet for Air-to-Air Charge Cooled Engine

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5 EXHAUST SYSTEM

Section Page

5.1 EXHAUST SYSTEM DESCRIPTION ...................................................... 5- 2

5.2 INSTALLATION REQUIREMENTS ......................................................... 5- 4

5.3 DESIGN REQUIREMENTS .................................................................... 5- 7

5.4 TESTING REQUIREMENTS ................................................................... 5- 8

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5.1 EXHAUST SYSTEM DESCRIPTION

The purpose of the exhaust system is to direct the exhaust gases to an appropriate dischargelocation and to reduce the engine noise to a satisfactory level.

The exhaust system consists of:

□ Exhaust valves

□ Exhaust manifold

□ Turbocharger

□ Exhaust piping

□ Muffler

Exhaust gases exit the cylinders through exhaust ports and the exhaust manifold. These exhaustgases expand through the exhaust turbine and drive the turbocharger compressor impeller.The gases are then released through the exhaust pipes and the muffler to the atmosphere. SeeFigure 5-1.

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Figure 5-1 Exhaust System Schematic

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5.1.1 TURBOCHARGER

The MBE 900 engines use a wastegated turbocharger (see Figure 5-2).

Figure 5-2 Wastegated Turbocharger Assembly

Oil for lubricating the turbocharger is supplied under pressure through an external oil line to thetop of the center housing.

5.2 INSTALLATION REQUIREMENTS

The exhaust system design must keep the resistance to gas flow (back pressure) of the exhaustsystem as low as possible and within the limits specified for the engine.

The system should minimize radiated noise.

Adequate clearance must be provided for the complete exhaust system. The exhaust must not passtoo close to the filters, fuel lines, fuel injection pump, starter, alternators, etc.

The minimum required exhaust pipe inner diameter (I.D.) for a MBE 900 engine is listed in the“Technical Data” section of this manual (refer to section 14).

These sizes may be used for the initial sizing of the exhaust system. Increase the pipe size ormodify the piping configuration if the calculated back pressure exceeds the maximum limit.

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5.2.1 BACK PRESSURE

The exhaust system will produce a certain back pressure for the exhaust gases. The design of theexhaust system should keep the back pressure as low as possible. Maximum allowable exhaustback pressure at full load and rated speed is listed in the “Technical Data” section of this manual(refer to section 14).

One or more of the following factors usually causes excessive back pressure:

□ Small exhaust pipe diameter

□ Excessive number of sharp bends in the system

□ Long exhaust pipe between the manifold and muffler

□ High muffler resistance

Back pressure that is too high may result in:

□ Reduced power

□ Poor fuel economy

□ High combustion temperature

□ Over-heating

□ Excessive smoke

□ Reduced engine life

The total back pressure must not exceed the maximum allowable value listed in the “TechnicalData” section of this manual (refer to section 14.

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5.2.2 NOISE

The exhaust system is one of the principal noise sources on many types of applications.

The noise arises from the intermittent release of high pressure exhaust gas from the enginecylinders, causing pulsations in the exhaust pipe. These pulsations lead not only to dischargenoise at the outlet, but also to noise radiation from the exhaust pipe and muffler shell surfaces. Aproperly matched muffler can achieve efficient attenuation with minimum exhaust restriction.Double wall piping helps to reduce radiant noise.

5.2.3 FLEXIBLE FITTINGS

A flexible exhaust fitting or joint should separate the engine and exhaust system. Prematurefailure of the turbocharger, manifold, piping, muffler, or joints caused by engine vibrations maybe prevented by using flexible joints or fittings. The flexible joint allows for thermal expansionand facilitates alignment of the engine with the exhaust system piping. Exhaust pipe joints andconnections should obviously be free from leaks.

NOTICE:

Never allow the engine manifold or turbocharger to support theweight of the exhaust system.

The turbine outlet uses a clamp, see the installation drawing for details (refer to section 15).

5.2.4 MATERIAL SPECIFICATIONS FOR PIPEWORK

The minimum required exhaust pipe diameter for the MBE 900 engines is listed in the “TechnicalData” section of this manual (refer to section 14).

Pipework should be low carbon steel.

The exhaust piping support must be secure, but still allow for thermal expansion and contraction.Mounting points should be on structurally sound members, such as the vehicle frame.

5.2.5 MANIFOLDING OF ENGINES INTO A COMMON EXHAUST SYSTEM

DDC typically does not recommend of more than one engine sharing an exhaust system. If this isrequired, consult your DDC Application Engineer.

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MBE 900 APPLICATION AND INSTALLATION

5.3 DESIGN REQUIREMENTS

The exhaust systems for MBE 900 powered equipment must function under a variety ofenvironmental conditions. Exposure to rain and snow and subjection to both thermal andmechanical stresses are inherent to vehicle or equipment operation.

Stationary engines which operate inside a building must have an exhaust system which willremove the exhaust gases to a safe area and will keep both noise and temperature at acceptablelevels.

5.3.1 OUTLET LOCATION

Select the direction and location of the tailpipe exit to prevent the following:

□ Recirculation of exhaust into the air inlet system

□ Recirculation of exhaust through the radiator

□ Obstruction of the operator's line of sight

□ Excessive noise emissions

Vertical outlets on outdoor units must have some means of preventing water entry when notoperating, such as a rain cap.

5.3.2 DRAINAGE

The exhaust pipe can accumulate a considerable amount of condensed moisture, especially whenthe pipe is long. A condensate trap and drain may be needed at the lowest point in the systemto avoid internal corrosion.

Use one of the following to prevent entry of rain and snow with vertical exhaust systems:

□ Fit a flap to the end of the exhaust tailpipe (this is not always acceptable due to clatter atlow engine speeds)

□ Turn the tailpipe end through 90° to give a horizontal outlet

A small drain hole may be incorporated in the lowest part of the exhaust system if the manifoldhas a downward exit and a curved pipe redirects the exhaust vertically upwards. Do not use adrain hole on applications with a blower fan, due to possible contamination of the radiator corefrom the slight exhaust leak.

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EXHAUST SYSTEM

5.3.3 MUFFLER LOCATION

Locate the muffler close to the engine results for best overall noise reduction.

5.3.4 SYSTEM INSULATION

Exposed exhaust system parts should not be near wood or other flammable material. Exhausttemperatures may exceed 700°C (1292°F).

To avoid burn injury, an exhaust system inside a buildingshould be covered with screen or insulation.

Insulating the system will reduce the heat radiation and the noise level caused by the exhaustsystem. For use of insulating material such as exhaust blankets on the turbocharger and exhaustmanifold, consult with Detroit Diesel Application Engineering.

5.4 TESTING REQUIREMENTS

A thorough evaluation of the exhaust system will include:

□ Complete descriptions and documentation of the system in the EPQ form

□ Adequate instrumentation

□ Proper test preparation

□ Accurate tests

□ Data analysis and documentation

□ Diagnostics (troubleshooting) and corrective action (if necessary)

These tests must be run on all new installations, engine repowers, or whenever modificationshave been made to the engines exhaust system.

The appropriate section of the EPQ form must be completed.

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5.4.1 MEASUREMENT OF EXHAUST BACK PRESSURE

Use a magnellic gauge or equivalent that measures in.Hg to record the exhaust back pressure.

Use a piezometer ring to measure static pressure within 127 mm (5 in.) of the turbochargerdischarge (see Figure 5-3and Figure 5-4).

Figure 5-3 Piezometer Ring

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To avoid injury from arc welding, gas welding, or cutting, wearrequired safety equipment such as an arc welder’s face plateor gas welder’s goggles, welding gloves, protective apron,long sleeve shirt, head protection, and safety shoes. Alwaysperform welding or cutting operations in a well-ventilatedarea. The gas in oxygen/acetylene cylinders used in gaswelding and cutting is under high pressure. If a cylindershould fall due to careless handling, the gage end couldstrike an obstruction and fracture, resulting in a gas leakleading to fire or an explosion. If a cylinder should fallresulting in the gage end breaking off, the sudden releaseof cylinder pressure will turn the cylinder into a dangerousprojectile.Observe the following precautions when usingoxygen/acetylene gas cylinders:

□ Always wear required safety shoes.

□ Do not handle tanks in a careless manner or with greasygloves or slippery hands.

□ Use a chain, bracket, or other restraining device at alltimes to prevent gas cylinders from falling.

□ Do not place gas cylinders on their sides, but standthem upright when in use.

□ Do not drop, drag, roll, or strike a cylinder forcefully.

□ Always close valves completely when finished weldingor cutting.

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Figure 5-4 Static Pressure Tap

The instrumentation should be placed perpendicular to the plane of the bend where measurementon a bend is unavoidable.

5.4.2 MEASUREMENT OF EXHAUST TEMPERATURE

Use a precision thermocouple and an appropriate read-out device to measure temperatures.

Thermocouples should be located downstream of the pressure taps.

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MBE 900 APPLICATION AND INSTALLATION

6 EXHAUST GAS RECIRCULATION

Section Page

6.1 SYSTEM DESCRIPTION ........................................................................ 6- 3

6.2 EGR COOLER ........................................................................................ 6- 5

6.3 EGR VALVE ............................................................................................ 6- 5

6.4 REED VALVES ........................................................................................ 6- 6

6.5 EGR MIXER ............................................................................................ 6- 6

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6.1 SYSTEM DESCRIPTION

The purpose of the Exhaust Gas Recirculation (EGR) System is to reduce engine exhaust gasemissions in accordance with EPA regulations.

The EGR system consists of:

□ EGR Cooler (refer to section 6.2)

□ EGR Valve (refer to section 6.3)

□ Reed Valves (refer to section 6.4)

□ EGR Mixer (refer to section 6.5)

The MBE 900 engines for on-highway EPA 2004 regulation applications use a cooled EGRsystem. Exhaust gases from the front three cylinders on six cylinder engines (all four cylinders onfour cylinder engines) are routed from the exhaust manifold through the EGR cooler, past controland reed valves, and mixed with the intake manifold charge air. The addition of cooled exhaustgases back into the combustion airflow reduces the peak in cylinder combustion temperature.Less oxides of nitrogen (NOx) are produced at lower combustion temperatures.

The recycled exhaust gases are cooled before engine consumption in a tube and shell enginewater cooler. See Figure 6-1.

Figure 6-1 Airflow Diagram Through Engine With EGR System

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See Figure 6-2 for an illustration of the EGR system.

1. Turbocharger 5. Reed Valve

2. EGR Valve 6. Water Return

3. EGR Cooler 7. Water Supply

4. EGR/Charge Air Mixer

Figure 6-2 EGR System

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See Figure 6-3 for an illustration of the MBE 906 engine with an EGR system.

Figure 6-3 MBE 900 Six-Cylinder Engine with EGR

6.2 EGR COOLER

The EGR system is equipped with a two-pass cooler. Water is supplied to the lower cooler andexhaust gases from the exhaust manifold are routed through the lower cooler. After travelingthrough the lower cooler, the exhaust gases and water flow through the upper cooler. The coolingwater is returned to the engine thermostat housing, and the gases continue to the EGR mixer.

6.3 EGR VALVE

The EGR valve regulates the flow of exhaust gases through the EGR system. The MBE 900 EGRvalve is an electronically actuated rotary type. It is cooled by the engine coolant and is locatedat the mid-point of the two-pass EGR cooler.

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6.4 REED VALVES

Reed valves are only employed on the MBE 904/924/926. In order to drive exhaust gas to theengine, the pressure in the exhaust manifold must be higher than the charge air pressure. Thepressure of gases in the exhaust manifold changes over time, peaking when exhaust valves open.Exhaust gases pass through the reed valves during these pressure peaks. The reed valves permittransport of exhaust gases only during the time when the exhaust gases pressure is greater than thecharge air pressure (see Figure 6-4).

Figure 6-4 Exhaust Inlet with Reed Valves

6.5 EGR MIXER

Once the exhaust gases are cooled and have completed their cycle through the EGR system,they are released into the EGR mixer, where the recycled exhaust gases are combined with thecharged air and directed to the cylinders.

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7 COOLING SYSTEM

Section Page

7.1 COOLING SYSTEM DESCRIPTION ...................................................... 7- 3

7.2 JACKET WATER COOLING SYSTEM ................................................... 7- 3

7.3 THERMOSTAT ........................................................................................ 7- 7

7.4 WATER PUMP ........................................................................................ 7- 8

7.5 TYPES OF COOLING SYSTEMS ........................................................... 7- 8

7.6 AIR-TO-AIR CHARGE COOLING ........................................................... 7-11

7.7 COOLING SYSTEM PERFORMANCE REQUIREMENTS ..................... 7-13

7.8 CHARGE AIR COOLING REQUIREMENTS .......................................... 7-16

7.9 END PRODUCT QUESTIONNAIRE ....................................................... 7-17

7.10 COOLING SYSTEM DESIGN CONSIDERATIONS ................................ 7-17

7.11 CHARGE AIR COOLING DESIGN GUIDELINES ................................... 7-24

7.12 HEAT EXCHANGER SELECTION .......................................................... 7-26

7.13 FAN SYSTEM RECOMMENDATIONS AND FAN SELECTION ............. 7-27

7.14 RADIATOR COMPONENT DESIGN ....................................................... 7-34

7.15 DIAGNOSTICS AND TROUBLESHOOTING .......................................... 7-53

7.16 MAINTENANCE ...................................................................................... 7-57

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7.1 COOLING SYSTEM DESCRIPTION

The MBE 900 cooling system is comprised of two separate systems; the jacket water coolingsystem and the Charge Air Cooling (CAC) system. Although these systems are separate, theyusually share the same space which makes each system's performance dependent upon the other.

A well designed cooling system is a requirement for satisfactory engine performance andreliability. Thorough knowledge of the application, duty cycle, and environmental conditions isessential in designing and packaging the total cooling system. A properly designed system shouldstill be able to perform within specifications after normal system degradation occurs.

The jacket water cooling system consists of a heat-exchanger or radiator, centrifugal type waterpump, oil cooler, thermostats, and cooling fan. The water pump is used to pressurize and circulatethe engine coolant. The engine coolant is drawn from the lower portion of the radiator through thewater pump and is forced through the oil cooler and into the cylinder block. The heat generatedby the engine is transferred from the cylinder and oil to the coolant. The heat in the coolant isthen transferred to the air by the cooling fan when it enters the radiator.

One or two full blocking-type thermostats are used in the water outlet passage to control the flowof coolant, providing fast engine warm-up and regulating coolant temperature.

The CAC system consists of the air inlet piping, the turbocharger, the cooling fan and the intakemanifold. Ambient air is drawn in through the air cleaner and piping to the exhaust driventurbocharger. The turbo compresses the air which increases its temperature by about 300°F(150°C). The charge air is then cooled by the air from the cooling fan as it passes through theCAC to the intake manifold.

7.2 JACKET WATER COOLING SYSTEM

When the engine is at normal operating temperature, the coolant passes from the cylinder blockup through the cylinder head, through the thermostat housing and into the upper portion of theradiator. The coolant then passes through a series of tubes where the coolant temperature islowered by the air flow created by the fan.

Upon starting a cold engine or when the coolant is below operating temperature, the closedthermostats direct coolant flow from the thermostat housing through the bypass to the waterpump. Coolant is recirculated through the engine to aid engine warm-up. When the thermostatopening temperature is reached, coolant flow is divided between the radiator inlet and the bypass.When the thermostats are completely open, all of the coolant flow is to the radiator inlet.

The function of the engine coolant is to absorb the heat developed as a result of the combustionprocess in the cylinders and from component parts such as the valves and pistons which aresurrounded by water jackets. In addition, the heat absorbed by the oil is also removed by theengine coolant in the oil-to-water oil cooler.

The following illustrations show the coolant flow within the cooling system, when the thermostatsare closed (see Figure 7-1) and open (see Figure 7-2).

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Figure 7-1 Thermostats Closed

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Figure 7-2 Thermostats Open

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A pressurized cooling system permits higher temperature operation than a non-pressurizedsystem. It is essential that the cooling system is kept clean and leak-free, that the filler cap andpressure relief mechanisms are properly installed and operate correctly, and that the coolantlevel is properly maintained.

As the engine temperature increases, the coolant and air in the system starts to expand and buildpressure. The valve in the radiator pressure cap unseats and allows the trapped air to flow outthe overflow tube. See Figure 7-3.

Figure 7-3 Coolant Expansion

When the engine starts to cool down, the air and coolant contract, causing a void and creating avacuum in the system. The vacuum unseats another valve in the radiator pressure cap, allowingthe coolant to flow back into the radiator.

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7.3 THERMOSTAT

The temperature of the engine coolant is controlled by one or two blocking-type thermostatslocated in a housing on the front of the cylinder head. See Figure 7-4 for the 6-cylinder engine.

1. Coolant Pump 4. Coolant Hose Inlet

2. Thermostat (2) 5. Mounting Bolt (3)

3. O-ring 8. Drain Cock

Figure 7-4 Thermostat and Related Parts – 6-Cylinder OM 900 Engine

In addition to a rubber seal that is part of the thermostat, there is a lip-type seal for each thermostatthat is installed in a bore in the thermostat housing.

At coolant temperatures below the operating range the thermostat valves remain closed and blockthe flow of coolant from the engine to the radiator.

During this period, all of the coolant in the system is recirculated through the engine and isdirected back to the suction side of the water pump via an internal bypass tube. As the coolanttemperature rises above the start–to–open temperature, the thermostat valves begin to open,restricting the bypass system, and allowing a portion of the coolant to circulate through theradiator. When the coolant temperature reaches an approximate fully open temperature, thethermostat valves are fully open, the bypass system is blocked off, and the coolant is directedthrough the radiator. Thermostat closing and opening temperatures are listed in the “TechnicalData” section of this manual (refer to section 14).

Properly operating thermostats are essential for efficient operation of the engine.

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7.3.1 ENGINE VENTING

The thermostat housing on the front of the engine has a vent location. This is intended to be usedto release trapped air to the surge tank. This vent line should go to the top of the cooling systemsurge tank, above the water line. The vent line must include a restriction of 4.5 mm diameter.

7.4 WATER PUMP

The centrifugal-type water pump circulates the engine coolant through the coolant system.

The pump is mounted on the front of the engine block and is belt driven by the crankshaft pulley.Alternative water pump drive ratios are available.

7.5 TYPES OF COOLING SYSTEMS

Radiator cooling systems can be classified into two broad categories: rapid warm-up andconventional. Only rapid warm-up systems are acceptable on the MBE/OM 900.

7.5.1 RAPID WARM-UP COOLING SYSTEM

The rapid warm-up cooling system eliminates coolant flow through the radiator core duringclosed thermostat operation.

This reduces warm-up time and maintains coolant temperature near the thermostat start to openvalue. Having the deaeration tank (internal or remote) separated from the radiator core willaccomplish this. External vent and fill lines as well as internal standpipe(s) (radiator core air vent)are required in the deaeration tank. Proper size and location of these components are critical tohaving a balanced system. The fill line coolant return flow capabilities must exceed the flow intothe tank under all operating modes. Positive water pump inlet pressure must be maintained inall operating conditions. The rapid warm-up cooling system has also been called positemp,continuous deaeration, or improved deaeration.

Another advantage of this system is its ability to place a positive head on the water pump, thusreducing the possibility of cavitation (see Figure 7-5 and Figure 7-6).

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Figure 7-5 Rapid Warm-up Cooling System - Remote Tank, Cross Flow andDown Flow Radiators

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Figure 7-6 Rapid Warm-up with Integral Top Tank

7.5.2 CONVENTIONAL COOLING SYSTEM

The conventional cooling system is filled directly through the radiator core. It has low coolantflow through the core during closed thermostat operation from small air bleeds located in thethermostat or in the thermostat housing. This type of system may experience slow warm-up orinability to maintain minimum operating temperatures during cold ambient operations.

The conventional cooling system is filled directly through the radiator core. Detroit Diesel willnot approve a conventional cooling system for the MBE/OM 900.

7.5.3 AUXILIARY AIR-COOLED COOLER CORES

Heat exchangers in addition to jacket water and charge air cooler radiators are quite often part ofthe total cooling system. Heat exchangers such as air-to-oil, air-to-air, oil-to-air, or others areto be used and mounted either in front of the radiator or behind it. If auxiliary coolers are used,greater restriction of air flow and increased heat load must be considered.

NOTE:Provide access to the areas between the cores for cleaning purposes.

7.5.4 COOLANT HEATERS

Cold weather operation often requires the use of coolant heaters. Information on coolant heaterscan be obtained from DDC Application Engineering.

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7.6 AIR-TO-AIR CHARGE COOLING

An air-to-air charge air cooler is mounted ahead of or beside the engine coolant radiator(see Figure 7-7). The pressurized intake charge is routed from the discharge side of theturbocharger, through the CAC, and then to the intake manifold. This effectively reduces thetemperature of the compressed air leaving the turbocharger, permitting a denser charge of air tobe delivered to the engine. Cooling is accomplished by outside air directed past the cooling finsand core tubes of the CAC.

The intake air charge is routed to the cylinders by an intake manifold which directs the air toports in the cylinder head, through two intake valves per cylinder, and into the cylinder. At thebeginning of the compression stroke, each cylinder is filled with clean, fresh air which providesfor efficient combustion.

1. Charge Air Cooler 4. Coupling Hose Clamp

2. Charge Air Cooler Inlet Duct 5. Flexible Coupling

3. Charge Air Cooler Outlet Duct 6. Turbocharger

Figure 7-7 Typical Radiator-mounted Charge Air Cooling System

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7.6.1 CHARGE AIR COOLER

A CAC is normally mounted ahead of the cooling system radiator. The compressed air leavingthe turbocharger is directed through the charge air cooler before it goes to the air inlet side of theintake manifold. See Figure 7-8 that shows a typical arrangement with a CAC placed in frontof the radiator with a suction fan. With a blower fan, the CAC would be between the radiatorand the engine.

Figure 7-8 Typical Charge Air Cooler

The CAC is used to reduce the compressed air temperature leaving the turbocharger before itreaches the intake manifold. This permits a more dense charge of air to be delivered to the engine.

Cooling is accomplished by incoming air flowing past the tubes and fins of the intercooler. Thecompressed intake charge flowing inside the CAC core transfers the heat to the tubes and finswhere it is picked up by the incoming outside air. Powder coated, painted, untreated mild steelis unacceptable for piping.

Aluminum, aluminized steel, stainless steel or fiber reinforced plastic piping is used to transfer theair from the turbocharger outlet to the CAC, and from there to the intake manifold.

Flexible rubber couplings and hose clamps are used to secure the duct work to the turbocharger,the CAC inlet and outlet, and the intake manifold.

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7.7 COOLING SYSTEM PERFORMANCE REQUIREMENTS

Engine heat transferred to the coolant must be dissipated at a sufficient rate so engine coolanttemperature does not exceed established safe limits under all operating conditions. The typicalmaximum engine coolant temperature is 221°F (105°C) for on-highway engines and 207°F(95°C) for off-highway as listed in Table 7-1. Specific requirements are is listed in the “TechnicalData” section of this manual (refer to section 14).

Engine Maximum Engine Coolant Temperature

On-highway 105°C (221°F)

Off-highway 95°C (207°F)

Table 7-1 Maximum Engine Coolant Out Temperature

The maximum ambient temperature at which these requirements are met is referred to as ambientcapability. Operating with antifreeze, at high elevation, or other severe environmental conditionswill require increasing the cooling capability of the system so the maximum allowable enginecoolant temperature is not exceeded.

7.7.1 SYSTEM FILL

The cooling system must have sufficient venting (air bleeding) to permit filling at a minimumcontinuous rate of 8 L/min (2 gal/min) and on an interrupted basis using a 10 liter (2-3 gallon)bucket. Upon first indication of a full system, the amount of coolant needed to complete the fillmust not exceed the satisfactory drawdown amount. This is also a requirement for interruptedfill. Refer to section 7.7.5 for drawdown capacity information.

7.7.2 SYSTEM DRAIN

Sufficient drains, strategically located, must be provided so the cooling system can be drained to:

□ Prevent freeze problems during cold weather storage

□ Remove all contaminated coolant during system cleaning

□ Minimize refill problems due to trapped air or water pockets

7.7.3 DEAERATION

The cooling system must be capable of expelling all entrapped air within 10 minutes varyingengine speed between idle and rated speed after an initial fill with blocked open thermostats.The water pump must not become air bound.

NOTICE:

An air bound pump cannot adequately circulate coolant. This canlead to overheating and severe engine damage.

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7.7.4 SYSTEM COOLANT CAPACITY

Total cooling system coolant capacity must be known in order to determine the expansion anddeaeration volumes required in the top tank. See Figure 7-9.

Figure 7-9 Percent Increases in Volume for Water and Antifreeze Solution

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The total capacity must include the basic engine, radiator, heater circuit, plumbing, etc. Aminimum 6% expansion volume must be provided in the top tank along with a 2% deaerationvolume and sufficient reserve volume to meet drawdown capacity. This volume must be provided,with or without a coolant recovery system.

Basic engine coolant capacity is listed in the “Technical Data” section of this manual(refer to section 14).

7.7.5 DRAWDOWN CAPACITY

Drawdown capacity is the amount of coolant which can be removed from the system beforeaeration or flow loss occurs. The drawdown capacity for MBE 900 engines is 10% of the totalcooling capacity. System design must permit reasonable loss of coolant from the hot full levelbefore aeration of the coolant begins. Additional coolant capacity may be necessary if aerationbegins before this point. Perform drawdown tests at the maximum tilt angle.

7.7.6 CORE CONSTRUCTION

Tube and plate fin design is preferred because of lower restriction to both air and coolant flow.Tube and plate fin designs are easier to clean than louvered serpentine types and generally of morerugged construction making it more suitable to operate in the diesel engine environment.

7.7.7 WATER PUMP INLET PRESSURE/MAXIMUM STATIC HEAD

When the engine is operating at maximum engine speed, fill cap removed, and thermostat fullyopened, the water pump inlet pressure must not be lower than atmospheric pressure (suction)with a rapid warm-up cooling system

These requirements must be met to minimize water pump cavitation and corresponding loss incoolant flow. Keep restrictions to the water pump inlet such as radiator cores, heat exchanger,auxiliary coolers and the associated plumbing to a minimum.

The maximum static head allowed on MBE 900 engines is 21 psi. and the pressure relief valve orcap must be sized so the limit is not exceeded. Consider a non-pressurized vented cap systemfor radiators mounted 12 m (35 ft) and higher above the engine. This ensures that the limitis not exceeded.

7.7.8 COOLANT FLOW RATE/EXTERNAL PRESSURE DROP

The coolant flow rate through the engine and radiator must be within 90% of the rated flowlisted in the “Technical Data” section of this manual (refer to section 14). Ensure that the flowis maintained when coolant is shunted away from the engine or radiator to supply cab heaters,air compressors, auxiliary coolers, wet exhaust systems, etc.

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External pressure drop is defined as the sum of all components in the system. For example, aradiator with a 3 psi restriction plus a heat exchanger, with a 2 psi restriction mounted betweenthe water pump and oil cooler gives a total pressure drop of 5 psi. This is within the typicalMBE 900 engine maximum allowable value. The current data is listed in the “Technical Data”section of this manual (refer to section 14).

7.7.9 MINIMUM COOLANT TEMPERATURE

The overall design should ensure minimum coolant temperature 71°C (160°F) be maintainedunder all ambient operating conditions; operating conditions are listed in the “Technical Data”section of this manual (refer to section 14). A cold running engine can result in poor engineperformance, excessive white smoke, and reduced engine life.

7.7.10 SYSTEM PRESSURIZATION

MBE 900 engines require a minimum 15 psi pressure cap. The specific requirements are listedin the “Technical Data” section of this manual (refer to section 14). The pressure caps raise theboiling point of the coolant which minimizes coolant or flow rate loss due to localized boiling andwater pump cavitation. Higher rated pressure caps may be required for high altitude and severeambient operation. Cooling system components must be able to withstand increased pressure.

7.7.11 COOLANTS

A proper glycol (ethylene, propylene) or extended life organic acid, water, Supplemental CoolantAdditive (SCA) mixture meeting DDC requirements is required for year-round usage.

The coolant provides freeze and boil protection and reduces corrosion, sludge formation, andcavitation erosion. Antifreeze concentration should not exceed 67% for ethylene glycol (50% forpropylene glycol). Detroit Diesel requires SCAs be added to all cooling systems at initial fill andbe maintained at the proper concentration. Follow SCA manufacturers' recommendations. Referto Coolant Selections for Engine Cooling Systems (7SE298), available on the DDC extranet.

7.8 CHARGE AIR COOLING REQUIREMENTS

Sufficient cooling capability is required for optimum engine performance. Exceeding the systemtemperature and pressure design limits defined in this chapter can adversely affect fuel economy,power, emissions and durability.

7.8.1 COOLING CAPABILITY

The cooling capability of the air-to-air system must be sufficient to reduce the turbochargercompressor out air temperature to within 21°C (38°F) of ambient temperature on all MBEon-highway engines. The limit is 15°C (27°F) for off-highway engines. Air inlet manifoldtemperature requirements are listed in the “Technical Data” section of this manual (refer to section14).

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7.8.2 MAXIMUM PRESSURE LOSS

The maximum allowable total static pressure drop across the MBE 900 charge air system is13.5 kPa (4 in. Hg). This includes the restriction of the charge air cooler and all the plumbingand accessories (e.g. shutdown valve) from the turbocharger compressor to the engine air inletmanifold.

7.8.3 CLEANLINESS

All new charge air cooling system components must be thoroughly clean and free of any castingslag, core sand, welding slag, etc. or anything that may break free during operation. These foreignparticles can cause serious engine damage.

7.8.4 LEAKAGE

Leaks in the air-to-air cooling system can cause a loss in power, excessive smoke and highexhaust temperature due to a loss in boost pressure. Large leaks can possibly be found visually,while small heat exchanger leaks will have to be found using a pressure loss leak test.

The charge air cooler is considered acceptable if it can hold 25 psi (172 kPa) pressure with lessthan a 5 psi (34.5 kPa) loss in 15 seconds after turning off the hand valve.

7.9 END PRODUCT QUESTIONNAIRE

A Detroit Diesel End Product Questionnaire (EPQ) must be completed on new installations,engine repowers, and installation modifications. Copies of the Detroit Diesel long and short EPQforms can be found in the appendix of this manual. The short form may be used for ten or lessunits per year.

7.10 COOLING SYSTEM DESIGN CONSIDERATIONS

Many factors must be considered when designing the overall cooling system. The design processcan be broken down into two phases:

□ Consideration of heat rejection requirements

□ Consideration of specific component design

The following guidelines are presented as a systematic review of cooling system considerations inorder to meet minimum standards.

7.10.1 COOLING SYSTEM REQUIREMENTS

The first cooling system consideration is to establish what coolant and air temperature valuesmust be met for an application.

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7.10.1.1 Engine Operating Temperature

Engine coolant temperature, under normal operating conditions, will range from 6°C (10°F) belowto 8°C (15°F) above the start to open temperature of the thermostat. The temperature differentialbetween the engine coolant in and out is typically 6°C (10°F) at maximum engine speed and load.A temperature differential around 8°C (15°F) can be anticipated on those applications wheretorque converter oil cooler heat load is added to the coolant. The maximum allowable enginecoolant temperature is listed in the “Technical Data” section of this manual (refer to section 14).

The engine coolant temperature rise and radiator coolant temperature drop values will be differentwhenever the engine and radiator flows are not the same (partial thermostat open operation).Placing auxiliary coolers between the engine and the radiator will cause the same effect. Themaximum allowable coolant temperature represents the temperature above which engine damageor shortened engine life can occur.

7.10.2 ENGINE PERFORMANCE

Each engine rating has its own individual performance characteristics. The two areas ofperformance which have the greatest effect on cooling system design are heat rejection andwater pump output. These values are is listed in the “Technical Data” section of this manual(refer to section 14).

7.10.2.1 Engine Heat Rejection

Heat is rejected from an engine into four areas; jacket water, charge air, exhaust and radiation.The jacket water and charge air heat must be dissipated in order to meet coolant and intakemanifold rejection requirements. The exhaust heat and radiated heat must be considered becauseboth often have an effect on air temperature which affects fan and heat exchanger performanceLimiting ambient temperature may occur at engine speeds other than maximum.

7.10.2.2 Coolant Flow

The pump flow listed in the “Technical Data” section of this manual (refer to section 14)is derived from a laboratory engine operating under SAE J1995 conditions. Actual engineinstallations often have substantially different plumbing arrangements and employ differentcoolants. Refer to section 7.10.4.6 for information about water pump performance.

7.10.2.3 Heat Transfer Capabilities

Heat transfer capabilities must be adequate for the designated coolant, air temperatures, and flows.These capabilities should include reserve capacity to allow for cooling system deterioration.

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7.10.3 ENVIRONMENTAL AND OPERATING CONDITIONS

Consider both environmental and operating modes of the installation when designing the coolingsystem. Reserve capacity and special selection of components are required for operation in thefollowing extremes:

□ Hot or cold ambient temperatures (refer to section 7.10.3.1)

□ High altitude (refer to section 7.10.3.2)

□ Space constraints (refer to section 7.10.3.3)

□ Noise limits (refer to section 7.10.3.4)

□ Tilt operation or installations (refer to section 7.10.3.5)

□ Arid, damp, dusty, oily, windy conditions

□ Long-term idle, full load, peak torque operation

□ Long-term storage or standby operation

□ Indoor/outdoor operation

□ Serviceability limitations

□ Infrequent maintenance intervals

□ Severe shock or vibration

□ System deterioration

□ Multiple engine installations

The heat rejected to the coolant generally increases when engine performance is reduced due toexternal conditions. Engine performance is adversely affected by:

□ High air restrictions

□ High exhaust back pressure

□ High air inlet temperature

□ Altitude

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7.10.3.1 Ambient Temperature

The ambient temperature in which an engine will be operated must be considered when designingthe jacket water (JW) and CAC systems. The worst case cooling conditions are often at thehighest expected ambient temperature.

Operating in extremely cold ambient, at light loads, or during extended idling will requireconservation of heat energy. Coolant temperatures must be maintained near the thermostatopening value. This controls engine oil temperature at a satisfactory level for good engineperformance and reliability. Cab heater performance is adversely affected if coolant temperaturesare not maintained.

7.10.3.2 Altitude

As altitude increases air density decreases, and reduces engine and cooling system performance.A 1°C per 305 m (2°F per 1000 ft) decrease in the ambient capability is assigned as a general rule.

The reduced atmospheric pressure will lower the boiling point of the coolant. A higher ratedpressure cap/relief valve may be required to suppress boiling.

7.10.3.3 Space Constraints

Cooling system design is often influenced by space constraints. Heat exchanger height, width,and depth can be dictated by the application. This, in turn, limits fan diameter and heat exchangersurface area.

7.10.3.4 Noise Limits

Noise limitations are another environmental concern which can effect the cooling system.Operating location and/or government regulations can limit noise generated by a cooling fan. Fannoise is directly related to fan speed which affects air flow (refer to section 7.13).

7.10.3.5 Tilt Operations or Installations

Cooling systems must perform satisfactorily at maximum tilt operation. This is especially criticalfor applications where the engine must operate for extended periods on steep grades.

7.10.4 SYSTEM COMPONENTS

Total heat rejected to the coolant and air must be determined to properly size the radiator ,CAC, and fan arrangement so sufficient heat can be dissipated. This information is listed in the“Technical Data” section of this manual (refer to section 14).

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7.10.4.1 Additional Heat Loads to Coolant

The following items will add an additional heat load to the engine coolant:

□ Transmission coolers

□ Torque converters

□ Hydraulic oil coolers

□ Air compressors

□ Retarders

□ Brake coolers

□ Water cooled exhaust systems

□ Exhaust gas coolers

The highest single source heat load to the coolant generally occurs during the no fuel brakingmode in applications that use retarders. The amount of heat generated from a retarder is dependentupon its frequency and duration of application. The heat load source is from the retarder oilcooler, but engine friction heat also exists. The cooling system must be able to control maximumengine coolant temperature regardless of the mode of operation.

7.10.4.2 Additional Heat Loads to Air

The following factors or components will raise the temperature of the radiator inlet air or increaserestriction to air flow when selecting a radiator and fan. The following are some of the commonfactors:

□ Air-to-air coolers

□ Oil-to-air coolers

□ Hydraulic coolers

□ Transmission coolers

□ Recirculated radiator discharge air

□ Engine radiated heat (blower fans)

□ Air conditioning condenser

□ Engine compartment configuration

□ Fuel coolers

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7.10.4.3 Coolant Type

The type of coolant chosen for a cooling system can have an effect on the system performance.Water pump output and heat transfer characteristics are different for water than for antifreezebecause the fluids have different densities, viscosities and thermal conductivity. The heatexchanger manufacturer is the best source for determining what the difference in performancewould be from one type of coolant to the next.

7.10.4.4 Plumbing

Consider the following requirements for all water connections made between the engine and theradiator, deaeration tank, heaters, filters, etc.:

□ All connections must be as direct as possible, durable, and require minimal maintenance.

□ Pipe and hose connections must not be necked down or be smaller than the engineinlet(s) and outlet(s). Fitting size must be considered so minimum hose inside diameterrequirements are not exceeded.

□ The number of connections must be kept to a minimum to reduce potential leakage.

□ Use short and straight sections of hose only. Use formed tubes when bends are required.Otherwise the use of formed tubes is not recommended.

□ Bends should be smooth and have a generous radius. Avoid mitered bends and crush-bendtubing.

□ Beaded pipe ends must be used to prevent the hose from separating from the pipe.

□ Fittings on the lines (especially fill line) must not reduce effective size.

□ Quality constant tension hose clamps must be used to maintain tension and prevent leakageduring both cold and hot operation. Use the correct style of clamp when silicone hosesare used.

□ Connections must be flexible enough to accommodate relative motion between connectingcomponents.

□ Quality hoses that can withstand the expected temperatures, pressures, coolants, andinhibitors must be used.

□ Corrugated hoses are not recommended.

□ Hoses must be fuel and oil resistant.

□ Hoses should not span more than a 0.6 m (2 ft) unsupported section. Use reinforced hosefor longer spans.

□ Care should be taken to keep hose connections on the same plane. Use short straightsections of hose.

□ All connecting hoses and pipes must provide adequate support to prevent collapse andrupture. Loose internal springs are not recommended.

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□ All lines must have a continuous downward slope without droops to ensure good coolingsystem draining and refilling capabilities. Additional drains and vents may be required ifthis is not possible.

□ All vent to fill lines must have a continuous upward slope to the radiator top tank.

□ Locate a drain plug/cock on the lowest portion of the cooling system to ensure completedraining and removal of any sediment (remember that the bottom tank may not be thelowest point).

7.10.4.5 Auxiliary Coolant Flow Path Circuitry

Consider the following when using add on components such as cab heater systems, aircompressors, auxiliary oil coolers, retarders, exhaust gas cooler, etc.:

□ Location of coolant supply and return connection points.

□ Restriction to coolant flow. Select engine connection points that will give adequate flowunder all operating conditions, but do not adversely affect main engine/radiator flow.

□ Location of auxiliary components. Components should be mounted below the top tank orsurge tank coolant level whenever possible. This will allow removal of trapped air and tohelp complete filling of the cooling system.

□ Special vents which may be required to ensure excessive air can be purged during systemfill, if components are mounted above the coolant level. The engine mustbe run after thesystem has been filled to purge any remaining trapped air. Add makeup coolant as required.

Specific considerations are as follows:

□ Connect auxiliary oil coolers and retarder heat exchangers in series with the main coolantflow on the pressure side of the pump. Coolers located on the inlet side of the waterpump require modifications to the engine water bypass circuit to provide coolant flowthrough the cooler during closed thermostat operation. Modifications must not hinder airfrom being purged from the water pump. Engine coolant warm-up problems may occurwhen coolers are located in the radiator bottom tank. Connect the heater supply at thewater pump discharge and the return to the thermostat housing base. See the installationdrawings for specific locations.

□ Give special care to excessively cold ambient operating conditions.

□ Enhance driver/passenger comfort through the use of highly efficient, low restriction heatercores. Highly efficient, modern engines reject less heat to the coolant. It may be necessaryto increase idle speed to maintain coolant temperatures.

7.10.4.6 Water Pumps

A water pump is used to circulate the coolant throughout the cooling system, including customeradd-on features such as cab heaters, filters, and auxiliary oil coolers. Pumps are sensitive toinlet restrictions, coolant temperature, coolant type and aerated coolant. Discharge flow canbe seriously reduced and damaging cavitation can occur if the cooling system is not designedproperly.

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Water pump inlet restriction must be kept to a minimum to prevent cavitation. This meansradiators, auxiliary oil coolers located between the radiator and the pump inlet (not preferredlocation), as well as the associated plumbing must introduce minimal restriction. Lines connectedto the water pump inlet must have at least the same area as the pump inlet. Bends should be keptto a minimum and they should have a generous radius (no mitered bends). The water pump inletpressure (suction) must not exceed allowable limits The actual limits is listed in the “TechnicalData” section of this manual (refer to section 14). The lowest pressure in the entire coolingsystem is found at the water pump inlet. This pressure can be below atmospheric; thus cavitation(boiling) will occur below 100°C (212°F) at sea level. Altitude causes higher probability ofcavitation in cooling systems.

The pump can easily become air bound if a large volume of air is trapped in the pump duringcoolant filling, or if air is fed to the pump when the pump is running. Vehicle heater systems canbe a major source of air. Air can also be introduced into the cooling system from a severelyagitated or improperly designed top tank.

7.11 CHARGE AIR COOLING DESIGN GUIDELINES

The air to air CAC system should be designed for the highest horsepower engine offered inthe application. The same system can be used for derated versions of the engine, which offersthe following advantages:

□ Reduces the number of components in the manufacturing and part systems

□ Lower power engines may achieve even greater fuel economy from the additional reductionin engine intake air temperature

□ Extends engine life

The following guidelines will assist in the design and selection of the various components thatmake up the charge air system. It is critical that these components offer maximum air temperaturereduction with minimal loss of pressure. The integrity of the components must provide for longlife in its operating environment.

Air system operating parameters such as heat rejection, engine air flow, air pressure, maximumpressure drop, and minimum temperature loss are available on the published Engine PerformanceCurves (sheet #2).

Charge air cooler considerations include size, cooling air flow restriction, material specifications,header tanks, location, and fan systems.

7.11.1 SIZE

The size of the heat exchanger depends on performance requirements, cooling air flow available,and usable frontal area. Using the largest possible frontal area usually results in the most efficientcore with the least amount of system pressure drop. Consult your supplier to determine theproper heat exchanger for your application.

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7.11.2 COOLING AIR FLOW RESTRICTION

Core selection and location must meet charge air system temperature and pressure drop limits,and must be compatible for good coolant radiator performance. Charge air coolers have a coolingair flow restriction typically between .19 and .37 kPa (0.75 and 1.5 in. H

2O).

7.11.3 MATERIAL

Most charge air coolers are made of aluminum alloys because of their light weight, costadvantages and good heat transfer characteristics. In general, aluminum, aluminized steel, andstainless steel are recommended materials for CAC system design. Other materials may be usedwith approval from DDC Applications Engineering. The use of untreated steel and other similarmaterial is not approved because of rust formation.

7.11.4 HEADER TANKS

Header tanks should be designed for minimum pressure loss and uniform airflow distributionacross the core. Rounded corners and smooth interior surfaces provide a smooth transition of theair flow resulting in minimum pressure loss. The inlet and outlet diameters of the header tanksshould be the same as the pipework to and from the engine. A 76.2 mm (3 in.) minimum diameteris required for the MBE 900 engines. The tube ends require a 2.3 mm (0.09 in.) minimum bead toretain hose and clamp connections.

7.11.5 LOCATION

The cooler is typically mounted directly in front (upstream of air flow) or along side the enginecoolant radiator. Other locations are acceptable as long as performance requirements are met.The cooler should be located as close to the engine as practical to minimize pipe length andpressure losses.

Leave access space between the cores when stacked in front of one another so debris may beremoved.

7.11.6 PIPEWORK

Give careful attention to the pipework and associated fittings used in the inlet system, in order tominimize restriction and maintain reliable sealing.

Pipework length should be as short as possible in order to minimize the restriction incurred inthe system and to keep the number of bends to a minimum. Use smooth bend elbows with anR/D (bend radius to tube diameter) ratio of at least 2.0 and preferably 4.0. The cross-sectionalarea of all pipework to and from the charge air cooler must not be less than that of the intakemanifold inlet.

The recommended tube diameter for the MBE 900 engines is 76.2 mm (3 in.) for both theturbocharger to CAC heat exchanger, and from the CAC heat exchanger to the engine air intakemanifold.

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7.12 HEAT EXCHANGER SELECTION

Heat exchanger cores are available in a wide variety of configurations. Heat exchanger materials,construction and design can be any of the materials and designs listed in Table 7-2.

Materials, Construction, and Design Choices

Heat Exchanger Materials Copper, Brass, Aluminum, Steel

Heat Exchanger ConstructionLead Soldered, No Lead Soldered, Brazed,

Welded, Mechanical Bond

Fin Geometry Plate, Serpentine, Square, Louvered, Non Louvered

Tube Geometry Oval, Round, Internally Finned, Turbulated

Coolant FlowDown Flow, Cross Flow, Multiple Pass Series Flow,

Multiple Pass Counter Flow

Table 7-2 Heat Exchanger Materials, Construction, and Design Choices

All of these variations can have an effect on heat exchanger size, performance and resistance toflow on both the fin side and tube side for both radiators and charge air coolers.

Meet the following design criteria to achieve greatest efficiency for fan cooled applications:

□ Utilize the largest practical frontal area in order to minimize restriction to air flow.

□ Use square cores. The square core allows maximum fan sweep area, thus providing mosteffective fan performance.

□ Keep core thickness and fin density (fins per unit length) to a minimum. This keeps air flowrestriction low, helps prevent plugging, and promotes easier core cleaning.

□ Fin density in excess of 10 fins per inch should be reviewed with Detroit Diesel ApplicationEngineering.

□ Use the largest possible fan diameter to permit operating at slower fan speeds, resultingin lower noise and horsepower demand.

Meet the following criteria to achieve greatest efficiency for liquid to liquid cooled applications:

□ Tube velocity

□ Water pump restriction

□ Size and shape determined by installation

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7.13 FAN SYSTEM RECOMMENDATIONS AND FANSELECTION

Proper selection and matching of the fan and radiator as well as careful positioning will maximizesystem efficiency and will promote adequate cooling at the lowest possible parasitic horsepowerand noise level. Obtain radiator and fan performance curves from the manufacturer to estimate airsystem static pressure drop and determine if a satisfactory match is possible.

Installations using the largest fan diameter possible, turning at the lowest speed to deliver thedesired air flow, are the most economical.

NOTE:Fan blades should not extend beyond the radiator core. Blades that reach beyond thecore are of minimal or no benefit.

Other important considerations include:

□ Cooling air flow required by the radiator core

□ Cooling air system total pressure drop

□ Space available

□ Noise level limit

□ Fan drive limits

□ Fan speed limit

□ Fan weight and support capabilities

□ Fan spacers

Fan tip speed in excess of 18,000 fpm should be reviewed with Detroit Diesel ApplicationEngineering.

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7.13.1 BLOWER VS SUCTION FANS

The application will generally dictate the type of fan to be used (i.e. mobile applications normallyuse a suction fan, and stationary units frequently use blower fans). Blower fans are generallymore efficient in terms of power expended for a given mass flow, since they will always operatewith lower temperature air as compared to a suction fan. Air entering a suction fan is heated asit passes through the radiator where a blower fan, even when engine mounted, can receive aircloser to ambient temperatures.

Proper fan spacing from the core and good shroud design are required, so air flow is completelydistributed across the core to obtain high efficiency.

A suction fan, when mounted, will generally have the concave side of the blade facing the engine,whereas a blower fan will have the concave side facing the radiator; see Figure 7-10. A suctionfan cannot be made into a blower fan by simply mounting the fan backwards. Fan rotation mustalso be correct.

Figure 7-10 Blower vs. Suction Fans

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7.13.1.1 Fan Performance

Fan curve air flow (m3/min [ft3/min]) is a theoretical output value which is seldom achieved. Thisvalue can be approached with a well formed, tight fitting shroud and proper fan positioning (fantip clearances of 1.59 mm [1/16 in.] or less). Consult the fan supplier on how to determine whatthe realistic fan air flow delivery will be on the installation.

Select a fan/core match with sufficient reserve cooling capacity to allow for some degradation.This degradation occurs as the unit gets older and there is fouling from airborne debris. Theseconditions cause higher air restriction and/or lower heat transfer capability. This is especially truefor applications such as agriculture, earth moving, or mining. Fin density should be as low aspractical to keep air flow high, minimize plugging, and permit easier cleaning. Typical fin spacingfor construction and industrial applications is eight to ten fins per inch.

NOTE:Fin density in excess of 10 fins per inch should be reviewed with Detroit DieselApplication Engineering.

Increasing core thickness increases the restriction to air flow. This condition causes foulingto occur faster.

Consider the following when analyzing fan performance:

□ Speed

□ Static Pressure

□ Horsepower

The following fan law relationships are useful when interpreting basic fan curves:

□ Air flow varies directly with fan speedft3/min

2= (ft3/min

1) x (r/min

2) / (r/min

1)

□ Static head varies with the square of fan speedPS2= (P

S1) x [(r/min

2) / (r/min

1)]2

□ Horsepower varies with the cube of fan speedhp

2= (hp

1) x [(r/min

2) / (r/min

1)]3

Additional factors that affect the installed performance of a fan are listed in Table 7-3.

Installed Fan Factors Affecting Performance

Fan Position Fan to Core Distance, Fan to Engine Distance

Air Flow RestrictionRadiator Core, Engine and Engine Compartment Configuration,

Grills and Bumpers, Air Conditioning Condenser, Air-to-Oil Cooler, Air-to-Air Cores

ShroudShroud-to-Fan Tip Clearance, Shroud-to-Fan Position, ShroudType (i.e. Ring, Box, Venturi), Shroud-to-Core Seal, Shutters,

Bug Screens, and Winterfronts

Table 7-3 Installed Fan Performance Factors

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Typical fan performance graphs have total pressure curves and power absorption curves for agiven speed of rotation. The pressure, measured in water gage, represents the resistance to flow.The higher the resistance, the lower the flow. The fan horsepower absorption follows a similar,but not exactly the same, characteristic to the pressure curve. Depending on the installed systemcharacteristics, the fan operates only at one point of water gage and power.

Most fans have some region in which the flow separates from the blade and the flow becomesunstable. This is called a stall region. Operation in the stall region is not recommended becauseresults are not consistent and the fan is inefficient and noisy.

There are maximum tip speeds in the range of 18,000 to 23,000 feet per minute that the fanmanufacturer based on his design. Check with the fan manufacturer.

The system characteristics are defined by the air flow restrictions that are a result of:

□ Engine enclosure louvers

□ Engine and accessories

□ Fan guard

□ Radiator core

□ Charge air cooler if in tandem with radiator

□ Oil cooler if in tandem with radiator

□ Bug screen

□ any other internal or external obstructions

NOTICE:

The fan should never operate in the stall area, where a smallchange in static pressure results in no change in airflow.

NOTICE:

The air side of the cooling system is critical and a change in theair flow will generally have a greater impact on cooling than asimilar percentage change in coolant flow.

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Consider these additional factors to determine actual fan performance at worst case operatingconditions.

□ Air temperature

□ Atmospheric pressure

Fan curves are generated at standard conditions (77°F, 25°C, 0 elevation). If the fan is operatingin different temperature or pressure (altitude) than standard the performance must be adjusted.

7.13.1.2 Fan Position

Fan position relative to the radiator depends on the fan diameter and the radiator frontal area.Position the fan further away from the core as the fan swept area becomes less than the radiatorfrontal area. This allows the air to spread over the full core area. The fan will not spread air overthe entire core area if it is mounted too close to the radiator.

The optimum position of the fan blade on a blower or suction fan with respect to the shroudopening is dependent on the fan design as well as the many variables associated with aninstallation. Different system performance may occur for the same fan positions in differentapplications due to air flow restriction and flow obstructions. Consult the fan manufacturer forassistance in optimizing the fan positioning.

Keep fan tip-to-shroud clearance to a minimum because it influences air flow and noise levelsignificantly. Minimum clearance is achieved by using a shroud with a round opening. Anadjustable fan shroud is recommended if the fan pulley is adjustable for belt tightening. Considerallowances for engine/radiator movement when determining tip clearance.

Consider components located behind the fan so air flow is not adversely affected or vibrationintroduced to the fan. These conditions will cause premature failures, or increased noise, orboth. Fan height is also important.

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7.13.1.3 Fan Shrouds

The use of a fan shroud is required for achieving good cooling system performance. A properlydesigned shroud will distribute the air across the core more uniformly, increase core air flow, andprevent air recirculation around the fan. Seal holes and seams in the shroud. An air tight sealbetween the shroud and the radiator core will maximize air flow through the core.

There are three basic types of shrouds: the well rounded entrance venturi shroud, the ring shroud,and the box shroud; see Figure 7-11. The ring and box type shrouds are most common becausethey are easier to fabricate.

Figure 7-11 Fan Shroud Types

7.13.1.4 Fan System Assemblies

Do not exceed the design limits of any component when OEM components such as fans, fandrives, spacers, etc. are attached to Detroit Diesel supplied components (fan hub and pulleyassemblies). Vibration tests must be performed when the customer wants to use a fan systemnot previously approved by DDC.

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7.13.1.5 Fan Drives

A typical MBE/OM application will mount the fan on the water pump or the crankshaft.Additionally a remote fan bracket is available for on-highway engines for fan heights 20 in. abovethe crankshaft. Contact DDC Application Engineering for details.

7.13.1.6 Baffles to Prevent Air Recirculation

Use baffles around the perimeter of the radiator assembly to prevent hot air which has passedthrough the radiator core from being recirculated back through the core. The cooling capability ofthe system may be seriously hindered if this baffling is not utilized.

7.13.1.7 Shutters

Shutters are not required under most operating conditions with a properly designed coolingsystem. Shutters may improve performance under extreme cold ambient conditions and long termidling or light loading. Improperly installed or maintained devices may lead to reduced enginelife, loss of power, and poor fuel economy.

All warning and shutdown monitoring devices must beproperly located and always in good operating condition. Thefailure of any of these devices could result in personal injuryor engine damage.

Shutters should open approximately 3°C (5°F) before the thermostat start to open temperature.The shutter control should sense engine water out (before thermostat) temperature and the probemust be fully submerged in coolant flow.

7.13.1.8 Winterfronts

Winterfronts are not required under most operating conditions with a properly designed coolingsystem. Some operators reduce the airflow through the radiator during cold weather operationto increase engine operating temperature. Consider on/off fans and shutters if long term idlingduring severe cold weather is necessary.

Improperly used winterfronts may cause excessive temperatures of coolant, oil, and charge air.This condition can lead to reduced engine life, loss of power, and poor fuel economy. Winterfrontsmay also put abnormal stress on the fan and fan drive components.

Never totally close or apply the winterfront directly to the radiator core. At least 25% of the areain the center of the grill should remain open at all times. All monitoring, warning, and shutdowndevices should be properly located and in good working condition.

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7.14 RADIATOR COMPONENT DESIGN

The design of individual radiator components may have an effect on cooling system performance.The following sections describe these considerations.

7.14.1 DOWN FLOW AND CROSS FLOW RADIATORS

Down flow radiators are customarily used and required for heavy duty diesel engine applications.A cross flow radiator, see Figure 7-12, may be used if height limitations exist, but deaeration,thermal stratification, adequate core tube coverage and freeze damage are generally more difficultto control.

Figure 7-12 Down Flow Radiator and Cross Flow Radiator

7.14.1.1 Horizontal Radiator

Horizontal radiators may be used in situations where space restrictions preclude the use of othertypes. It is essential that vent lines go to the fill tank with the cap. Consult DDC ApplicationEngineering for assistance in applying horizontal radiators.

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7.14.1.2 Rapid Warm-up Deaeration Tank - Down Flow Radiator

The rapid warm-up deaeration tank consists of an integral top tank or a remote tank with the samedesign features. The top tank design should provide the following characteristics:

□ A non turbulent chamber for separating air (gases) from the coolant

□ Ability to fill at a minimum specified rate

□ Adequate expansion and deaeration volume as well as sufficient coolant volume so thesystem will operate satisfactorily with partial loss of coolant

□ Impose a positive head on the water pump

□ Prevent coolant flow through the radiator core during closed thermostat operation

□ Prevent introduction of air into the cooling system during maximum tilt or angle operation

7.14.1.3 Remote Mounted Radiators/Heat Exchanger

Consult an authorized distributor, radiator supplier, or DDC Application Engineering whenremote (i.e. non engine driven fans) mounted radiators/heat exchangers are being considered asmany variables must be considered for each application. The requirements that must be metfor remote mount are:

□ Standard DDC installation and test requirements including restriction to flow and coolantflow rate

□ Maximum allowable static head pressure is 35 ft of water column

□ Installations where flow rate restrictions cannot be met may require using an inline pump

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7.14.1.4 Integral Top Tank

The following top tank component guidelines are provided to assist in the design of a new tank, tocritique existing tanks, and to troubleshoot problem cooling systems. See Figure 7-13.

Figure 7-13 Rapid Warm-up Down Flow Radiator Top Tank

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The guidelines for the design of an integral top tank are listed in Table 7-4 and Table7-5.

Component GuidelinesLocate the standpipe(s) as far away from radiator inlet(s) as practical and center over core.This is the area of least coolant turbulence, thus best for separating air out of the coolant.

Use 1 or 2 standpipes with 6.35 mm (0.25 in.) inside diameter (general rule).

Bottom of tube must notprotrude below baffle.Standpipe(s)

Top of tube must extend above hot full coolant level. The flow must be directed away fromthe low coolant level sensor, as well as the filler neck and/or pressure relief valve opening.This minimizes coolant loss.

A clearance of 25.4 mm (1 in.) or more should be maintained between the top of the radiatorcore and the bottom of the top tank baffle. This produces a good transition of the coolant flowand enhances air separation from the coolant.

BaffleSeal baffle completely so the only flow path between the deaeration tank and the radiatorcore is through the standpipe(s). This is essential for proper engine warm-up, preventing toptank coolant agitation, and providing a positive head on the water pump.

Use a vortex baffle to prevent formation of a coolant vortex. This also permits maximumusage of top tank coolant volume.

Vortex BaffleA vertical baffle is preferred. Horizontal vortex baffles at the fill line opening may hinderthe venting of trapped air.

The recommended minimum inside diameter is 25.4 mm (1 in.).

Fill line connections (fittings) must not reduce the minimum inside diameter requirement.

Locate the fill line as low as possible above the baffle and at the center of the tank. Thisminimizes uncovering the fill opening and drawing air into the cooling system during vehicleoperations.Fill Line and

Connections Make the engine connection as close to the water pump inlet as practical. This will providemaximum head to the water pump and minimize heat migration to the radiator core, resultingin quicker engine warm-up. Avoid connecting the fill line to the coolant bypass circuit. Acontinuous downward slope (including fittings) must be maintained from the top tank to thewater pump inlet to ensure good filling capabilities.

Locate the vent line at the top of the top tank above the coolant level in the deaeration space.

The recommended line size is 4.76 mm (3/16 in.) inside diameter. A 4.5 mm restrictionmust be included.

Do not direct deaeration line coolant flow toward the fill neck, pressure relief valve openings,or low coolant level sensor

Vent (deaeration)Line -- High Position(above coolant

level)

All vent lines must maintain a continuous downward slope

Locate the radiator inlet as low as possible with at least the lower half of the inlet below thebaffle level to minimize air trapped during fill.

The inside diameter of the inlet should match the inside diameter of the thermostat housing.

Design the radiator inlet to uniformly spread coolant under the baffle.

Locate the vent line as far as possible from the radiator intlet.

Radiator Inlet

No vent holes. Extend the fill neck into the tank to establish the cold coolant full level,allowing for expansion (6%) and deaeration (2%) volume.

Table 7-4 Top Tank Component Guidelines — Standpipe(s), Baffle, VortexBaffle, Fill Line and Connections, Vent Line, and Radiator Inlet

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Component Guidelines

Select the fill neck size capable of accepting highest rated pressure cap required forapplication

The fill neck cap must provide safe release of system pressure upon removal of the capwhen a separate pressure relief valve is used.

Fill Neck

Locate the fill neck at the top center of the top tank. This will ensure a complete fill ifunit is in a tilted position.

Fill Neck Vent HoleA 3.18 mm (1/8 in.) vent hole located at the top of the fill neck extension is required forventing air and preventing coolant loss.

Location must be above the satisfactory drawdown coolant level. This is generally aheight representing 98% of the drawdown quantity.

Coolant flow and/or splash from deaeration line and standpipe(s) must not contactsensor. A shroud around the sensor may be beneficial.

Engine Coolant LevelSensor(optional)

Locating the sensor in the middle of the tank will minimize tilt operation sensitivity.

Table 7-5 Top Tank Component Guidelines- Fill Neck, Fill Neck Vent Hole, andCoolant Level Sensor

General guidelines for top tank design, critique, or troubleshooting are:

□ Increasing top tank depth permits maximum usage of coolant volume and reduces tiltoperation problems.

□ Consider hose fitting inside diameters when determining vent and fill line inside diameterrequirements.

□ Low fill line flow velocity (large inside diameter line) will generally improve drawdowncapacity and maintain higher pressure on the water pump.

□ Oversized and/or excessive number of deaeration line(s) and standpipe(s) can result inpoor deaeration and drawdown capabilities and increases coolant flow bypassing theradiator core.

□ Undersizing deaeration line(s) and standpipe(s) may not provide adequate deaeration andthey can become plugged easier.

□ Make observations of top tank agitation, deaeration and fill line(s), flow direction, andvelocity during both open and closed thermostat operations (throughout engine speedrange), to determine satisfactory system design. The observations are especially helpfulduring fill and drawdown evaluation tests.

□ A sight glass in the radiator top tank to determine proper coolant level will eliminateunnecessary removal of the radiator cap.

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7.14.1.5 Remote Tank

The design of the remote tank, see Figure 7-14, must provide the same features as the integral toptank design. The guidelines for the radiator inlet tank are listed in Table 7-6.

Figure 7-14 Remote Surge Tank Design for Rapid Warm-up Cooling System

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Component andLocation

Guidelines

Must be large enough so air can be separated from the coolant.

Radiator Inlet Tank The deaeration line from the radiator inlet tank to the remote/top tank mustbe at the highest point of each and generally as far away from the inlet aspractical. See Figure 7-15.

Locate tank as high as practical. The bottom of the tank should be above therest of the cooling system. This will prevent coolant level equalization problems.

Location Generally, low mounted tanks make filling the system more difficult, especiallynear the end of the fill, because of small head differential. Also, equalization ofthe coolant level occurs during engine stop or low speed operation.

Table 7-6 Component Design and Location Guidelines for the Remote TopTank

Figure 7-15 Down Flow Radiator Inlet Tank Deaeration Line Boss Position

7.14.1.6 Radiator Bottom Tank

Consider the following guidelines when designing the radiator bottom tank.

□ Locate the coolant opening diagonally opposite the inlet tank opening or as far away as ispractical. This provides uniform distribution of the coolant across the core and preventsshort circuiting; see Figure 7-16.

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Figure 7-16 Coolant Inlet/Outlet Locations

□ Inside diameter of outlet must be greater than, or equal to respective inlet connections.

□ A well rounded coolant outlet exit area is preferred, see Figure 7-17, to minimize restrictionand aeration.

Figure 7-17 Radiator Outlet Contour

□ Depth of the tank should be no less than the diameter of the outlet pipe to minimizerestriction.

□ Locate a drain plug/cock on the lowest portion of the cooling system to ensure completedraining and removal of any sediment (remember that the bottom tank may not be thelowest point).

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7.14.1.7 Coolant Pressure Control Caps and Relief Valves

Pressurizing the cooling system:

□ Reduces boiling

□ Prevents coolant loss due to evaporation

□ Maintains water pump performance

Pressurization is obtained by the expansion of the coolant as it is heated and controlled throughthe use of an integral pressure/fill cap or a separate relief valve.

NOTICE:

System pressurization will not occur if pressure/fill cap is installedwhen coolant is hot.

Locate the pressure control device high in the deaeration tank above the hot coolant level tominimize coolant loss and dirt contamination of the relief valve seat.

To avoid injury from the expulsion of hot coolant, neverremove the cooling system pressure cap while the engine isat operating temperature. Remove the cap slowly to relievepressure. Wear adequate protective clothing (face shield orsafety goggles, rubber gloves, apron, and boots).

The pressure valve (in the normally closed position) should maintain top tank pressure to within+/- 6.9 kPa (+/- 1 psi) of the rating stamped on top of the cap/valve. The valve will lift off theseat, see Figure 7-18, as pressure exceeds the specified rating.

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.

Figure 7-18 Pressure Control Cap — Pressure Valve Open

A vacuum actuated valve is incorporated in the assembly to prevent collapse of hoses and other

parts as the coolant cools. See Figure 7-19.

Figure 7-19 Pressure Control Cap — Vacuum Valve Open

The filler neck cap must provide for a safe release of the pressure upon cap removal if a separatepressure relief valve is used.

Inspect the valve/cap, periodically, to ensure components are clean, not damaged, and in goodoperating order.

A 15 psi pressure cap is required for most systems and applications. Verify required minimumpressure cap rating by checking the “Technical Data” section of this manual (refer to section 14).Consider higher pressure rated caps for operation at increased altitudes.

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7.14.1.8 Thermostat

A full blocking thermostat is used to automatically regulate coolant temperature by controllingthe coolant flow to the radiator and engine bypass circuit. A full blocking thermostat design inthe full open position (8° to 9°C [15° to 17°F] above the start to open temperature) controls theengine bypass circuit, and provides maximum coolant flow to the radiator.

The start-to-open thermostat temperature is 83°C (181°F). The full-open thermostat temperatureis 95°C (203°F). The engine coolant temperature will be controlled at the thermostat start toopen value, under normal operating conditions.

NOTICE:

Never operate the engine without thermostats.

7.14.1.9 Coolant Sensor Devices

Engine coolant temperature monitors (gauges, alarms, shutdowns, fan and shutter controlswitches, etc.) must be durable, reliable and accurate. Submerge the probe completely in a highflow stream to sense uniform coolant temperature. Locate the probe in an area without air pockets,or mount it in a place where it will not be affected by coolant being returned from parallel circuitssuch as heater, air compressor, and aftercooler return lines.

The coolant temperature monitor may not respond fast enough to prevent engine damage if a largequantity of coolant is suddenly lost, or if the water pump becomes air bound. Engine CoolantLevel Sensors are optional with MBE 900 engines.

Temperature Gauges: Every temperature gauge should have sufficient markings to allow anoperator to determine actual operating temperature. The temperature range should go beyond99°C (210°F) so the operator will know if the maximum coolant temperature is being exceeded.Maintain accuracy of 3°C (+/- 5°F) to prevent inaccurate indication of either hot or cold runningengine conditions.

Temperature Alarms: An auxiliary warning device (audible or visible) should be included ifa digital gauge is used. Set temperature alarm units at coolant temperature level that is 3°C(5°F) above the maximum allowable coolant temperature. Accuracy should be 3°C (+/- 5°F).Locate each alarm sensor before the thermostat. Special considerations, including testing must bedone when a coolant recovery system is used.

Temperature Shutdowns: Set temperature shutdown devices for a coolant temperature level of105°C (221°F). Accuracy should be 1°C (+/- 2°F).

Low Coolant Level Sensor:Locate the sensor for low engine coolant level in the top tank. Seetank design section for additional recommendations.

Shutter Control Switches:Mount shutter switches before the engine thermostat so they cansense engine coolant temperature. The various temperature control devices (shutters, fan drivesand thermostats) must operate in proper sequence to prevent coolant temperature instability oroverheat conditions.

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The recommended temperature settings of the various coolant sensor devices can be seen inthe following illustration (see Figure 7-20 ).

Figure 7-20 Nominal Settings For Coolant Temperature Control Devices — 181°

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7.14.1.10 Coolant Recovery System

Use the coolant recovery tank system (see Figure 7-21, and Figure 7-22) only when adequateexpansion, drawdown, and deaeration volume cannot be designed into the radiator or remotetop tanks.

Figure 7-21 Cooling System Design (Warm-up -- Closed Thermostat)

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Figure 7-22 Cooling System Design (Stabilized Temperature -- OpenThermostat)

The total coolant volume increases as the engine coolant temperature rises. The pressure valve inthe pressure control cap will open due to this pressure causing coolant to flow into the coolantrecovery tank. See Figure 7-21 and Figure 7-22.

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When the tank is open to the atmosphere, the coolant will be drawn back into the top tank throughthe vacuum valve in the pressure control cap when the coolant temperature decreases. The totalcoolant volume decreases as the engine coolant temperature falls. See Figure 7-23.

Figure 7-23 Cooling System Design (Cool-down -- Closed Thermostat)

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The coolant recovery tankmust have sufficient volume to meet the coolant expansion requirementsof the entire cooling system. A minimum of 6% capacity of the total cooling system volumeshould exist between the hot and cold levels in the recovery tank.

Mount the coolant recovery tank as close as possible to the pressure control cap.

Locating the tank as high as possible with respect to the control cap may make leaks easier to findand may prevent air from being drawn into the system.

The air-tight line connections become more crucial when the tank is mounted low. Should a leakoccur under these conditions air could be drawn into the system.

The coolant recovery line between the tank and radiator is typically 6.35 mm (.25 in.) I.D.Connect this line as close to the bottom of the tank as possible. A standpipe may be used in thetank to prevent sediment from being drawn into the cooling system.

Meet the following design criteria to achieve a properly functioning coolant recovery system:

□ Use an air tight pressure cap

□ Install and maintain air tight seals on either ends of the line

□ Ensure that the coolant level in the tank does not go below the level where the coolantrecovery line connects to the recovery tank

Do not visually check the recovery tank because it may give a false indication of the coolant levelin the entire cooling system. Use a sight glass in the top tank if a visual check is necessary.

Use a pressure control cap which has a design similar to the cap in Figure 7-22 and Figure 7-23.A minimum of 15 psi (103 kPa) pressure cap is required.

Do not use a cap design in which the vacuum valve opens directly to the atmosphere.

To avoid injury from the expulsion of hot coolant, neverremove the cooling system pressure cap while the engine isat operating temperature. Remove the cap slowly to relievepressure. Wear adequate protective clothing (face shield orsafety goggles, rubber gloves, apron, and boots).

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Locate the pressurized control cap at the highest point of the top tank. See Figure 7-24. Donot design a filler neck onto the cap to ensure that air is not trapped at the top of the top tank.See Figure 7-25.

Figure 7-24 Acceptable Top Tank Design

Figure 7-25 Unacceptable Top Tank Design

Connect the deaeration line as high as possible to the top tank when using a coolant recoverysystem.

Air handling may be poorer and the coolant in the top tank may be more agitated when a coolantrecovery system is used.

Perform the necessary tests to determine whether the cooling system design provides adequateexpansion, drawdown, and deaeration volume in the radiator or remote top tanks.

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7.14.2 COLD WEATHER OPERATING OPTIMIZATION

Newer fuel efficient engines transfer less heat to the coolant; thus, it is important to maintainproper coolant temperatures for optimum engine and heater performance, especially during severecold ambient operation. The following guidelines are given to maximize the available heat energy.

7.14.2.1 Engine

To maximize the available heat energy of the engine:

□ Increase idle speed

□ Avoid long term idle and/or light load operation (maintain minimum exhaust temperature)

□ Use under hood air intake for engine (cold weather only)

7.14.2.2 Vehicle

To maximize the available heat energy of the vehicle:

□ Use auxiliary heater

□ On/Off fan clutch

□ Auxiliary oil coolers must not be located in radiator outlet tank

□ Seal operator's compartment interior to eliminate any direct cold outside air source

□ Consider full winterizing package for maximum comfort level

□ Thermal windows

□ Insulate walls, roofs, floors, doors, etc.

□ Reduce exposed interior metal surfaces

□ Auxiliary fuel fired coolant heater

□ Install shutters only as a last effort

7.14.2.3 Cooling System

To maximize the available heat energy of the cooling system:

□ Use optimized Rapid Warm-up System

□ Set coolant antifreeze concentration correctly

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7.14.2.4 Heater Circuit

To maximize the available heat energy of the heater circuit:

□ Use low restriction, high efficiency cores

□ Optimize plumbing to give minimum restriction to coolant flow

□ Do not hinder air side restriction air flow for good distribution of heat

□ Use inside recirculated air (if window fogging is not a problem)

□ Use booster water pump if required

□ Do not place fuel heaters in the cab/sleeper heater circuits

□ Core and air ducts should favor defrost operation and driver/passenger comfort

The recommended heater connect points are listed in the “Technical Data” section of this manual(refer to section 14).

7.14.3 COOLANT HEATERS

Information on coolant heaters can be obtained from the Detroit Diesel Application Engineering.

7.14.4 MULTI-DUTY CYCLE

Cooling systems must perform satisfactorily under all operating modes. Consideration mustbe given when an engine is used for prime power under several duty cycles such as cranes,drill/pumping rigs, etc. Cooling system must be sized for the maximum rated load.

7.14.5 OTHER CONSIDERATIONS

Cooling system performance must be reevaluated any time engine, cooling system, vehiclecomponents, timing, etc., are changed due to potential increased heat load or reduced coolingsystem capacity. Conduct a reevaluation of the cooling system if load, duty cycle, orenvironmental operating conditions are different than originally approved.

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7.15 COOLING SYSTEM DIAGNOSTICS ANDTROUBLESHOOTING GUIDE

System diagnostics and troubleshooting covers:

□ Engine overheat

□ Cold running engine

□ Poor cab heater performance

7.15.1 ENGINE OVERHEAT

Coolant temperatures should not exceed maximum limit of 105°C (221°F) so metal and oiltemperatures can be controlled for optimum engine performance, fuel economy, and life.

Obvious overheat conditions are determined from the coolant temperature gauge, warning, orshutdown devices. Steam vapor or coolant being expelled through the pressure relief overflowtube is another indication of overheat. Reduced engine performance or engine oil having a burntodor are other indicators.

7.15.1.1 Troubleshooting for Engine Overheat

Troubleshoot for engine overheat as follows:

1. Check for inaccurate gauge, warning, or shutdown device, insufficient coolant flow, andinadequate heat transfer capabilities during coolant side investigation.

To avoid injury from the expulsion of hot coolant, neverremove the cooling system pressure cap while the engine isat operating temperature. Remove the cap slowly to relievepressure. Wear adequate protective clothing (face shield orsafety goggles, rubber gloves, apron, and boots).

2. Check that the various temperature monitoring devices are calibrated.

[a] Sensor probes must be located (before thermostat) in a high temperature, well mixedcoolant flow path.

[b] The sensor must be free of scale and other contamination.

3. Check for insufficient coolant flow. The following may be causes of insufficient coolantflow:

□ Thermostat -- Stuck, sluggish, worn, broken

□ Thermostat seal -- Worn, missing, improper installation

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□ Water pump -- Impeller loose or damaged, drive belt loose or missing, worn pulley

□ Aerated coolant -- Low coolant level, excessive agitation of deaeration tank coolant,water pump seal failure, exhaust gas leakage (cracked cylinder head or block,damaged seals or gaskets, etc.), incorrect bleed line installation

□ Pressurization loss -- Defective pressure cap/relief valve or seat, debris trappedbetween seats, internal or external leaks anywhere in the system

□ High restriction -- Radiator plugging (solder bloom), silicate dropout, dirt, debris, etc.collapsed hose(s), foreign objects in the system (shop towels, plugs, etc.)

□ Core Coolant Flow Capacity - Core coolant flow capacity is often described as “freeflow." This term is used to indicate gravity flow rate through the core and should equalor exceed the coolant flow rate given on the performance curve. The design of theradiator inlet and outlet tanks must also offer low restriction to coolant flow.

□ Coolant loss -- Internal and external

4. Check for inadequate heat transfer capabilities. The following are possible causes ofinadequate heat transfer capabilities:

□ Radiator selection -- Core selection inadequate for application

□ Incorrect coolant mixture -- Over/under concentration of antifreeze or inhibitors,corrosive water, incorrect antifreeze or inhibitors

□ Contamination -- Oil or other material depositing on heat transfer surfaces

5. Check for insufficient air flow. The following are possible causes of insufficient air flow:

□ High restriction -- Plugged core, damaged or bent fins, shutters not opening correctly,addition of bug screens, winterfronts, noise panels, small air in or air out openings, etc.

□ Fan/Drives -- Lose or worn belts and pulleys, improper drive engagement, fan installedbackwards or damaged, insufficient fan speed (drive ratio), etc.

□ Shroud -- Damaged or missing, not completely sealed

□ Fan positioning - Excessive fan tip to shroud clearance, incorrect fan placement inshroud, insufficient fan to core distance, insufficient fan to engine distance

6. Check for inadequate heat transfer capabilities. The following are possible causes ofinadequate heat transfer capabilities:

□ Incorrect fan/radiator match -- Severest operating conditions not correctly identified.

□ Core degradation -- Tube/fin separation, oil film, debris, contamination, etc.

□ Air recirculation -- Radiator baffles damaged or missing, fan shroud and seal damagedor missing, wind conditions, etc.

7. Also check the following:

□ Increased heat rejection or engine horsepower upgrade

□ Engine, installation, or cooling system modified

□ Increased engine loading, change in duty cycle

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□ Running at more adverse conditions than original system design permits, higheraltitude or temperature

7.15.2 COLD RUNNING ENGINE (OVERCOOLING)

Extended low coolant temperature operation can adversely affect engine performance, fueleconomy, and engine life. Overcooling most frequently occurs at extreme low ambienttemperatures during long idling or low speed and light load operation.

Consider the following for cold running engines:

□ Inaccurate gauge, out of calibration, lack of markings to determine actual temperature,sensor probe in poor location or not fully submerged in a high coolant flow area.

□ Closed thermostat core coolant flow -- Top tank baffle not completely sealed, standpipe tooshort or missing, improper sizing of dearation line or standpipe(s) so flow to the top tankexceeds fill line capacity, overfilled cooling system, reverse core flow, thermostat coolantleakage. See test procedures for determining these deficiencies.

□ Defective thermostat -- Stuck open, worn, misaligned, excessive leakage, impropercalibration, incorrect start to open setting.

□ Insufficient engine heat rejection -- Excessive low speed and load or idle operation, idlesetting too low, over concentration of antifreeze and/or inhibitors, cab and fuel heaters,charge air fan removing heat faster than engine can supply.

□ Fixed fans -- Moves air through core when not required.

□ Shutters/Controls -- Not fully closed, opening temperature too low.

7.15.3 POOR CAB HEATER PERFORMANCE

Poor cab heater performance results from cold running engines.

Inadequate heat in the operator's environment is symptomatic of poor cab heater performance.

Consider the following to solve poor cab heater performance:

□ Engine coolant temperature below normal.

□ Coolant-side causes

□ Air-side causes

□ Thermostat leakage test

□ Radiator top tank baffle leakage test

□ Top tank imbalance test

1. Check coolant-side cause, low flow, by investigating the following:

□ Supply and return lines not connected to proper locations on the engine

□ Heater system too restrictive - core, plumbing size, bends, shutoff valves, length ofcircuitry, etc.

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□ Parallel circuitry with multiple cores

□ Boost pump required, defective, not turned on

□ Air in heater circuit and coolant

□ Solder bloom, silicate dropout, dirt, debris, etc.

□ Shutoff valves not fully opened

□ Fuel heater in circuit

2. Check coolant-side cause, reduced heat transfer capabilities, by investigating thefollowing:

□ Improper concentration or grade of antifreeze and inhibitors

□ Undersized heater core(s)

□ Heater plumbing not insulated

□ Low efficiency cores

□ Contamination of core tube surfaces, deposits, etc.

□ Fuel heaters plumbed in cab heater circuit

3. Check the following air-side causes:

□ Low efficiency cores

□ Improper air flow

□ Excess outside air through core

□ Core fins separated from tubes

□ Core surface contamination, dirt, debris, oil film, etc.

□ Leaking air ducts

□ Malfunctioning air flow control valves

□ Undersized heater cores

□ Poor distribution system

Cab interior should be completely sealed to eliminate direct cold air source, in order to conserveavailable heat energy. Heat loss to outside can be minimized by using thermo windows, reducingexposed metal surfaces, increasing insulation usage, etc.

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7.16 MAINTENANCE

The design of the installation must take into account the engine's need for periodic maintenanceand allow access to these service points.

A schedule of periodic maintenance will provide for long term efficiency of the cooling systemand extended engine life. Daily visual inspections should be made of the coolant level and theoverall condition of the system components. This should include looking for obvious leaks andabnormal distress of the following components:

□ Radiator Core and CAC - Contaminated with oil, dirt and debris; fins/tubes damaged

□ Fill Cap/Neck - Dirty or damaged seats; gasket/seal deteriorated

□ Fan - Blades bent, damaged or missing

□ Belts/Pulleys - Loose belts; frayed; worn; missing

□ Fan Shroud - Loose; broken; missing

□ Hoses/Plumbing - Frayed; damaged; ballooning; collapsing; leaking

□ Coolant - Contaminated, concentration

□ Recirculation Baffles - Missing; not sealing

If any of the above conditions are observed, corrective action should be taken immediately.Any time a coolant gauge, warning, shutdown, or low level device is malfunctioning, it shouldbe fixed immediately.

A proper glycol (ethylene, propylene, or extended life organic acid), water, Supplemental CoolantAdditive (SCA) mixture meeting DDC requirements is required for year-round usage.

the coolant provides freeze and boil protection and reduces corrosion, sludge formation, andcavitation erosion. antifreeze concentration should not exceed 67% for ethylene glycol (50% forpropylene glycol). Detroit Diesel requires SCAs be added to all cooling systems at initial fill andbe maintained at the proper concentration. Follow SCA manufacturers' recommendations.

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8 FUEL SYSTEM

Section Page

8.1 FUEL SYSTEM DESCRIPTION .............................................................. 8- 2

8.2 FUEL SYSTEM EQUIPMENT/INSTALLATION GUIDELINES ................ 8- 4

8.3 FUEL SELECTION .................................................................................. 8- 9

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8.1 FUEL SYSTEM DESCRIPTION

The purpose of the fuel system is to keep the fuel clean and free from air or water, and to deliverthis fuel at the correct pressure to the electronic unit pump (EUP).

A fuel system consists of:

□ A fuel tank

□ Fuel prefilter

□ Fuel supply pump

□ Main fuel filter

□ Fuel lines

□ Electronic unit pump (EUP)

□ Engine-resident control unit (PLD-MR)

□ Injector nozzles

□ Check fuel valve

□ All necessary piping

Fuel is drawn from the fuel tank through a fuel prefilter (primary fuel filter) by the fuel pump.Fuel is then pumped through the main fuel filter (secondary filter) and through a check valve(if included) to the cylinder head. Primary and secondary filters may be combined in someapplications.

Fuel enters the EUP through the two fuel inlet filter screens located around the injector body.Filter screens are used at the fuel inlet openings to prevent relatively coarse foreign materialfrom entering the injector.

The PLD-MR receives data (such as temperature and speed), analyzes this data, and modulatesthe fuel system accordingly to ensure efficient engine operation. The PLD-MR sends a signalwhich activates the injector solenoid and determines the timing and amount of fuel delivered tothe engine.

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For a schematic diagram of a typical fuel system, see Figure 8-1.

Figure 8-1 Schematic Diagram of the Fuel System

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8.2 FUEL SYSTEM EQUIPMENT/INSTALLATIONGUIDELINES

The following installation guidelines cover:

□ Fuel Tank

□ Fuel Filters

□ Fuel Lines

□ Optional Devices

8.2.1 FUEL TANK

Fuel tanks must be made of the correct material, be properly designed and located, and beadequately sized regardless of the fuel tank configuration being used.

8.2.1.1 Material

Satisfactory fuel tank material is steel, aluminum, or a reinforced plastic suitable for diesel fuelapplications. The inside(s) should be clean and free from all impurities likely to contaminate thefuel.

NOTICE:

Do not use a fuel storage tank or lines or fittings made fromgalvanized steel. The fuel will react chemically with the galvanizedcoating to form powdery flakes that will quickly clog fuel filters andcause damage to the fuel pump and injectors

Fuel tanks must be properly cleaned after manufacturing so no manufacturing debris gets into thefuel.

The fuel tank(s) must not be galvanized internally under any circumstances.

The fuel tank(s) or piping may be galvanized or painted on the outside only to prevent corrosion.

8.2.1.2 Design

Baffles must be positioned to separate air from fuel and to prevent fuel from sloshing betweenthe ends of the tank(s) in mobile applications. The baffles should extend from the top to thebottom of the tank(s). These baffles should have passageways which allow the fuel to maintain aneven level throughout the tank(s).

The tank(s) should have a readily accessible drain valve at the bottom for easy removal ofcontaminants.

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The location of the fill neck(s) should be a clean, accessible location with sufficient height androom for an average size fill can or tanker truck hose. Position a removable wire screen ofapproximately 1.6 mm (.062 in.) mesh in the fill neck(s) to prevent large particles of foreignmaterial from entering the tank(s).

A recess on the bottom edge prevents sludge and condensation from mixing with the fuel again.A sludge drain must be provided at the lowest point.

The tank(s) must have a vent which meets applicable regulations.

A properly designed fuel tank may be seen in the following illustration (see Figure 8-2).

Figure 8-2 Properly Designed Fuel Tank

8.2.1.3 Capacity

Carefully choose the capacity of the fuel tank(s) to suit the specific engine installation.Consideration should be given to length of operation without the need to refuel. The design oftanks in mobile applications must include the supply pipe so that adequate fuel is available underall operational gradients. The tank(s) capacity must be at least 5% greater than the maximum filllevel to allow for fuel expansion.

Fuel capacity of the tank(s) should be appropriate for the specific application involved.

Fuel coolers may be used.

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8.2.1.4 Position

The position of the fuel tank(s) is an important factor in any application.

The position of the fuel tank(s) should ensure the following whenever possible.

□ The difference in height between the fuel tank(s) and engine supply pump is kept to aminimum.

□ The length of fuel feed pipe is kept to a minimum.

□ Locate the fuel tank(s) away from any excessive heat source.

□ The filling point is easy to access and simple to use.

The fuel pump attached to the engine has a suction height of 1.4 metres (4.5 ft). Therefore, thebottom of the fuel tank must not be more than 1.4 metres (4.5 ft) below the fuel pump (The fuelpump should not be more than 1.4 metres (4.5 ft) above the lowest fuel level possible in the fueltank). There are some fuel systems which are over the maximum fuel restriction, 24.6 in. Hg.(850 mbar), because of the location of the fuel tank with respect to the engine regardless of thesize of the fuel lines. An electric fuel pump (not supplied by DDC) maybe needed for biggersuction heights. The fuel should be extracted at a point approximately 30 mm (1.2 in.) to 50 mm(2 in.) above the bottom edge of the tank, passing through an 800 µm strainer. With a raisedtank (5 metres maximum), e.g. in machinery, the supply and return pipe must be provided witha shutoff and drainage valve as close to the engine as possible. This prevents an overflow atthe filter housing during maintenance work.

The fuel tank(s) should not be located higher than the fuel pump. However, when their use isunavoidable, the fuel return line should not extend into the fuel supply so that siphoning cannotoccur in case a leak occurs in the line. The fuel return line must incorporate a check valve; thefuel inlet must incorporate a shutoff valve of the needle or globe type construction and mustnot impose any undue restriction to fuel flow.

Install a shutoff valve for use when changing the primary filter if the fuel tank(s) is above theprimary filter. This will prevent the tank(s) from draining.

A check valve in the fuel spill prevents supply side fuel from draining back into the tank(s)in a tank-below-engine installation.

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8.2.2 REMOTE FUEL FILTER

Remote mounting of the engine fuel filter is possible. See Figure 8-3 for connection diagram.Contact DDC Application Engineering for further information.

Figure 8-3 Remote Fuel Filter

8.2.3 FUEL FILTER CONFIGURATION

Fuel filter requirements for the MBE 900 engines may be found in DDC publication 7SE270.

Care should be taken not to exceed the maximum engine fuel inlet restriction 24.6 in. Hg (850mBar) under any conditions, 17.7 in. Hg (600 mBar) maximum for clean filters. The fuel inletrestriction must be measured before the main filter.

Remote mounting of the filters is acceptable, given proper line sizing. Care must be taken whenremote mounting the secondary filter not to overlook the fuel temperature and pressure sensorswhere utilized. Contact DDC Application Engineering for remote filter mounting.

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The fuel temperature and suction limits are DDC requirements. The fuel inlet restriction mustbe measured before the main filter.

For on-highway MBE 900 engines there are multiple on-engine fuel filter options. These optionsinclude prefilter and main filter only, prefilter and main filter with water separator, and prefilterand main filter with water separator and heating. A hand priming pump is available with eachfilter option. A water and fuel sensor is included with on-engine water separator options.

8.2.4 FUEL LINES

The following guidelines apply to supply and return lines between the fuel filter header andthe tank(s) only.

These guidelines apply regardless of which fuel tank configuration is being used.

Do not modify or tamper with any fuel lines supplied with the engine.

The fuel inlet restriction cannot exceed 24.6 in. Hg (850 mBar) under any condition.

8.2.4.1 Design

The lines leading from the fuel tank to the engine (prefilter) must be made from scale-free steelpiping or plastic, i.e. polyamide 11, known as PA, in accordance with DIN 7728. Steel pipes mayhave to be used, depending on the ambient temperature in the engine compartment. Steel pipesmust be connected using screwed pipe connections with conical nipples in accordance with DIN3824, cap nuts in accordance with DIN 3870 and banjo bolts in accordance with DIN 7644 or7624. Hose plug connections must be used for plastic lines.

All lines should be in protected areas. These areas should be free from possible damage, andsecurely clipped in position to prevent chaffing from vibration. Take the necessary precautions toensure that the inlet line connections are tight so air cannot enter the fuel system.

The careful selection of line routing cannot be overemphasized. Avoid excessively long runs.

Minimize the number of connections, sharp bends, or other features that could lead to air trapping,excessive resistance to flow, or waxing of fuel in cold conditions.

The supply and return lines must extend to the low level of useful tank volume. Extending thereturn line to this level prevents siphoning of fuel on the supply side back to the tank.

The fuel supply line must be above the bottom of the tank to ensure that dirt and sediments are notdrawn into the fuel system. Allow 5% clearance volume above the bottom of the tank.

The supply and return lines must be well supported within the tank. Cracks on the supply sidecan cause the entrance of air and a subsequent loss of power. The supply and return lines mustbe separated by at least 12 in. inside the tank to prevent mixing of hot return fuel with cold intank fuel.

The supply line should be at the center of the tank to compensate for angular operation (seeFigure 8-2).

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8.2.4.2 Material

DDC does not approve the use of copper tubing because copper becomes brittle due to coldworking when subjected to vibration. Plastic lines must be made of a reinforced plastic suitablefor diesel fuel applications.

Flexible hosing must be resistant to fuel oil, lubricating oils, mildew, and abrasion, and must bereinforced.

The lines must withstand a maximum suction of 24.6 in. Hg (850 mBar) without collapsing, apressure of 6.90 bar (100 psi) without bursting, and temperatures between -40°C (-40°F ) and149°C (300°F).

8.2.4.3 Size

The fuel supply lines must be 10 mm ID or larger. The return lines must be 10 mm ID or larger.The minimum nominal diameter must be 12 mm ID (0.5 in.) if the pipe lengths exceeds 6 m.The restrictions imposed between the tank and fuel supply pump inlet determine the requiredfuel supply line diameter.

The determinant of fuel line size is the restriction measured at the inlet of the engine. Themaximum allowable inlet restriction is 24.6 in. Hg (850 mBar) for all applications.

8.2.5 OPTIONAL DEVICES

The optional devices for the fuel system that may be used are a fuel cooler and a fuel waterseparator.

8.2.5.1 Fuel Cooler

If the engine fuel inlet temperature exceeds 80°C (176°F) under anticipated operating conditions,a fuel cooler is required.

8.2.5.2 Fuel Water Separator

A fuel water separator is not provided as standard but may be installed if desired. It may notexceed the maximum restriction of 600 mBar (17.7 in. Hg).

8.3 FUEL SELECTION

The quality of fuel used is a very important factor in obtaining satisfactory engine performance,long engine life, and acceptable exhaust emission levels. For information on fuel selection, referto DDC publication 7SE270, “Lubricating Oil, Fuel and Filters.”

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9 LUBRICATION SYSTEM

Section Page

9.1 LUBRICATION SYSTEM DESCRIPTION ............................................... 9- 3

9.2 LUBRICATION OIL SELECTION ............................................................ 9- 6

9.3 LUBRICATION FILTER ........................................................................... 9- 6

9.4 ENGINE COMPONENT OIL SUPPLY REQUIREMENTS ...................... 9- 7

9.5 INSTALLATION REQUIREMENTS ......................................................... 9- 8

9.6 COMPONENT OPTIONS ........................................................................ 9-10

9.7 OPERATION AND MAINTENANCE ........................................................ 9-12

9.8 OIL FILTER CONFIGURATION .............................................................. 9-12

9.9 OIL CENTRIFUGE .................................................................................. 9-12

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9.1 LUBRICATION SYSTEM DESCRIPTION

The MBE 900 engine features a full-flow filtered, pressurized lubricating oil system. The systemincorporates various valves and restricted orifices to optimize the oil flow. External piping andplumbing is kept to a minimum to avoid oil leakage.

The lubricating system consists of the following components:

□ Oil pump

□ Pressure regulator valve

□ Pressure relief valve

□ Oil filters

□ Oil filter adaptor

□ Oil cooler

□ Oil level dipstick

□ Oil pan

□ Ventilation

A schematic of the MBE 900 lubricating system is shown in the following illustration (see Figure9-1).

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Figure 9-1 Typical MBE 900 Lubrication System Schematic

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An internal tooth gear pump is mounted to the bottom front of the engine block and direct drivenby the crankshaft at 1.49 times engine speed. The location of the oil sump pickup tube varieswith oil pan choice.

Oil leaving the pump is routed through the oil cooler to the full flow filters and bypass passage,then into the main oil gallery in the cylinder block. From there, oil is distributed to the crankshaft,rods and pistons, camshaft bearing saddles and caps, the accessory drive, and the water pumpdrive. Oil spray nozzles are installed in the block, which provide a continuous spray of oil to theunderside of the pistons. From the main gallery, oil is routed to passages in the cylinder head,which deliver oil to the valve train components, and injector followers. Drains from the headreturn oil to the pan. Oil for gear train components at the front of the engine is fed throughdrilled holes out of the main gallery. The shafts and bearings of the accessory drive are fedthrough the gallery (see Figure 9-2).

Figure 9-2 Typical MBE 900 Lubrication System

There are a wide variety of options for location of gage, fill and breather components.

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9.2 LUBRICATION OIL SELECTION

The selection of the proper lubricating oil is important for achieving the long and trouble-freeservice Detroit Diesel MBE 900 engines are designed to provide. For more information onlubricating oil selection, refer to DDC publication 7SE270, “Lubricating Oils, Fuel, and Filters,”available on the DDC extranet

9.3 LUBRICATION FILTER

The MBE 900 engine has a vertical oil filter attached to the engine (see Figure 9-3).

Figure 9-3 Vertical Oil Filter

When the engine is installed, the lubricating oil filter and the oil drain plug in the oil pan must beeasily accessible (see Figure 9-4).

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Figure 9-4 Engine Oil Drain Plug, Oil Pan

The micron rating of the oil filters used on the MBE 900 engine is given in DDC publication7SE270, “Lubricating Oils, Fuel, and Filters” available on the DDC extranet.

9.4 ENGINE COMPONENT OIL SUPPLY REQUIREMENTS

There are also components mounted externally on the engine which are lubricated by theengine lubrication system. These are the turbocharger, air compressor, and customer suppliedcomponents such as alternators, vacuum pumps, fan clutch, etc.

9.4.1 TURBOCHARGER LUBRICATION

A pipe from the side of the oil filter housing supplies the oil to the top of the turbocharger bearinghousing. The oil travels downward through the bearing housing and exits at the bottom, where asecond pipe returns the oil to a boss on the lower crankcase of the engine block.

9.4.2 AIR COMPRESSOR LUBRICATION

The air compressor receives its oil supply from a gallery in the engine block. The oil lubricatesthe fuel pump splined drive (if equipped), the compressor crankshaft and rod bearings, cylinderwalls and returns to the sump through the compressor drive opening in the rear of the gear case.There is no external oil supply or return line.

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9.5 INSTALLATION REQUIREMENTS

If any supplemental filtration systems are used or an oil sampling valve is desired, the followinginstallation requirements should be met.

9.5.1 SUPPLEMENTAL FILTRATION SYSTEMS

Bypass filters and other aftermarket supplemental filtration systems may be used, but are notrequired with MBE 900 engines. These systems must not replace the factory-installed system norreduce oil volumes, pressures, or flow rates delivered to the engine.

9.5.1.1 Remote Mount Supplemental Oil Filters

Consult DDC Application Engineering before using remote mount supplemental oil filters.

NOTE:Engine oil degrades during normal operation. The use of remote bypass filter systemsdoes not address oil degradation and should not be used to solely extend oil drainintervals.

See Figure 9-5 for remote mount filter options.

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Figure 9-5 Remote Mount Bypass Filter Options

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9.5.2 OIL SAMPLING VALVE

Customers that perform regular oil sampling tests may request a permanent oil sampling valve formore convenient service. Detroit Diesel has a provision for an oil sampling valve to be installedon the MBE 900 engine on the oil cooler cover (see Figure 9-6).

Figure 9-6 Oil Sampling Valve Attachment Point

9.5.3 MECHANICAL OIL PRESSURE GAUGES

There are several oil tap locations that may be used with a mechanical pressure gauge. Thepreferred oil tap locations to be used for this purpose are along the right side of the engine block.This is the main oil gallery in the engine, from which all oil is distributed throughout the engine.Details of these hole sizes are shown on the installation drawings.

9.6 COMPONENT OPTIONS

The following component options are available for the MBE 900 engine.

9.6.1 OIL CHECKS AND FILLS

Detroit Diesel has a variety of pre-calibrated dipstick and tube assemblies for all oil sumpconfigurations. These parts may be specified with the engine or purchased separately fromthe Parts Distribution Center. When the same engine configuration is used in more than oneinstallation, where the installation angles may vary, it is critical that the proper oil gauge isused for each variant.

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Detroit Diesel also provides a variety of oil fill options at various locations on the engine. Arocker cover oil fill is standard on all MBE 900 engines. Side-mounted tube fill options arealso available, as well as an adapter for OEM-installed fill tubes. If appropriate check and filloptions are not shown for your particular installation, please consult with your applicationsengineer for new and/or alternative designs.

9.6.2 OIL SUMPS

Various oil sump configurations and may be seen in the “Options” chapter (refer to section 16).For application guidelines on the use of the various sumps, please contact DDC applicationsengineering.

9.6.2.1 Installation Requirements for Oil Sumps

The angularity limits for the standard configuration front and rear sumps are 27 front and rear,and 21 side to side. Consult DDC applications engineering for angularity on optional oil sumpconfiguration.

9.6.3 OIL IMMERSION HEATERS

Oil immersion heaters may be installed in any MBE 900 engine oil sump. These heaters should beinstalled in a sump port that is constantly submerged in oil. Preferably, the lowest opening in theside of the pan above the drain port. Care must be taken in the selection of heaters to ensure theydo not interfere with other components installed in the pan, such as the sump pickup or oil levelsensor. Straight heater elements do not present any interference problems with sump pickups. Toensure maximum performance and avoid interference problems, heater elements that bend or curlaway from the axis of the installation hole are not recommended.

Oil immersion heaters perform best when energized immediately after engine shutdown, whilethe oil is still warm. This practice will minimize the possibility of coking the oil on the heaterelement. Elements are most susceptible to oil coking when used on a cold engine. The powerdensity of the heater element should be kept below 4 Watts per square centimeter, to prevent oilcoking in extreme cold conditions.

9.6.4 ENGINE OIL LEVEL SENSOR

An optional Engine Oil Level Sensor (EOL Sensor) is available in most oil pan configurations.Please contact your DDC applications engineer for the most current listing of EOLSensor-compatible oil pans. The sensor is installed at DDC and requires no subsequent calibrationor maintenance. All wiring for this sensor is also factory-installed at DDC. Operation of the EOLSensor is described in more detail in the MBE Electronic Controls Applications and Installationmanual (7SA822).

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9.7 OPERATION AND MAINTENANCE

The following must be considered for proper operation and maintenance.

9.7.1 FIRST TIME START

MBE 900 engines are shipped from the factory with full oil filters and a minimal amount of oilin the sump. The engine needs to be filled with oil to its high limit previous to a first time start.Refer to the performance curves for engine lubricant capacity. The oil level should be verifiedafter the entire engine installation is complete, to avoid false readings from incorrect angularityduring the initial fill.

9.7.2 OIL LEVEL MEASUREMENTS

Oil level should always be checked with the vehicle or apparatus on level ground, and anyride-height altering controls set to their rest positions. A minimum wait of ten minutes after engineshutdown is required to achieve an accurate oil level measurement. A twenty minute wait aftershutdown is recommended to allow the oil to fully drain back to the pan from the overhead space.

9.7.3 USED OIL ANALYSIS

Please refer to the Technician's Guide of Used Lubricating Oil Analysis (7SE398) for a detailedprocedural description and interpretation of analysis results.

9.7.4 OIL DRAIN INTERVALS

For information on oil drain intervals, refer to DDC publication 7SE270, “Lubricating Oils, Fuel,and Filters” available on the DDC extranet.

9.8 OIL FILTER CONFIGURATION

There are no optional full flow oil filter configurations, substitutions or mounting arrangementsapproved for use on the MBE 900 engine.

9.9 OIL CENTRIFUGE

All EPA 2004 certified engines require an oil centrifuge. This centrifuge must be located in aserviceable location for maintenance intervals. The centrifuge can be engine-mounted on thesix-cylinder engine.

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10 ELECTRICAL SYSTEM

Section Page

10.1 ELECTRICAL SYSTEM DESCRIPTION ................................................. 10- 2

10.2 INSTALLATION GUIDELINES ................................................................ 10- 3

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10.1 ELECTRICAL SYSTEM DESCRIPTION

The purpose of the electrical system is to provide the electrical energy required to start and run theengine. The electrical system (see Figure 10-1) typically consists of the following components:

□ Cranking motor and solenoid

□ Battery charging alternator (Alternator)

□ Voltage regulator (generally integral to the alternator)

□ Storage battery(s)

□ Ignition switch

Figure 10-1 Engine Electrical System

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The battery stores electrical energy. The cranking motor converts electrical energy from thebattery into mechanical energy, then transfers the mechanical energy to the engine as a rotationalforce. The alternator converts rotational energy from the engine to electrical energy. Thiselectrical output of the alternator is transferred to the battery where it is stored for later use. Thewiring links the battery to the starter and the alternator to the battery.

10.2 INSTALLATION GUIDELINES

The engine electrical system with properly matched parts provides a balanced system whichshould meet all operating requirements.

10.2.1 BATTERY

The battery is a device for storing electrical energy and converting chemical energy into electricalenergy. Four basic type of batteries are currently available:

□ Filler cap batteries

□ Semi-maintenance free batteries

□ Maintenance-free batteries

□ Deep cycle batteries

10.2.1.1 Filler Cap Batteries

Filler cap batteries are lead-acid with a high degree of antimony in the grid alloy. These batteriesrequire frequent servicing especially adding water, and cleaning salts and corrosive depositsfrom the terminal posts.

10.2.1.2 Semi-maintenance Free Batteries

Servicing is reduced in the semi-maintenance free batteries due to reduced amount of antimonyin the grid alloy. Water must still be added periodically. Salt and corrosive deposits must becleaned from the terminal posts.

10.2.1.3 Maintenance-free Batteries

Maintenance-free batteries use lead-calcium grid construction without antimony. These batteriesnever need water. Terminal posts do not tend to accumulate salt and corrosive deposits since thereare no filler caps to leak acid fumes, so cable inspection and cleaning are infrequent.

10.2.1.4 Deep Cycle Batteries

Deep cycle batteries are used for applications like electric drive carts, and are not recommendedfor engine starting.

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10.2.1.5 Battery Capacity

The minimum battery capacity recommended for acceptable engine cranking is listed in Table10-1.

Minimum Battery Ratings

SAE Cold Cranking AMPS (CCA) @ 0°F(-17.8°C)

Engine Model System Voltage

Above 32°F (0°C) Below 32°F (0°C)

12V 1250 1600MBE 900

24V 626 800

Table 10-1 Minimum Battery Capacity for Acceptable Engine Cranking

10.2.1.6 Battery Mounting and Location

Battery mounting boxes, or carriers support the batteries and protect them from excess vibration,road splash and other environmental conditions. The battery carrier may be heated or cooled tokeep the battery at optimum operating temperature, 27°C (80°F).

The recommended battery carrier designs are:

□ Top crossbar

□ Top mid-frame

□ Top picture frame

□ Angled J-bolt

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See Figure 10-2.

Figure 10-2 Battery Retainers

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To avoid injury from battery explosion or contact with batteryacid, work in a well-ventilated area, wear protective clothing,and avoid sparks or flames near the battery. Always establishcorrect polarity before connecting cables to the battery orbattery circuit. If you come in contact with battery acid:

□ Flush your skin with water.

□ Apply baking soda or lime to help neutralize the acid.

□ Flush your eyes with water.

□ Get medical attention immediately.

The battery should be located away from flame or spark source, road splash, and dirt but as closeas possible to the starting motor. The battery should be located in a place with minimum vibrationand easy access for visual inspection and maintenance.

Batteries mounted between frame rails, either inside or above the rails, experience minimumvibration. Batteries mounted outside, but close and parallel to frame rails, experience greatervibration. Both of these locations are recommended for all applications. Cantilever batterymountings are not recommended.

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10.2.2 CRANKING MOTOR

The cranking motor is bolted to the flywheel housing. See Figure 10-3.

NOTICE:

To prevent excessive overrun and damage to the drive andarmature windings, the switch should be opened immediatelywhen the engine starts. A cranking period should not exceed 30seconds without stopping to allow the cranking motor to cool for atleast two minutes.

1. Control Cable 3. Cranking Motor

2. Starter Cable 4. Solenoid

Figure 10-3 Typical Cranking Motor Mounting

When the engine start circuit is closed, a drive pinion on the armature shaft engages with the teethon the engine flywheel ring gear to crank the engine. When the engine starts, it is necessary todisengage the drive pinion to prevent the armature from overspeeding and damaging the crankingmotor. To accomplish this, the cranking motor is equipped with an overrunning clutch within thedrive pinion. The cranking motor drive pinion and the engine flywheel ring gear must be matchedto provide positive engagement and to avoid clashing of the gear teeth.

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The starter motor armature is supported by three centered bronze bearings located, one each, inthe nose and intermediate housings, with one in the commutator end cap. See Figure 10-4.

1. O-ring 10. Shift Mechanism (Totally Enclosed)

2. End Cap (Removal for Inspection) 11. Two-piece Housing

3. Bronze Bearing 12. O-ring

4. Connector Strap 13. Bronze Bearing

5. Gasket 14. Heavy-duty Drive Overrunning Clutch

6. Low Friction Bushing 15. Bronze Bearing

7. Seamless, One-piece Solenoid Case 16. O-ring

8. O-ring 17. Shaft Seal

9. Sealing Boot 18. One-piece Brush

Figure 10-4 Typical Cranking Motor Cross-section

Excessive engine cranking may cause the starter to overheat and may reduce its life.

Cranking time should not exceed 30 seconds, with a two minute cool down interval betweencranking periods.

10.2.3 ALTERNATOR

The battery-charging alternator provides a source of electrical current for maintaining the storagebattery in a charged condition. The alternator also supplies sufficient current to carry any otherelectrical load requirements up to the rated capacity of the alternator.

Modern battery charging alternators are three phase AC machines with solid state, self-containedrectifiers and regulators. Even though these alternators are referred to as “one wire systems", aseparate ground return line should be used from the alternator to the battery.

The MBE 900 alternator is typically front-mounted and driven Refer to section for accessorydrive information.

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Because the regulator is contained within the alternator, relying on the frame for ground returncan result in incorrect voltage sensing by the regulator and, as a result, incorrect alternator output.

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See Figure 10-5 for parts of the battery charging alternator.

1. Alternator Bracket 8. Ground Terminal

2. Wiring Harness 9. Indicator Light Terminal

3. Lower Alternator Mounting Nut 10. Upper Alternator Mounting Bolt

4. Washer 11. Mounting Strap

5. Output (BAT) Terminals 12. Strap Mounting Bolt

6. Spacer 13. Alternator

7. Lower Alternator Mounting Bolt

Figure 10-5 Typical Alternator and Related Parts Location

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10.2.3.1 Alternator Mounting

A Typical alternator is now head-mounted. A belt tensioner is used to keep the drivebelt in propertension. The typical mounting assembly includes a mounting bracket that matches the alternatormounting bolts, an adjusting strap and the associated hardware.

The following guidelines are provided for correct alternator mounting:

NOTICE:

Do not mount the alternator near the exhaust manifold. Mountingnear the exhaust manifold could overheat the alternator and theregulator.

□ A mounting location close to the engine block minimizes mounting bracket overhang.

□ A mounting location not subject to resonant vibration is best.

□ The alternator mounting assembly should support the alternator rigidly so that the alternatorpulley grooves are in the same plane as the driving pulley grooves on the engine. Provisionmust be made for belt tension adjustment.

□ Drive and driven pulleys must be in parallel and angular alignment to prevent short beltlife or loss of belt.

□ Anchor the adjusting strap and mounting brackets to a rigidly fixed heavy section. Motionbetween the mounting bracket and adjusting strap can create an unacceptable vibration.

Incorrect mounting can result in:

□ Improper alignment of pulleys

□ Excessive vibration of mounting assembly components

Improper alignment of pulleys causes excessive belt or pulley wear. Society of AutomotiveEngineers (SAE) recommended practice should be followed with respect to pulley alignmentand tolerances. The pulley groove must be concentric with the bore and the pulley should beadequately balanced. Fabricated sheet metal pulleys are not recommended for applications withheavy belt loads. Belt resonance will result in short belt life. Contact the belt manufacturer ifbelt resonance is a problem.

Excessive vibration of mounting assembly components can cause failure of the mounting bracket,the adjusting strap, the alternator mounting lugs, or other alternator components. An effectivebracket must stay firmly attached to the engine.

10.2.4 GROUNDING REQUIREMENTS

The preferred method of ground return is to use a copper cable from the ground side of thecranking motor or alternator back to the battery. The cable size should be the same as the supplycable coming from the battery. When calculating the correct cable size, the distance from thebattery to the cranking motor or alternator as well as the ground return distance must be usedto determine the total cable resistance or system voltage drop.

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10.2.5 WIRING

Cables and wiring are an important part of the electrical system which is often overlooked orneglected.

The cables are the highway on which the electrical energy travels.

Just one faulty or dirty connection can reduce electrical energy transfer just as surely as trafficon a modern four lane highway that is narrowed to one lane. As long as traffic is light there isno problem but during rush hour it is quite different. Cranking the engine on a cold morningwith a faulty or dirty connection which restricts the flow is the same as rush hour on a suddenlyreduced highway.

10.2.5.1 Guidelines for Electrical Wiring

Guidelines for electrical wiring start with determining the vehicle or chassis type, system voltage,starting motor type, batteries used and location. That information is then used to determineproper routing, cable length and size, insulation, terminals, routing clamps, loom or conduitrequirements and connections.

Use for following guidelines for electrical wiring:

□ Rope stranded copper cable is recommended for #0 or larger cable sizes because of itsadded flexibility.

□ A full copper circuit is recommended for all installations because it maintains the lowestresistance and is the most trouble free.

□ Good cable routing is not too tight or loose, is properly supported, and avoids excessiveheat, abrasion and vibration.

□ Conduit or loom should be considered to protect cable where extreme heat or abrasioncannot be avoided.

□ Die-cast lead alloy terminals are recommended for post-type batteries.

□ Sealed terminals are recommended where sealed terminal batteries are available.

□ Ring terminals are not recommended for battery connections but are recommended forother connections.

□ Clamps should be used to support the battery cable every 24 in., and to relieve strain atbattery and motor terminals, around corners and other stress points.

□ External or internal tooth lock washers are not recommended for battery cable electricalconnections.

□ Frame area where ground connection is made should be stripped of paint and tinned toprevent corrosion.

□ Recommended battery cable connections to the frame have hardened steel flat washerswith a locking nut.

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10.2.5.2 Cable Loss Test Procedure

Correct sizing and installation can be checked by measuring voltages. Once you have thevoltages: Battery Voltage minus Motor Voltage equals Cable Loss.

NOTE:If the system to be tested normally operates on straight 24 V it will be necessary totemporarily reconnect the system to 12 V. If the system is a combination 12/24 V systemusing a series-parallel switch or a T/R alternator, do NOT use this procedure. The circuitresistance method should be used.

One (1) good 12 V battery is all that needs to be connected in the battery box. Reconnect back to24 V before using the vehicle. Do not connect a carbon pile to a 24 V source.

Reconnect a straight 24 V system to 12 V as follows:

1. Disconnect all batteries in the 24 V box.

2. Mark cable ends.

3. Connect the incoming positive (+) cable to the positive (+) terminal of one 12 V battery.

4. Connect the negative incoming cable (ground) to the negative (-) terminal of the samebattery. Now the battery system is 12 volts. Repeat if there is a second battery box.

Measure voltages for correct sizing as follows:

1. Tighten nuts holding battery cables to solenoid and starter terminals.

NOTE:Solenoid “BAT” terminal is at battery voltage when batteries are connected.

2. Connect the positive carbon pile lead to the starter solenoid “BAT” terminal. Connect thenegative lead to the starter ground terminal.

3. Connect the battery cables within the battery box and tighten to specification.

4. Adjust the load to 500 amps (250 amps if a 24 V system).

5. Quickly measure voltage of a connected battery (measure at a terminal nut or actual post).

6. Turn off load, allow carbon pile to cool.

7. Connect voltmeter to the solenoid “BAT” terminal and starter ground. Connect directlyto terminals, not to load clamp.

8. Adjust load to 500 amps (250 amps if a 24 V system).

9. Measure motor voltage.

10. Turn off load.

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10.2.5.3 Measuring Circuit Resistance

To measure cranking circuit resistance, disconnect positive and negative cables at the battery.Install a galvanometer or precision ohmmeter (0.0001 ohms resolution) and read the resistance.resistance should be less than the maximum allowable for this system. If the measurementexceeds the maximum values (see Figure 10-6). corrective measures such as cleaning theconnections, reducing the number of connections, or increasing wire gage will have to be taken.

Figure 10-6 Cable Resistance

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10.2.5.4 Calculating Circuit Resistance

If a galvanometer is not available, circuit resistance may be estimated as follows:

1. Measure the total length of the cable from the battery to the starter and back to the battery.

2. Use the chart (see Figure . 10-6) to estimate cable resistance.

3. Count the number of connections in circuit.

4. Multiply the number of connections by 0.00001 ohms.

5. Add this number to the cable resistance number found in step 2. Also add 0.0002 ohmsfor any contactors in the circuit.

6. If this total resistance exceeds the value listed in Table 10-2, corrective action must betaken.

Magnetic Switch and Series-Parallel Circuit Circuit Resistance

12 V system 0.048 ohm

24 V system 0.10 ohm

Solenoid Switch Circuit

12 V system 0.0067 ohm

24 V system 0.030 ohm

Starting Motor Circuit

12 V system 0.0012 ohm

12 V high output system 0.00075 ohm

24 V system 0.002 ohm

Table 10-2 Maximum Circuit Resistance

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11 MOUNTING SYSTEM

Section Page

11.1 MOUNTING SYSTEM DESCRIPTION ................................................... 11- 2

11.2 SOLID MOUNTING SYSTEMS ............................................................... 11- 5

11.3 FLEXIBLE MOUNTING SYSTEMS ......................................................... 11- 6

11.4 INSTALLATION CHECK LIST ................................................................. 11- 9

11.5 ENGINE SUPPORT ................................................................................ 11-10

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11.1 MOUNTING SYSTEM DESCRIPTION

The purpose of the engine mounting system is to keep the transfer of engine vibrations to thesupporting structure at the lowest level possible. This section describes the functions, design, andapplication for the mounting system of a Detroit Diesel MBE 900 engine.

The major functional requirements of an engine mounting system are:

□ To control and reduce the engine motion

□ To control external forces during shock or transient conditions to prevent physical contactbetween the engine and the application

□ To limit the bending moments at the cylinder block-to-flywheel housing within themaximum values specified for the engine and application

Flexible mounts, solid mounts, and a combination of the two types of mounts represent thedifferent mounting system configurations.

Flexible mountings enable the supporting structure to be isolated from engine vibration.

Solid mountings are used when the movement of an engine with flexible mounts is not acceptable.

A combination of solid and flexible mountings may be used based on the relationship requiredbetween the engine and the machine.

The vibration characteristics of the total installation will depend on the combined weight of theengine and installation, and on the rigidity of the mounting system.

Most mount manufacturers have computer analysis programs which determine the proper mountsfor specific applications.

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11.1.1 THREE-POINT MOUNTING

Three-point mounting is based on the principle that three points define a plane and thereforeengine block and driven machinery twisting will not occur. Three point mounting is recommendedfor on-highway and rough terrain mobile applications, but it can also readily be used in stationaryapplications. It is accomplished with one mounting point at the front and two at the rear. The frontmount provides support vertically and transversely but will not restrain torsionally or axially, sowithin certain limits no twisting loads can be induced. Some MBE 900 engine flywheel housingshave mounting pads. At the rear of the engine a bracket is attached to each side of the flywheelhousing with the driven mechanism flange mounted to the engine. A standard design front mountprovides two attaching points which are close enough together and are considered a single point.

See Figure 11-1 for a three–point mounting with rear brackets and the bending moment less than1000 ft lb at the rear face of the cylinder block (RFB).

Figure 11-1 Three–point Mounting with Rear Bracket

The rear mounts should restrain motion in all six degrees of freedom and provide for thenecessary torque reaction. Isolation mounts can be used under both front and rear mountingbrackets if desired.

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11.1.2 FOUR-POINT MOUNTING

Four-point mounting is more suitable for stationary applications like generator sets, aircompressors, irrigation pumps, etc. in which dynamic frame or base bending is not expected tooccur. MBE 900 engine blocks have mounting pads on each side so that four mounting bracketscan be applied. Some MBE 900 engine Flywheel housings also have mounting pads. Sometimesthe rear mounts are attachable to the sides of the driven component, but this depends on theresulting bending moment at RFB. The four-point mounting system is readily adaptable toapplying resilient mounts. SeeFigure 11-2.

Figure 11-2 Four–point Mounting with Front and Rear Bracket Sets

NOTE:When installing and securing four–point mounts, ensure alignment and shimming is donefirst and that no twisting or binding can occur. Ensure all bolt holes available are utilized.Use high grade bolts and flat washers and apply recommended torque to secure mountsflat and square to the engine and its foundation.

NOTICE:

Ensure the bolts are torqued correctly. Inadequately torqued boltswill cause fretting and wear under the bolt heads. The subsequentlooseness will cause the unit to vibrate excessively.

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11.2 SOLID MOUNTING SYSTEMS

Solid mounting is typically used for loads that can cause engine block distortion. Solid mountsare not normally recommended.

In any solid mounting arrangement, consider the following :

□ Make the mounting brackets and mounting base as rigid as possible.

□ Alignment of the engine and the machine being driven must be carefully controlled tominimize loading on the coupling, flywheel, and flywheel housing. If the assembly isremote mounted and shaft driven with a coupling, check for face run out to 0.002 in.on each flange apart. With flanges together a 0.005 in. gap is permitted for angularmisalignment. Concentricity, also checked with dial indicators, should be good within0.005 in. Make adjustments by shimming under one or more of the solid mounts.

□ Use isolators for instruments, radiators, etc. attached to the top of the subbase to preventdamage caused by the vibrations that are transferred through the solid engine mounts.

□ All mounting components must be strong enough to withstand the dynamic loadingsassociated with the application.

□ Control the bending moment at the rear of the cylinder block by placement of the rearmount or cradle (refer to section11.5).

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11.3 FLEXIBLE MOUNTING SYSTEMS

Flexible mountings enable the supporting structure to be isolated from engine vibration.

In any flexible mounting arrangement, consider the following requirements;

□ The selected mounts must be rated to support the static and dynamic loads calculatedfor each mount.

□ The mountings should protect the engine from any stresses caused by flexing and distortionof the machine frame.

□ All mounting components must be strong enough to withstand the dynamic loadingsassociated with the application.

□ The mountings must isolate the application from engine vibration at all engine speeds.

11.3.1 FLEXIBLE MOUNT SELECTION

The easiest method to obtain the correct resilient mounts is to contact one of the manymanufacturers of resilient mounts. They have computer programs that will come up with theright mounts for the application. However you still have to be prepared to furnish them thenecessary information as follows:

1. Name and description of the application and usage anticipated. This includes:

[a] Stationary or mobile

[b] On- or off-highway

[c] Engine model

[d] Number of cylinders

[e] Four-cycle

[f] RPM of operation including idle speed

[g] Configuration

[h] Firing order

[i] Crankshaft arrangement

[j] HP and torque

2. Total weight of engine plus driven components or their individual weights.

3. Center of gravity, x,y, and z of each component individually or combined.

4. Moments of inertia Ixx, Iyy, Izz about the center of gravity (CG) if known. Otherwise adimensional drawing of the engine is needed to make an estimate.

5. Mounting pad positions x,y, and z relative to RFB and crankshaft centerline.

6. Desired amount of isolation if known, usually a minimum of 90%, and 96-98% forgenerators in buildings.

7. Any expected shock or impact loads described in g's and direction.

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8. Closest point x,y, z and (clearances to machine members).

9. Any external forces, such as belt and chain drives, their direction and position.

10. Any environmental conditions such as temperature highs and lows, chemical or oilexposures, etc.

For common, non shock load applications the general procedure for self selection of mountshas two possible methods:

□ Method A: Select a type of mount that supports the load from the supplier catalog and thencalculate its isolation capability.

□ Method B: Specify the isolation desired and calculate the mount characteristics required toobtain this. Then select the mount from the catalog.

For more details and formulas to use in your calculations, refer to Barry Controls bulletin IOEM1,or Lord Manufacturing bulletin PC2201o. The suitability of the selected mounts should stillbe confirmed with the manufacturer. Detroit Diesel assumes no responsibility for the resilientmounting system performance.

11.3.1.1 Method A

Select a type of mount that supports the load from the supplier catalog.

1. Determine the location of center of gravity (CG) of the engine and transmission package.

2. Calculate the reaction forces at each mount using the weight and CG. Some mountmanufacturers include safety factors up to three times the mount load rating, to allow forforces due to engine torque and rugged terrain, so weight only is normally sufficient to usefor this calculation. However, if the power package will be subject to low gear, high torqueoperation, then the force due to torque must be added. Consult the manufacturer to be sure.

3. Refer to the mount tables in the catalog that suits the application and the environmentalconditions. There may be more than one suitable reference table.

4. From your table of choice, select a mount that is within the load range. There may beseveral suitable mount models.

5. Using the deflection value (K) from the table or accompanying load vs. deflection charts,and the weight (W) at the mounting point, calculate the natural frequency (Fn) of thatmount.

6. Determine what the prominent disturbing frequencies (Fi) of the input source are. Theengine is usually first but consider other known disturbing orders as well as the terrain(bumpy). If the engine speed varies, use the lowest speed setting as well as the normalsteady running speed. Calculate Fi/Fn. If it is greater than the mount system isin the isolation range. If Fi/Fn is less than it is in the amplification range and may

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not be suitable. If Fi/Fn is close to 1.0, it is close to resonance and should not be usedat all. See Figure 11-3.

Figure 11-3 Transmissibility

11.3.1.2 Method B

Specify the isolation desired and calculate the mount characteristics required then select themount from the catalog.

1. Establish a desired isolation requirement (I). 80% isolation efficiency or 0.8 is acceptable.

2. Determine transmissibility (T). T = 1.0 – I. In this case, T = 1.0 – 0.8 = 0.2

3. Determine Fn by the following formula:

4. With this Fn determine spring rate needed (K) from the formula where M= W/g, W/g = weight at the mount point/gravitational constant.

5. Refer to the catalog for the desired mount that has that spring rate, or close to it. Recheckits suitability by repeating the steps in Method A.

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11.4 INSTALLATION CHECK LIST

To ensure proper installation of the isolators, DDC has found several common problems to checkfor upon completion. The most important items are:

1. Based on the engine support calculation, ensure that the load capacity of the isolator isadequate at each location.

2. When applicable, ensure that the space between the mount and structure is enough toprevent "shorting" of the isolator.

3. Ensure that there are no sound-shorts: direct contact of the engine with other components(brackets, pipes, etc.) which are rigidly attached to the frame/applications.

4. For mounting systems other than three-point the load at each mount should be balanced oradjusted to prevent excessive loads at the mountings and high engine vibration levels.

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11.5 ENGINE SUPPORT

See Figure 11-4 to determine the distance of rear mounts to achieve a zero bending moment at therear of the cylinder block.

Figure 11-4 Distance of Rear Mounts for Zero Bending Moments

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See Figure 11-5 to determine the bending moment at the rear of the cylinder block when enginemount locations are fixed.

Figure 11-5 Bending Moment for Fixed Mounting System

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12 TORSIONAL ANALYSIS

Section Page

12.1 OVERVIEW ............................................................................................. 12- 2

12.2 MASS ELASTIC ...................................................................................... 12- 2

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TORSIONAL ANALYSIS

12.1 OVERVIEW

Every MBE 900 engine must have a torsional analysis done. Torsional vibration calculations maybe performed using mass elastic data. Separate mass elastic diagrams for each engine size as wellas a flywheel inertia table and a damper/pulley table (both listed by part number) will allow forall possible engine/flywheel /damper & pulley combinations.

The forms to request a torsional analysis may be found at the end of this chapter.

12.2 MASS ELASTIC

MBE 900 specific mass elastic data is available. This data can be requested from DDC for specialuse. Mass elastic system data is confidential and must be handled with care. To request thisinformation contact DDC Application Engineering.

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MBE 900 APPLICATION AND INSTALLATION

13 ENGINE ELECTRONIC CONTROLS

Section Page

13.1 OVERVIEW ............................................................................................. 13- 2

13.2 PLD-MR – ENGINE-RESIDENT CONTROL UNIT ................................. 13- 3

13.3 VEHICLE CONTROL UNIT — ON-HIGHWAY ........................................ 13- 4

13.4 VEHICLE INTERFACE HARNESS ......................................................... 13- 7

13.5 ENGINE HARNESS ................................................................................ 13- 9

13.6 SYSTEM SENSORS ............................................................................... 13-11

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13.1 OVERVIEW

MBE Electronic Controls requires several electronic control units and their harnesses.

The engine control system monitors and determines all values which are required for the operationof the engine. The enigne-resident control unit is the PLD-MR.

The vehicle control system monitors the vehicle systems. The vehicle control system broadcastsall information on the J1587 and J1939 Data Links, where it can be read by minidiag2 Thedifferent vehicle control system modules are:

□ Vehicle Control Unit (VCU) for on-highway applications

□ ADM2 for construction and industrial applications

The harnesses connect the electronic control units to sensors and switches, injectors, andmiscellaneous application devices like throttle controls, instrument panel gages and lights.

For additional and in-depth information about MBE Electronic Controls, refer toMBE ElectronicControls Application and Installation (7SA822) available on the DDC extranet.

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13.2 PLD-MR – ENGINE-RESIDENT CONTROL UNIT

The PLD-MR monitors and determines all values which are required for the operation of theengine.

The PLD-MR control unit (see Figure 13-1 ) is located on the left-hand side of the engine.

Figure 13-1 PLD-MR Control Unit on Engine

The PLD-MR processes the data received from the Vehicle Control Unit (VCU) for enginecontrol management.

The data is then compared to the parameters stored in the PLD-MR.

From these data, quantity and timing of injection are calculated and the unit pumps are actuatedaccordingly through the solenoid valves.

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13.3 VEHICLE CONTROL UNIT — ON-HIGHWAY

The Vehicle Control Unit (VCU) is the interface between the PLD-MR and the truck for enginecontrol and manages other vehicle functions.

Figure 13-2 The Vehicle Control Unit

The OEM is responsible for mounting this part in a cab environment. The mounting bracket is theresponsibility of the OEM. There must be maximum physical separation of the VIH from othervehicle electrical systems. Other electrical system wires should ideally be at least three feet awayfrom the VIH and should not be parallel to the VIH. This will eliminate coupling electromagneticenergy from other systems into the VIH.

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The VCU also communicates over the J1587 and J1939 Data Links to the vehicle (see Figure13-3).

Figure 13-3 NAFTA Architecture

Within the VCU, sets of data for specific applications are stored. These include idle speed,maximum running speed, and speed limitation.

The VCU receives data from the operator (accelerator pedal position, switches, various sensors)and other electronic control units (for example, the anti-lock brake system, transmissioncontrollers).

From this data, instructions are computed for controlling the engine and transmitted to thePLD-MR via the proprietary datalink.

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13.3.1 GRID HEATER

The grid heater is driven by a load relay switched to supply voltage. The installation of a fusedhigh current, as well as the recommended monitoring of the load contact of the load relay, isthe responsibility of the vehicle manufacturer. A sticking load contact of the load relay can bemonitored via input 12/10, but there is no automatic power cut off. If a sticking load contactoccurs, the grid heater control lamp will flash and the grid heater load circuit must be switched offmanually.

13.3.1.1 Wiring the Grid Heater

The output (21/7) activates the grid heater control lamp. The output (15/10) activates the loadrelay for the grid heater. The digital input (12/10) can be used for monitoring the load contacts ofthe load relay. If the output is shut off, the relay is switched to the supply voltage or switched toground. See Figure 13-4.

Figure 13-4 VCU Grid Heater Wiring

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13.4 VEHICLE INTERFACE HARNESS

The VIH must contain the wires, fuses, relays, switches, connectors, and communication linknecessary to perform the aforementioned roles. The VIH must be completely detachable from theengine and all devices it connects to with locking weather-proof connectors. A schematic of anon-highway VIH is shown in the following illustration (see see Figure 13-5).

Figure 13-5 Typical MBE 900 On-highway Vehicle Interface Harness

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A schematic of an off-highway VIH is shown in the following illustration

Figure 13-6 Typical OM 900 Off-highway Vehicle Interface Harness

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13.5 ENGINE HARNESS

The Engine Harness (EH) facilitates the communication of engine sensor input to the PLD-MR(Figure 13-7 for non-EGR engines and Figure 13-8 for EGR engines).

Figure 13-7 A Typical OM 900 6–Cylinder Non-EGR Engine Harness

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The Engine Harness communicates by facilitating the receipt of inputs and output signalscontrolling the fuel injection process and engine speed.

Figure 13-8 Typical On-highway MBE 900 Six-cylinder Engine Harness — EGREngine

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13.6 SYSTEM SENSORS

System sensors provide information to the PLD-MR regarding various engine performancecharacteristics. The information is used to regulate engine performance, provide diagnosticinformation, and activate the engine protection system. See Figure 13-9 for the MBE 900 EHand sensor location.

1. Engine Oil Pressure/Temperature Sensor 5. Barometric Pressure Sensor

2. Engine Coolant Temperature Sensor 6. Camshaft Position Sensor (on camshaft)

3. Intake Manifold Pressure/Temperature Sensor 7. Crank Angle Position Sensor (on timing case)

4. Supply Fuel Temperature Sensor

Figure 13-9 Engine Sensor Harness and Sensor Location, MBE 900

NOTE:The 6–cylinder engine is shown; sensor locations are similar on the 4–cylinder engine.

NOTE:The Barometric Pressure Sensor (BARO Sensor) is integrated into the PLD-MR controlunit.

NOTE:The Engine Oil Level Sensor, if used, is located at the bottom of the oil pan.

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14 TECHNICAL DATA

This information is available on the DDC extranet.

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15 INSTALLATION DRAWINGS

Section Page

15.1 MBE 906 EGR ENGINE INSTALLATION DRAWINGS ........................... 15- 2

15.2 MBE 904 EGR ENGINE INSTALLATION DRAWINGS ........................... 15-10

15.3 OM 904 NON-EGR ENGINE INSTALLATION DRAWINGS .................... 15-18

15.4 OM 906 NON-EGR ENGINE INSTALLATION DRAWINGS .................... 15-26

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INSTALLATION DRAWINGS

15.1 MBE 906 EGR ENGINE INSTALLATION DRAWINGS

The drawing number for the 906 engine installation drawing is 23533357.

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15.2 MBE 904 EGR ENGINE INSTALLATION DRAWINGS

The drawing number for the 904 engine installation drawing is 23533358.

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15.3 OM 904 NON-EGR ENGINE INSTALLATION DRAWINGS

The drawing number for the OM 904 non-EGR engine installation drawing is 2350741.

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15.4 OM 906 NON-EGR ENGINE INSTALLATION DRAWINGS

The drawing number for the OM 906 non-EGR engine installation drawing is 2350742.

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16 OPTIONS

Figure 16-1 SK–11947 Series 900 Air Compressor (1 of 3) ................................................ 16- 3

Figure 16-2 SK–11947 Series 900 Air Compressor (2 of 3) ................................................ 16- 4

Figure 16-3 SK–11947 Series 900 Air Compressor (3 of 3) ................................................ 16- 5

Figure 16-4 SK-11951 Series 906 Exhaust Brake (1 of 4) ................................................... 16- 6

Figure 16-5 SK-11951 Series 906 Exhaust Brake (2 of 4) ................................................... 16- 7

Figure 16-6 SK-11951 Series 906 Exhaust Brake (3 of 4) ................................................... 16- 8

Figure 16-7 SK-11951 Series 906 Exhaust Brake (4 of 4) ................................................... 16- 9

Figure 16-8 SK-11958 Series 900 Flywheel SAE 2 (1 of 3) ................................................. 16-10

Figure 16-9 SK-11958 Series 900 Flywheel SAE 2 (2 of 3) ................................................. 16-11

Figure 16-10 SK-11958 Series 900 Flywheel SAE 2 (3 of 3) ................................................. 16-12

Figure 16-11 SK-11975 Series 900 SAE 2 Flywheel Housing (1 of 4) .................................. 16-13

Figure 16-12 SK-11975 Series 900 SAE 2 Flywheel Housing (2 of 4) .................................. 16-14

Figure 16-13 SK-11975 Series 900 SAE 2 Flywheel Housing (3 of 4) .................................. 16-15

Figure 16-14 SK-11975 Series 900 SAE 2 Flywheel Housing (4 of 4) .................................. 16-16

Figure 16-15 SK-11978 Series 904 Oil Pan, Flat Rear Sump (1 of 3) ................................... 16-17

Figure 16-16 SK-11978 Series 904 Oil Pan, Flat Rear Sump (2 of 3) ................................... 16-18

Figure 16-17 SK-11978 Series 904 Oil Pan, Flat Rear Sump (3 of 3) ................................... 16-19

Figure 16-18 SK-12006 Series 906 Oil Pan, Rear Sump (1 of 3) .......................................... 16-20

Figure 16-19 SK-12006 Series 906 Oil Pan, Rear Sump (2 of 3) .......................................... 16-21

Figure 16-20 SK-12006 Series 906 Oil Pan, Rear Sump (3 of 3) .......................................... 16-22

Figure 16-21 SK-12205 Series 900 SAE 3 Flywheel Housing (1 of 4) .................................. 16-23

Figure 16-22 SK-12205 Series 900 SAE 3 Flywheel Housing (2 of 4) .................................. 16-24

Figure 16-23 SK-12205 Series 900 SAE 3 Flywheel Housing (3 of 4) .................................. 16-25

Figure 16-24 SK-12205 Series 900 SAE 3 Flywheel Housing (4 of 4) .................................. 16-26

Figure 16-25 SK-12206 Series 906 Exhaust Brake (1 of 4) .................................................. 16-27

Figure 16-26 SK-12206 Series 906 Exhaust Brake (2 of 4) .................................................. 16-28

Figure 16-27 SK-12206 Series 906 Exhaust Brake (3 of 4) .................................................. 16-29

Figure 16-28 SK-12206 Series 906 Exhaust Brake (4 of 4) .................................................. 16-30

Figure 16-29 SK-12207 Series 900 Flywheel SAE 2 (1 of 3) ................................................ 16-31

Figure 16-30 SK-12207 Series 900 Flywheel SAE 2 (2 of 3) ................................................ 16-32

Figure 16-31 SK-12207 Series 900 Flywheel SAE 2 (3 of 3) ................................................ 16-33

Figure 16-32 SK-12208 Series 906 Remote Fuel Filter Connections (1 of 3) ....................... 16-34

Figure 16-33 SK-12208 Series 906 Remote Fuel Filter Connections (2 of 3) ....................... 16-35

Figure 16-34 SK-12208 Series 906 Remote Fuel Filter Connections (3 of 3) ....................... 16-36

Figure 16-35 SK-12210 Series 904 Oil Pan, Front Sump (1 of 3) ......................................... 16-37

Figure 16-36 SK-12210 Series 904 Oil Pan, Front Sump (2 of 3) ......................................... 16-38

All information subject to change without notice. (Rev. ) 16-1DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-37 SK-12210 Series 904 Oil Pan, Front Sump (3 of 3) ......................................... 16-39

Figure 16-38 SK-1221 Series 906 Oil Pan, Front Sump (1 of 3) ........................................... 16-40

Figure 16-39 SK-1221 Series 906 Oil Pan, Front Sump (2 of 3) ........................................... 16-41

Figure 16-40 SK-1221 Series 906 Oil Pan, Front Sump (3 of 3) ........................................... 16-42

Figure 16-41 SK-12212 Series 904 Oil Pan, Front Sump (1 of 4) ......................................... 16-43

Figure 16-42 SK-12212 Series 904 Oil Pan, Front Sump (2 of 4) ......................................... 16-44

Figure 16-43 SK-12212 Series 904 Oil Pan, Front Sump (3 of 4) ......................................... 16-45

Figure 16-44 SK-12212 Series 904 Oil Pan, Front Sump (4 of 4) ......................................... 16-46

Figure 16-45 SK-12213 Series 906 Oil Pan, Front Sump (1 of 4) ......................................... 16-47

Figure 16-46 SK-12213 Series 906 Oil Pan, Front Sump (2 of 4) ......................................... 16-48

Figure 16-47 SK-12213 Series 906 Oil Pan, Front Sump (3 of 4) ......................................... 16-49

Figure 16-48 SK-12213 Series 906 Oil Pan, Front Sump (4 of 4) ......................................... 16-50

Figure 16-49 SK-12214 Series 906 Dipstick (1 of 3) ............................................................. 16-51

Figure 16-50 SK-12214 Series 906 Dipstick (2 of 3) ............................................................. 16-52

Figure 16-51 SK-12214 Series 906 Dipstick (3 of 3) ............................................................. 16-53

Figure 16-52 SK-12215 Series 904 Dipstick (1 of 3) ............................................................. 16-54

Figure 16-53 SK-12215 Series 904 Dipstick (2 of 3) ............................................................. 16-55

Figure 16-54 SK-12215 Series 904 Dipstick (3 of 3) ............................................................. 16-56

Figure 16-55 SK-12226 Series 900 Accessory Mounting Location (1 of 3) ........................... 16-57

Figure 16-56 SK-12226 Series 900 Accessory Mounting Location (2 of 3) ........................... 16-58

Figure 16-57 SK-12226 Series 900 Accessory Mounting Location (3 of 3) ........................... 16-59

Figure 16-58 SK-12227 Series 906 Oil Pan (1 of 3) .............................................................. 16-60

Figure 16-59 SK-12227 Series 906 Oil Pan (2 of 3) .............................................................. 16-61

Figure 16-60 SK-12227 Series 906 Oil Pan (3 of 3) .............................................................. 16-62

16-2 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-1 SK–11947 Series 900 Air Compressor (1 of 3)

All information subject to change without notice. (Rev. ) 16-3DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-2 SK–11947 Series 900 Air Compressor (2 of 3)

16-4 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-3 SK–11947 Series 900 Air Compressor (3 of 3)

All information subject to change without notice. (Rev. ) 16-5DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-4 SK-11951 Series 906 Exhaust Brake (1 of 4)

16-6 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-5 SK-11951 Series 906 Exhaust Brake (2 of 4)

All information subject to change without notice. (Rev. ) 16-7DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-6 SK-11951 Series 906 Exhaust Brake (3 of 4)

16-8 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-7 SK-11951 Series 906 Exhaust Brake (4 of 4)

All information subject to change without notice. (Rev. ) 16-9DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-8 SK-11958 Series 900 Flywheel SAE 2 (1 of 3)

16-10 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-9 SK-11958 Series 900 Flywheel SAE 2 (2 of 3)

All information subject to change without notice. (Rev. ) 16-11DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-10 SK-11958 Series 900 Flywheel SAE 2 (3 of 3)

16-12 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-11 SK-11975 Series 900 SAE 2 Flywheel Housing (1 of 4)

All information subject to change without notice. (Rev. ) 16-13DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-12 SK-11975 Series 900 SAE 2 Flywheel Housing (2 of 4)

16-14 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-13 SK-11975 Series 900 SAE 2 Flywheel Housing (3 of 4)

All information subject to change without notice. (Rev. ) 16-15DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-14 SK-11975 Series 900 SAE 2 Flywheel Housing (4 of 4)

16-16 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-15 SK-11978 Series 904 Oil Pan, Flat Rear Sump (1 of 3)

All information subject to change without notice. (Rev. ) 16-17DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-16 SK-11978 Series 904 Oil Pan, Flat Rear Sump (2 of 3)

16-18 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-17 SK-11978 Series 904 Oil Pan, Flat Rear Sump (3 of 3)

All information subject to change without notice. (Rev. ) 16-19DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-18 SK-12006 Series 906 Oil Pan, Rear Sump (1 of 3)

16-20 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-19 SK-12006 Series 906 Oil Pan, Rear Sump (2 of 3)

All information subject to change without notice. (Rev. ) 16-21DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-20 SK-12006 Series 906 Oil Pan, Rear Sump (3 of 3)

16-22 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-21 SK-12205 Series 900 SAE 3 Flywheel Housing (1 of 4)

All information subject to change without notice. (Rev. ) 16-23DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-22 SK-12205 Series 900 SAE 3 Flywheel Housing (2 of 4)

16-24 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-23 SK-12205 Series 900 SAE 3 Flywheel Housing (3 of 4)

All information subject to change without notice. (Rev. ) 16-25DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-24 SK-12205 Series 900 SAE 3 Flywheel Housing (4 of 4)

16-26 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-25 SK-12206 Series 906 Exhaust Brake (1 of 4)

All information subject to change without notice. (Rev. ) 16-27DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-26 SK-12206 Series 906 Exhaust Brake (2 of 4)

16-28 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-27 SK-12206 Series 906 Exhaust Brake (3 of 4)

All information subject to change without notice. (Rev. ) 16-29DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-28 SK-12206 Series 906 Exhaust Brake (4 of 4)

16-30 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-29 SK-12207 Series 900 Flywheel SAE 2 (1 of 3)

All information subject to change without notice. (Rev. ) 16-31DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-30 SK-12207 Series 900 Flywheel SAE 2 (2 of 3)

16-32 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-31 SK-12207 Series 900 Flywheel SAE 2 (3 of 3)

All information subject to change without notice. (Rev. ) 16-33DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-32 SK-12208 Series 906 Remote Fuel Filter Connections (1 of 3)

16-34 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-33 SK-12208 Series 906 Remote Fuel Filter Connections (2 of 3)

All information subject to change without notice. (Rev. ) 16-35DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-34 SK-12208 Series 906 Remote Fuel Filter Connections (3 of 3)

16-36 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-35 SK-12210 Series 904 Oil Pan, Front Sump (1 of 3)

All information subject to change without notice. (Rev. ) 16-37DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-36 SK-12210 Series 904 Oil Pan, Front Sump (2 of 3)

16-38 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-37 SK-12210 Series 904 Oil Pan, Front Sump (3 of 3)

All information subject to change without notice. (Rev. ) 16-39DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-38 SK-1221 Series 906 Oil Pan, Front Sump (1 of 3)

16-40 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-39 SK-1221 Series 906 Oil Pan, Front Sump (2 of 3)

All information subject to change without notice. (Rev. ) 16-41DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-40 SK-1221 Series 906 Oil Pan, Front Sump (3 of 3)

16-42 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-41 SK-12212 Series 904 Oil Pan, Front Sump (1 of 4)

All information subject to change without notice. (Rev. ) 16-43DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-42 SK-12212 Series 904 Oil Pan, Front Sump (2 of 4)

16-44 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-43 SK-12212 Series 904 Oil Pan, Front Sump (3 of 4)

All information subject to change without notice. (Rev. ) 16-45DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-44 SK-12212 Series 904 Oil Pan, Front Sump (4 of 4)

16-46 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-45 SK-12213 Series 906 Oil Pan, Front Sump (1 of 4)

All information subject to change without notice. (Rev. ) 16-47DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-46 SK-12213 Series 906 Oil Pan, Front Sump (2 of 4)

16-48 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-47 SK-12213 Series 906 Oil Pan, Front Sump (3 of 4)

All information subject to change without notice. (Rev. ) 16-49DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-48 SK-12213 Series 906 Oil Pan, Front Sump (4 of 4)

16-50 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Figure 16-49 SK-12214 Series 906 Dipstick (1 of 3)

All information subject to change without notice. (Rev. ) 16-51DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-50 SK-12214 Series 906 Dipstick (2 of 3)

16-52 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-51 SK-12214 Series 906 Dipstick (3 of 3)

All information subject to change without notice. (Rev. ) 16-53DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-52 SK-12215 Series 904 Dipstick (1 of 3)

16-54 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-53 SK-12215 Series 904 Dipstick (2 of 3)

All information subject to change without notice. (Rev. ) 16-55DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-54 SK-12215 Series 904 Dipstick (3 of 3)

16-56 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-55 SK-12226 Series 900 Accessory Mounting Location (1 of 3)

All information subject to change without notice. (Rev. ) 16-57DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-56 SK-12226 Series 900 Accessory Mounting Location (2 of 3)

16-58 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-57 SK-12226 Series 900 Accessory Mounting Location (3 of 3)

All information subject to change without notice. (Rev. ) 16-59DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-58 SK-12227 Series 906 Oil Pan (1 of 3)

16-60 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-59 SK-12227 Series 906 Oil Pan (2 of 3)

All information subject to change without notice. (Rev. ) 16-61DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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Figure 16-60 SK-12227 Series 906 Oil Pan (3 of 3)

16-62 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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17 EFFECTS OF ENVIRONMENTAL CONDITIONS

Section Page

17.1 OVERVIEW ............................................................................................. 17- 2

17.2 AIR INLET TEMPERATURE ................................................................... 17- 2

17.3 EXHAUST BACK PRESSURE ................................................................ 17- 3

17.4 ALTITUDE ............................................................................................... 17- 3

All information subject to change without notice. (Rev. ) 17-1DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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EFFECTS OF ENVIRONMENTAL CONDITIONS

17.1 OVERVIEW

Power developed by any internal combustion engine depends on the amount of fuel burned withthe available oxygen in the cylinder. The amount of oxygen in a cubic foot of air is reduced ifwater vapor is present, or if the air is expanded due to increased temperature or reduced pressure.

This section includes deratings for:

□ Air Inlet Temperature

□ Exhaust

□ Altitude

MBE 900 engine power is not affected by air inlet restriction, fuel inlet restrictions, fueltemperature, and barometric pressure within the range of normal operational conditions.

17.2 AIR INLET TEMPERATURE

High inlet air temperature to the engine can cause loss of power and heat problems with thecooling system, the lubricating oil and hydraulic oil systems. This may be either due to highambient temperatures, or because the engine is being used inside a building or structure of amachine which needs more air flow. Figure 17-1depicts the effects of air inlet temperature.

Figure 17-1 The Effects of Air Inlet Temperature

17-2 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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17.3 EXHAUST BACK PRESSURE

Figure 17-2 depicts the effects of exhaust back pressure on engine power.

Figure 17-2 The Effects of Exhaust Back Pressure on Engine Power

17.4 ALTITUDE

The loss of power is not normally important at altitudes of less than 150 m (500 ft) above sealevel. The degree of power loss at higher altitudes is determined by the altitude and the fuelinjection specification needed.

All information subject to change without notice. (Rev. ) 17-3DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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18 ENGINE BRAKE SYSTEMS

Section Page

18.1 OVERVIEW ............................................................................................. 18- 2

18.2 CONSTANT-THROTTLE VALVES .......................................................... 18- 2

18.3 EXHAUST BRAKE .................................................................................. 18- 3

18.4 COMBINING CONSTANT-THROTTLE VALVE AND EXHAUST BRAKE

.................................................................................................................. 18- 3

All information subject to change without notice. (Rev. ) 18-1DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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ENGINE BRAKE SYSTEMS

18.1 OVERVIEW

MBE 900 engines can be equipped with an exhaust brake on the turbocharger in conjunction withconstant-throttle valves in the cylinder head to increase braking performance. The two systemsoperate independently of each other.

The engine brake options are

□ Constant-throttle Valves (refer to section 18.2)

□ Exhaust Brake (refer to section 18.3)

□ A Constant-throttle Valve and Exhaust Brake Combination (refer to section 18.4)

18.2 CONSTANT-THROTTLE VALVES

The constant-throttle valves use the air that escapes through them on the compression stroke toprovide braking force.

The constant-throttles valves are small, fourth valves which are built into the cylinder head andpositioned opposite the exhaust valve. When open, a link is created between the combustionchamber and the exhaust port (see Figure 18-1).

Figure 18-1 Constant Throttle Valve

When the engine brake is switched on, the constant-throttle valves are put under pressure, whichin turn opens the valves. On the six-cylinder model, the constant-throttle valves are activatedby engine oil pressure. On four-cylinder engines, the constant-throttle valves are activated bycompressor air pressure.

18-2 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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18.3 EXHAUST BRAKE

The exhaust brake is located in the exhaust system, downstream of the turbo. It restricts the flowof exhaust gases out of the engine. As a result, pressure builds up in the exhaust system. Whenthe piston tries to expel gases from the cylinder during the exhaust stroke, it now has to pushagainst that pressure, which absorbs horsepower.

When the engine brake is switched on, the exhaust brake is activated by vehicle air pressure andis modulated by a vehicle-mounted solenoid.

18.4 COMBINING CONSTANT-THROTTLE VALVE ANDEXHAUST BRAKE

Combining the braking effect of compression and exhaust brakes in the same engine is a powerfulcombination. Power is absorbed during the compression stroke and during the exhaust stroke.The combination of compression braking and exhaust braking in the same engine providesmaximum braking performance.

All information subject to change without notice. (Rev. ) 18-3DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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APPENDIX A: ABBREVIATIONS / ACRONYMS

A/ACC Air-to-Air Charge CoolingAC Alternating CurrentA/F Air Fuel RatioALCC Advance Liquid Charge CoolingAmb. AmbientAPI American Petroleum InstituteApprox. ApproximatelyATB Air to BoilATW Air to WaterAWHP Available Wheel HorsepowerC CentigradeCAC Charge Air CoolerCFM Cubic Feet per MinuteCool. Cooling/CoolantCorr. CorrectedCyl. CylinderDC Direct CurrentDDC Detroit Diesel CorporationEFPA Electronic Foot Pedal AssemblyEMA Engine Manufacturers' AssociationEPQ End Product QuestionnaireF Fahrenheitga gagegal/min Gallons per MinuteHd. HeadHg MercuryHP HorsepowerI.D. Inner DiameterILCC Integrated Liquid Charge CoolingITT Integral Top TankJWAC Jacket Water After Cooledlb Poundm MetersMPH Miles per HourNA Naturally Aspirated EngineOEM Original Equipment ManufacturerPs Static PressureRad. RadiatorRPM Revolutions per MinuteSCA Supplemental Coolant Additive

All information subject to change without notice. (Rev. ) A-1DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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APPENDIX A: ABBREVIATIONS / ACRONYMS

A/ACC Air-to-Air Charge CoolingT Turbocharged EngineTA Turbocharged Aftercooled EngineTBN Total Base NumberTI Turbocharged Intercooled EngineTRS Timing Reference SensorTT Tailor Torqued EngineWOT Wide Open Throttle

A-2 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

GLOSSARY

Aeration Entrainment (progressive or otherwise) of air orcombustion gases in the engine coolant.

Air Bind A condition where a pocket of air has been trapped inthe water pump causing it to lose its prime and abilityto pump coolant.

Afterboil Boiling of the coolant after engine shutdown due toresidual heat in the engine.

Afterboil Volume Quantity of coolant discharged from the pressure reliefoverflow tube following engine shutdown.

Air Handling The cooling system's ability to purge air when injected ata given rate determined by the engine manufacturer andmeeting specified criteria.

Air Recirculation A condition either occurring around the tips of the fanblades or where discharge air from a radiator core isreturned to the front of the core. Either condition hinderscooling capability.

Air to Boil Temperature (ATB) The ambient temperature at which engine coolant outtemperature reaches 212°F.

Air to Water Temperature (ATW) The differential between engine coolant out and ambienttemperatures.

Ambient Temperature The environmental air temperature in which the unitoperates.

Bleed Line(s) Line(s) strategically placed on the cooling system to ventair/gases from the system both during fill and enginerunning mode. They are also know as deaeration or ventslines.

Blocked Open Thermostat Mechanically blocked open to required position. Usedfor cooling tests only.

Blower Fan A fan that pushes the air through the radiator core.

Bottom Tank Temperature Refers to the down stream radiator tank temperaturewhich is usually the lowest temperature.

All information subject to change without notice. (Rev. ) G-1DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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GLOSSARY

Cavitation A localized event where a vapor pressure/temperaturephenomenon of the cooling liquid allows partialvaporization of the coolant. These cavities of vaporare carried downstream to a region of higher pressure,causing them to collapse. Cavitation reduces coolant flowand increases pump wear.

Cetane Number A relative measure of the time delay between thebeginning of fuel injection and the start of combustion.

Coolant A liquid medium used to transport heat from one areato another.

Cooling Index See Air to Water (ATW) or Air to Boil (ATB) definition.

Cooling Potential The temperature difference between air entering theradiator core and the average temperature of the coolantin the radiator core.

Cooling Capability The ambient in which a cooling system can performwithout exceeding maximum engine coolant outtemperature approved by the engine manufacturer.

Coolant Flow Rate The rate of coolant flow through the cooling systemand/or radiator.

Coolant Recovery Bottle An add on coolant reserve tank that is used whenradiator top tank and/or remote deaeration tank can notbe sized large enough to meet cooling system drawdownrequirements. Also known as an overflow bottle.

Cooling System A group of inter-related components used in the transferof heat.

Cooling SystemAir Restriction The pressure drop across the radiator core and other upand down stream components that offer resistance to theair flow.

Cooling System Capacity (Volume) The amount of coolant to completely fill the coolingsystem to its designated cold full level.

Deaeration The cooling systems ability to purge entrained gases fromthe coolant.

Deaeration Capability The running time required to expel all the entrained gasesfrom the cooling system after an initial fill.

G-2 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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MBE 900 APPLICATION AND INSTALLATION

Deaeration Tank A tank used to separate air/gases from the circulatingcoolant and return unaerated coolant to the system. Alsoused for filling, expansion of the coolant, reserve capacity,etc. Sometimes called a surge tank or top tank.

Deaeration Volume The volume of space designed into the deaeration tankand located above the expansion volume for collectingthe entrained gases as it is expelled into the tank.

Drawdown The quantity of coolant which can be removed from a fullcooling system before aeration occurs.

Engine Coolant Out Temperature Usually the hottest coolant and measured at the thermostathousing. Also called radiator inlet or top tank temperature.

Expansion Volume The volume of space designed into the deaeration tank topermit the coolant to expand as it is heated without beinglost to the environment.

Fan Air Flow The rate of air flow that a fan can deliver at a given speedand static pressure.

Fill Line Used to rout coolant from the deaeration tank to the inletof the water pump. It is also called a shunt or make upline.

Fill Rate The coolant flow rate at which an empty cooling systemcan be completely filled without overflowing.

Heat Dissipation The amount of heat energy (Btu) that a heat transfercomponent can dissipate to the environment at specifiedconditions.

Overcooling A condition where the coolant temperature will notapproach the start to open temperature value of thethermostat under normal engine operation.

Overheating A condition where the coolant temperature exceedsallowable limits.

Radiator Shutters A device placed either in front of or behind the radiatorto block air flow when not required.

Ram Air Flow Air flow through the radiator core due to the motion ofthe vehicle or wind.

All information subject to change without notice. (Rev. ) G-3DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION

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GLOSSARY

Reserve Volume A volume designed into the deaeration tank to provide asurplus of coolant to offset losses that might occur.

Stabilization A condition where under a controlled operatingenvironment the coolant, oil, air and exhaust temperatureswill not change regardless of the length of time the unitis run.

Standpipe(s) Deaeration tube(s) located in the integral radiatordeaeration tank to vent the radiator core of gases. Alsobeen called "J" tubes.

Suction Fan A fan that pulls air through the core.

Surge Tank See "Deaeration Tank".

Total Base Number Measures an oil's alkalinity and ability to neutralize acidusing a laboratory test (ASTM D 2896 or D 4739). TBNis important to deposit control in four-stroke, four cyclediesel engines and to neutralize the effects of high sulfurfuel in all diesel engines.

Temperature Stability or Drift The ability of the cooling system to maintain coolanttemperature at light loads and/or engine speed orlong vehicle drift (coasting). An important systemcharacteristic for good heater operation during coldambients.

Top Tank See "Deaeration Tank"

Top Tank Temperature See "Engine Coolant Out Temperature".

Water Pump InletRestriction The pressure (suction) at the inlet to the water pump(pressure cap removed) which represent up-streamrestriction.

G-4 All information subject to change without notice. (Rev. )DDC-SVC-CDX-0073 Copyright © 2010 DETROIT DIESEL CORPORATION