Series 4000 C01 (7SA40009801)

MTU/DDC SERIES 4000
CONSTRUCTION AND INDUSTRIAL APPLICATION AND INSTALLATION
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CONSTRUCTION AND INDUSTRIAL
APPLICATION AND INSTALLATION
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DETROIT DIESEL CORPORATION

ROBOT PRINTING & COMMUNICATIONS INC
12085 DIXIE
REDFORD MI 48239-9943
1111111111111111111111111111111111111111111111111111
7SA4000 JANUARY 1998
Application and Installation
MTU/DDC
Series 4000 TM
Detroit Diesel Corporation MTU Motoren—und Turbinen Union

13400 Outer Drive, West / Detroit, Michigan 48239-4001 88040 Friedrichshafen, Germany
Telephone: 313-592-5000 Fax: 497547 90 3642
Fax: 313-592-7888 mvw.mtu—friedrichshafen.00m
http://www.detroitdieselcom
Detroit Diesel ® , Detroit Diesel and the Spinning Arrows Design ® are registered trademarks of Detroit Diesel Corporation. Printed in U.S.A.
All information subject to change without notice.
7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
ATTENTION!
This document is a guideline for qualified personnel. It is intended to
be used by equipment manufacturers and contains MTU/DDC's
recommendations for the ancillary systems supporting the MTU/DDC
engines covered by this document. The equipment manufacturer is
responsible for developing, designing, manufacturing and installing
these systems, including component qualification. The equipment
manufacturer is also responsible for furnishing equipment users
complete service and safety information for these systems. MTU/DDC
make no representations or warranties regarding the information
contained in this document and disclaims all liability or other
responsibility for the design, manufacture or installation of these
ancillary systems, or the preparation or distribution to equipment users
of appropriate information regarding these systems. The information
contained in this document may not be complete and is subject to
change without notice.
Detroit Diesel®,Detroit Diesel and the spinning arrows®, and DDEC®, are registered trademarks of Detroit
Diesel Corporation. Series 4000 11, and DDCTm are trademarks of Detroit Diesel Corporation. MTU® is a
registered trademark of MTU—Friedrichshafen GMBH
MTU/DDC SERIES 4000 CONSTRUCTION AND INDUSTRIAL APPLICATION AND INSTALLATION
MTU/DDC SERIES 4000 CONSTRUCTION AND INDUSTRIAL

APPLICATION AND INSTALLATION
ABSTRACT
This manual discusses the proper installation and application of the MTU/DDC
Series 4000 Construction and Industrial Engine.
This manual contains the following information:
q General information on safety precautions, performance curves and
installation drawings
q Specific component and accessory information on various production
models
1:1 Information on the electrical, fuel, exhaust, lubrication, cooling, and air inlet
sytems
All information subject to change without notice.. (Rev. 6/99)

ABSTRACT
All information subject to change without notice. (Rev. 6/99).

II 7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
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 ..................................................................................................... 2-2
2.5 CLOTHING ........................................................................................................... 2-3
2.6 POWER TOOLS .................................................................................................... 2-3
2.7 AIR ....................................................................................................................... 2-3
2.8 FLUIDS AND PRESSURE .................................................................................... 2-4
2.9 BATTERIES ........................................................................................................... 2-4
2.10 FIRE ..................................................................................................................... 2-4
2.11 DIAGNOSTIC DATA READER ............................................................................... 2-5
2.12 PAINT ................................................................................................................... 2-5
2.13 FLUOROELASTOMER (VITON) ............................................................................ 2-5
2.14 SAFETY GUARDS ................................................................................................ 2-6
3 ENGINE IDENTIFICATION ............................................................................................. 3 1

-
3.1 MAJOR COMPONENT LOCATIONS (FRONT VIEW) ............................................. 3-2

3.2 MAJOR COMPONENT LOCATIONS (LEFT VIEW) ................................................ 3-3
3.3 MAJOR COMPONENT LOCATIONS (RIGHT VIEW) ............................................. 3-4
3.4 MAJOR COMPONENT LOCATIONS (REAR VIEW) .............................................. 3-5
3.5 ENGINE SERIAL NUMBER IDENTIFICATION ....................................................... 3-6
3.6 CYLINDER LABELING ......................................................................................... 3-6
4 AIR INLET SYSTEM ....................................................................................................... 4 1

-
4.1 AIR FILTER SYSTEM ........................................................................................... 4-3

4.1.1 AIR CLEANERS ...................................................................................... 4-3
MEDIUM-DUTY USE AIR CLEANER ....................................................... 4-4
HEAVY-DUTY USE AIR CLEANER ......................................................... 4-5
EXTRA HEAVY-DUTY USE ..................................................................... 4-6
FOAM TYPE AIR CLEANERS ................................................................. 4-7
OIL BATH AIR CLEANERS ...................................................................... 4-7
AUXILIARY PRECLEANERS ................................................................... 4-8
AIR CLEANER SELECTION ..................................................................... 4-8
4.1.2 INLET SCREENS .................................................................................... 4-8
4.1.3 RAIN CAPS AND INLET HOODS ............................................................ 4-9
4.1.4 INLET SILENCERS ................................................................................. 4-9
4.1.5 RESTRICTION INDICATOR ..................................................................... 4-9
4.1.6 PIPEWORK ............................................................................................. 4-9
DIFFUSERS ........................................................................................... 4-10
4.1.7 HOSE CONNECTIONS ............................................................................ 4-10
4.1.8 INTAKE MANIFOLD ................................................................................. 4-11
4.1.9 PLENUM BOX ......................................................................................... 4-11
4.2 DESIGN GUIDELINES ......................................................................................... 4-12
4.2.1 MAXIMUM AIR INLET FLOW ................................................................... 4-12
4.2.2 AIR INLET SYSTEM RESTRICTION ....................................................... 4-12
SIZING OF AIR SYSTEM TO COMPLY WITH MTU/DDC
REQUIREMENTS EXAMPLE ................................................................... 4-17
All information subject to change without notice. (Rev. 699)

7SA4000 9801 Copyright (t) 1998 DETROIT DIESEL CORPORATION III
TABLE OF CONTENTS
4.2.3 INLET LOCATION ................................................................................... 4-17

4.2.4 PIPING .................................................................................................... 4-17
4.2.5 FLEXIBLE FITTING ................................................................................. 4-18
4.3 TESTING REQUIREMENTS ................................................................................. 4-19
4.3.1 INSTRUMENTATION ............................................................................... 4-19
TEMPERATURE MEASUREMENT ........................................................... 4-19
RESTRICTION MEASUREMENT ............................................................ 4-19
4.3.2 MAXIMUM TEMPERATURE RISE-
AMBIENT TO TURBOCHARGER INLET .................................................. 4-20
4.4 TEST ..................................................................................................................... 4-21
4.4.1 ALTITUDE AFFECTS ON MEASURED AIR INLET RESTRICTION .......... 4-21
5 EXHAUST SYSTEM ....................................................................................................... 5-1

5.1 TURBOCHARGER GENERAL INFORMATION ...................................................... 5-2
5.2 EXHAUST SYSTEM DESIGN REQUIREMENTS AND GUIDELINES ..................... 5-3
5.2.1 PIPEWORK ............................................................................................. 5-4
5.2.2 BACK PRESSURE ................................................................................... 5-5
EXHAUST BACK PRESSURE TEST ....................................................... 5-5
5.2.3 NOISE ...................................................................................................... 5-6
5.2.4 FLEXIBLE FITTINGS ............................................................................... 5-6
5.2.5 EXHAUST TEMPERATURE ..................................................................... 5-6
5.2.6 OUTLET LOCATION ............................................................................... 5-7
5.2.7 DRAINAGE ............................................................................................. 5-7
5.2.8 MUFFLER LOCATION .............................................................................. 5-7
5.2.9 WET EXHAUST ...................................................................................... 5-7
6 COOLING SYSTEM ........................................................................................................ 6-1

6.1 COOLING SYSTEM PERFORMANCE REQUIREMENTS ...................................... 6-1
6.2 RADIATOR COOLING SYSTEM OVERVIEW ......................................................... 6-2
6.2.1 ENGINE COOLANT CIRCUIT ................................................................. 6-2
6.2.2 CHARGE AIR COOLING .......................................................................... 6-4
6.3 DESIGN AND INSTALLATION GUIDELINES ......................................................... 6-4
6.3.1 COOLANT LINES .................................................................................... 6-4
6.3.2 FLEXIBLE CONNECTIONS ..................................................................... 6-4
6.3.3 VENT LINES ........................................................................................... 6-5
6.3.4 FILL LINES ............................................................................................. 6-5
6.3.5 COOLANT SYSTEM PRESSURIZATION, EXPANSION,
AND CONTRACTION .............................................................................. 6-5
6.4 FAN DRIVES ......................................................................................................... 6-8
6.4.1 BELT DRIVEN ENGINE COOLING FAN .................................................. 6-8
FAN DRIVE BELT .................................................................................... 6-11
6.4.2 FAN SPACER .......................................................................................... 6-11
6.4.3 HYDRODYNAMIC FAN DRIVE ................................................................ 6-11
7 FUEL SYSTEM ............................................................................................................... 7-1

7.1 FUEL SYSTEM DESCRIPTION .............................................................................. 7-1
7.2 INSTALLATION GUIDELINES ............................................................................... 7-4
7.2.1 FUEL LINES ........................................................................................... 7-4
7.2.2 FUEL FILTER CONFIGURATION ............................................................ 7-4
7.2.3 FUEL RESTRICTION ............................................................................... 7-5
7.2.4 WATER SEPARATORS ............................................................................ 7-5
7.2.5 FUEL COOLERS ..................................................................................... 7-6
7.2.6 FUEL HEATER ........................................................................................ 7-7
All information subject to change without notice. (Rev. 6/99)

IV 7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
7.2.7 FUEL TANK ............................................................................................. 7-7

7.3 FUEL SYSTEM PRIMING PROCEDURE .............................................................. 7-8
8 LUBRICATION SYSTEM ................................................................................................. 8-1

8.1 LUBE OIL HEATING AIDS ..................................................................................... 8-2
8.1.1 ELECTRIC IMMERSION HEATERS ......................................................... 8-2
8.1.2 CIRCULATING HEATERS ......................................................................... 8-2
8.1.3 ELECTRIC HEAT PADS .......................................................................... 8-2
8.1.4 WATER HEATED PLATE .......................................................................... 8-3
8.2 OIL FILTER CONFIGURATION .............................................................................. 8-3
8.3 FLUID SPECIFICATIONS AND RECOMMENDATIONS .......................................... 8-3
9 ELECTRICAL SYSTEM ................................................................................................... 9-1

9.1 ELECTRICAL SYSTEM DESCRIPTION ................................................................ 9-1
9.2 CRANKING REQUIREMENTS .............................................................................. 9-1
9.3 ELECTRIC STARTING MOTORS .......................................................................... 9-2
9.3.1 STARTER LOCKOUT .............................................................................. 9-2
9.4 AIR STARTERS .................................................................................................... 9-2
9.5 BATTERY CHARGING ALTERNATOR ................................................................... 9-3
10 ENGINE MOUNTS ........................................................................................................... 10-1

10.1 THREE POINT MOUNTING ................................................................................... 10-2
10.2 FOUR POINT MOUNTING ..................................................................................... 10-4
11 TORSIONAL AND BENDING VIBRATION ANALYSIS .................................................... 11-1

11.1 TORSIONAL VIBRATION ANALYSIS ..................................................................... 11-1
11.1.1 ENGINE MASS ELASTIC DATA .............................................................. 11-1
11.2 BENDING VIBRATION ANALYSIS ......................................................................... 11-2
12 ELECTRONIC CONTROLS ............................................................................................. 12-1

12.1 DDEC SYSTEM DESCRIPTION ............................................................................ 12-1
12.1.1 INSTALLATION REQUIREMENTS ........................................................... 12-2
12.2 OEM AND DDC SUPPLIED HARDWARE .............................................................. 12-3
12.2.1 OEM SUPPLIED HARDWARE .................................................................. 12-3
12.2.2 DDC SUPPLIED HARDWARE .................................................................. 12-3
12.3 ELECTRONIC CONTROL MODULE ..................................................................... 12-4
12.4 HARNESSES ........................................................................................................ 12-5
12.4.1 ENGINE SENSOR HARNESS FOR MULTI-ECM ENGINES ..................... 12-5
12.4.2 VEHICLE INTERFACE HARNESS FOR MULTI-ECM ENGINES .............. 12-7
ENGINE INTERFACE HARNESS ............................................................ 12-9
12.4.3 ENGINE POWER HARNESS - MULTI-ECMS .......................................... 12-11
12.4.4 VEHICLE POWER HARNESS .................................................................. 12-13
12.5 COMMON RAIL ELECTRONICS ............................................................................ 12-15
12.6 SENSORS ............................................................................................................. 12-16
12.6.1 COMMON RAIL FUEL PRESSURE SENSOR .......................................... 12-17
12.6.2 INTERCOOLER COOLANT PRESSURE SENSOR ................................... 12-17
12.6.3 INTERCOOLER COOLANT TEMPERATURE SENSOR ............................ 12-18
12.6.4 CRANKCASE PRESSURE SENSOR ....................................................... 12-18
12.6.5 TURBO BOOST SENSOR ....................................................................... 12-19
12.6.6 TIMING AND SYNCHRONOUS REFERENCE SENSORS ....................... 12-19
12.7 DIGITAL OUTPUTS ............................................................................................... 12-20
12.7.1 COLD ENGINE OPERATION (SERIES 4000 ONLY) ................................. 12-20
INSTALLATION ........................................................................................ 12-20
All information subject to change without notice. (Rev. &99)

7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION V
TABLE OF CONTENTS
PROGRAMMING FLEXIBILITY ................................................................ 12-20

12.8 MESSAGE FORMAT ............................................................................................. 12-21
12.8.1 DEFINITIONS AND ABBREVIATIONS ..................................................... 12-21
12.9 DDEC POWER REQUIREMENTS ........................................................................ 12-24
12.10 WELDING PRECAUTION ...................................................................................... 12-25
12.11 ENGINE PROTECTION ........................................................................................ 12-26
12.11.1 ENGINE CRITICAL FAULT ...................................................................... 12-26
12.12 INITIAL ENGINE START ........................................................................................ 12-28
12.13 APPLICATION CODE SYSTEM ............................................................................. 12-29
13 FLYWHEEL HOUSING & FLYWHEEL ............................................................................ 13 1 -
13.1 GENERATOR-TO-FLYWHEEL ALIGNMENT ....................................................... 13-2

13.2 FLYWHEEL HOUSING VENTING .......................................................................... 13-2
13.3 WET FLYWHEEL HOUSING ................................................................................. 13-2
13.4 FORCES ON CRANKSHAFT ................................................................................. 13-2
14 ACCESSORY DRIVES .................................................................................................... 14 1 -
14.1 ACCESSORY DRIVE PULLEY ............................................................................. 14-2

14.2 AIR COMPRESSOR ............................................................................................. 14-3
15 PERFORMANCE CURVES ............................................................................................. 15-1
16 INSTALLATION DRAWINGS ........................................................................................... 16-1
17 OPTIONS ......................................................................................................................... 17-1

17.1 AIR COMPRESSORS ........................................................................................... 17-3
17.2 FLYWHEELS AND FLYWHEEL HOUSINGS ........................................................... 17-5
17.3 OIL PANS AND FILTERS ...................................................................................... 17-8
17.4 FAN DRIVES ......................................................................................................... 17-20
17.5 FUEL FILTERS ...................................................................................................... 17-30
17.6 ACCESSORIES .................................................................................................... 17-32
18 COLD WEATHER PACKAGE .......................................................................................... 18 1 -
18.1 ENGINE PREHEATING SYSTEMS ........................................................................ 18-1

18.1.1 COOLANT PREHEATING ........................................................................ 18-1
18.1.2 LUBE OIL HEATING AIDS ....................................................................... 18-3
ELECTRIC IMMERSION HEATERS ......................................................... 18-3
CIRCULATING HEATERS ........................................................................ 18-3
ELECTRIC HEAT PADS .......................................................................... 18-3
WATER HEATED PLATE .......................................................................... 18-4
18.2 SUPPLEMENTAL HEATING DEVICES .................................................................. 18-4
18.3 WINTERFRONTS .................................................................................................. 18-8
18.4 ENGINE COMPARTMENT CURTAINS .................................................................. 18-8
18.5 SHUTTERS ........................................................................................................... 18-8
18.6 HIGH IDLE SPEED OPTION ................................................................................. 18-9
18.7 "COLD ENGINE OPERATION" DIGITAL OUTPUT ................................................ 18-11
APPENDIX A: OIL, FUEL, FILTERS, AND COOLANT ........................................................... A-1
APPENDIX B: PROJECT FORM / ORDER INFORMATION .................................................... B-1
APPENDIX C: STANDARD UNITS OF MEASUREMENT ....................................................... C-1
APPENDIX D: ABBREVIATIONS / ACRONYMS ................................................................... D-1

VI 7SA4000 9801 Copyright 0 1998 DETROIT DIESEL CORPORATION
LIST OF FIGURES
Figure 3-1 Series 4000 Engine 16V ........3-1
Figure 3-2 Front View, Series 4000 12V ........3-2
Figure 3-3 Left Side, Series 4000 12V ........3-3
Figure 3-4 Right Side, Series 4000 12V ........3-4
Figure 3-5 Back View, Series 4000 12V ........3-5
Figure 3-6 MTU/DDC Series 4000 Cylinder Naming (IS01204) ........3-7
Figure 3-7 Traditional Detroit Diesel Cylinder Naming ........3-7
Figure 4-1 Air Intake System ....... 4-2
Figure 4-2 Medium-duty Air Cleaner ........4-4
Figure 4-3 Heavy-duty Air Cleaner ........4-5
Figure 4-4 Extra Heavy-duty Air Cleaner ....... 4-6
Figure 4-5 Precleaner Centrifugal Action ....... 4-8
Figure 4-6 Rain Cap and Inlet Hood ....... 4-9
Figure 4-7 Diffuser Configurations ......4-10
Figure 4-8 Air Inlet System Calculation ......4-13
Figure 4-9 Restriction Versus Airflow for Straight Ducts -
Outside Diameter - Chart 1 ......4-15
Figure 4-10 Restriction Versus Airflow for Straight Ducts -
Outside Diameter - Chart 2 ......4-16
Figure 4-11 Static Pressure Tap ......4-20
Figure 4-12 Air Inlet System Data Sheets ......4-21
Figure 4-13 Altitude vs. Inlet Restriction ......4-22
Figure 5-1 The Exhaust System ....... 5-1
Figure 5-2 Standard Turbocharger Assembly ........5-2
Figure 5-3 Schematic Turbocharged Air Flow Diagram ........5-3
Figure 6-1 Engine Coolant Flow Schematic ........6-3
Figure 6-2 Coolant System Expansion ....... 6-6
Figure 6-3 Coolant System Contraction ....... 6-7
Figure 6-4 Cooling System Pressurization Option ....... 6-8
Figure 6-5 Series 4000 Fan Control Inputs and Outputs ......6-10
Figure 7-1 Schematic Diagram of the Series 4000 Fuel System ....... 7-2
Figure 7-2 High Pressure Fuel System ........7-3
Figure 7-3 Baffle Type Water Separator ........7-5
Figure 7-4 Coalescing Type Water Separator ........7-6
Figure 7-5 Priming and Bleed Ports for the Series 4000 Fuel System ....... 7-8
Figure 8-1 Lubrication System ....... 8-1
Figure 10-1 Multi-point Mounting Arrangements ...... 10-1
Figure 10-2 Bending Moment Diagram ...... 10-3
Figure 12-1 J38500-F Pro Link DDR for DDEC III ...... 12-2
Figure 12-2 Electronic Control Module ...... 12-4
Figure 12-3 A Typical Series 4000 Multi-ECM Engine Sensor Harness ...... 12-6
Figure 12-4 Typical Multi ECM Construction and Industrial
Vehicle Interface Harness Schematic - Series 4000 ...... 12-8
Figure 12-5 A Typical Multi-ECM Engine Interface Harness ...... 12-9
Figure 12-6 Engine Interface Harness ............................................................... 12-10

7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION VII
Figure 12-7 The Series 4000 Engine Power Harness .............................................. 12-11
Figure 12-8 Engine Power Harness ........................................................................ 12-12
Figure 12-9 Series 4000 Vehicle Power Harness ................................................... 12-14
Figure 12-10 Typical Location for Factory—installed Sensors — Series 4000 C&I ......... 12-16
Figure 12-11 Common Rail Fuel Pressure Sensor — Series 4000 ............................. 12-17
Figure 12-12 Coolant Pressure Sensor — Series 2000 and Series 4000 ..................... 12-17
Figure 12-13 Intercooler Coolant Temperature Sensor — Series 4000 ........................ 12-18
Figure 12-14 Crankcase Pressure Sensor — Series 4000 ......................................... 12-18
Figure 12-15 Turbo Boost Sensor — Series 2000 and Series 4000 ............................. 12-19
Figure 12-16 The SRS and TRS — Series 4000 ......................................................... 12-19
Figure 12-17 Welding Precaution ............................................................................. 12-25
Figure 12-18 Typical Stop Engine Override and Engine Lights .................................. 12-27
Figure 13-1 Typical Engine/Single Bearing Generator Mounting ....... 13-1
Figure 14-1 Gear Train, Accessory Drive Locations .......14-1
Figure 17-1 Series 4000 Air Compressor Air Delivery at Various Inlet Pressures —
UPC Group 06T00-1972,06T00-1990 ....... 17-3
Figure 17-2 Series 4000 Delco 26SI (75 Amp 24 Volt) Alternator Output ................. 17-34
Figure 17-3 Series 4000 Delco 26SI (75 Amp 24 Volt) Alternator
Performance Curves ............................................................................ 17-34
Figure 17-4 Series 4000 Delco 30SI (100 Amp 24 Volt) Alternator Output ................ 17-35
Figure 17-5 Series 4000 Delco 30SI (100 Amp 24 Volt) Alternator
Performance Curve .............................................................................. 17-35
Figure 17-6 Series 4000 Niehoff (220 Amp 24 Volt) Alternator Output ..................... 17-37
Figure 17-7 Series 4000 Niehoff (220 Amp 24 Volt) Alternator Performance Curve .. 17-37
Figure 18-1 Installation Schematic for Thermosiphon and
Circulating Heater Systems ....... 18-2
Figure 18-2 Supplemental Heating Schematic for Jacket Water and
Intercooler Coolant Heaters ....... 18-5
Figure 18-3 Design Option for Supplemental Heating Systems for
Jacket Water and Intercooler Coolant Heaters ....... 18-6
Figure 18-4 Thermostat Selection For Supplemental Heaters and Shutter Control ....... 18-7
Figure 18-5 Shutter Control Schematic ....... 18-9
Figure 18-6 High Idle Speed Option Schematic ....................................................... 18-10
Figure 18-7 Cold Engine Operation Logic ................................................................ 18-11
Figure 18-8 Values for Activating and Deactivating Shutters .................................... 18-12

VIII 7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
LIST OF SKS
SK-11324 Series 4000 Air Compressor ................................................................ 17-4

SK-11153 Series 4000 Flywheel — Solid ................................................................ 17-5
SK-11154 Series 4000 Flywheel — Flexplate ......................................................... 17-6
SK-11155 Series 4000 Adaptor — Flywheel Housing (GE Alternator) ..................... 17-7
SK-11170 Series 4000 —16V Oil Pan — Inch Fittings ............................................. 17-8
SK-11475 Series 4000-16V Oil Pan — Front Sump .............................................. 17-10
SK-11171 Series 4000 —16V Oil Pan — Rear Sump .............................................. 17-11
SK-11416 Series 4000-16V Oil Dipstick & Fill Locations Sheet 1 of 4 ................... 17-12
SK-11174 Series 4000 Oil Filter Adapter w/o Centrifuge ........................................ 17-19
SK-11159 Rockford Fan Clutch and Pulley ........................................................... 17-21
SK-11160 Series 4000 Front End — Fan Drive Mounting ........................................ 17-22
SK-11161 Series 4000 Pulley — Crankshaft (213.0 mm dia) .................................. 17-23
SK-11162 Series 4000 Pulley — Crankshaft (238.0 mm dia) .................................. 17-24
SK-11163 Series 4000 Pulley — Crankshaft (261.82 mm dia) ................................. 17-25
SK-11336 Series 4000 Fan to Fan Drive Spacer .................................................. 17-28
SK-11023 Series 4000 Fan Spindle Mounting Instructions .................................... 17-29
SK-11173 Engine Mounted Fuel Filters Only ......................................................... 17-30
SK-11173 Remote Mounted Fuel Filter Only ......................................................... 17-31
SK-11166 Series 4000 2 Bolt SAE—B Internal Spline Drive .................................... 17-32
SK-11156 Battery Charging Alternator (100A Delco) ............................................. 17-33
SK-11157 Battery Charging Alternator (220 Niehoff) ............................................. 17-36
SK-11351 Battery Charging Alternator (220A Niehoff) ........................................... 17-38
SK-11158 Series 4000 Starter — Air (TDI T109) .................................................... 17-39
SK-11325 Series 4000 Accessory Drive Pulley ...................................................... 17-40
SK-11352 Shutdown Controls — Shiploose — Coolant Level Sensor Kit ................. 17-41
SK-11353 Metric Port Adapters — Shiploose ......................................................... 17-42
SK-11624 Series 4000 Starter — Air ..................................................................... 17-43
SK-11533 Series 4000-12V Transmission Adapter ............................................... 17-44
SK-11437 DDEC Vechicle Interface Harness 12V & 16V ...................................... 17-46

7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION IX
LIST OF TABLES
Table 2-1 The Correct Type of Fire Extinguisher ........ 2-4
Table 4-1 Air Cleaner Applications ........ 4-3
Table 4-2 Hose Specifications for the Inlet Side of the Turbocharger .......4-11
Table 4-3 Equivalent Pipe Length ...... 4-14
Table 4-4 Air Inlet Restriction at Different Altitudes ...... 4-21
Table 8-1 Lube Oil Heating Options ........ 8-3
Table 9-1 Starter Motor Required Cranking Torque ........ 9-1
Table 12-1 OEM Supplied Hardware .......12-3
Table 12-2 Minimum DDC Supplied Hardware .......12-3
Table 12-3 Series 4000 — Recommended Vehicle Power Harness Connector
Pin Definitions ...................................................................................... 12-13
Table 12-4 PIDS Provided by DDEC ..................................................................... 12-23
Table 12-5 Transmission Options and Codes ......................................................... 12-34
Table 12-6 Digital Input Options and Codes .......................................................... 12-34
Table 12-7 Digital Output Options and Codes ......................................................... 12-35
Table 14-1 Gear Ratios .......14-2
Table 17-1 Fan Group Information ........................................................................ 17-20
Table 18-1 Lube Oil Heating Options .......18-4

X 7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
1 INTRODUCTION
The Series 4000 engine is a four stroke, direct injected diesel engine. The engine is available in 8V,
12V, or 16V configurations, ranging from 850 to 2700 hp (634-2013 kW). The Series 4000 is the
result of a strategic partnership between MTU Motoren—und Turbinen—Union (MTU) and Detroit
Diesel Corporation (DDC) to design, produce and distribute an engine for applications requiring
850-2700 hp (634-2013 kW).
Vital features of the Series 4000 include:
q Electronic engine control through the Detroit Diesel Electronic Control
(DDEC®) IV system
q A common rail fuel injection system
q A single casting cylinder block
1:1 Individual cylinder liners
q Individual cylinder heads
The Series 4000 Construction and Industrial Application and Installation manual, is a compilation
of the installation drawings, component sketches and technical information required for proper ap-
plication and installation of the engine.
AU information subject to change without notice. (Rev. 6/99)

7SA4000 9801 Copyright C 1998 DETROIT DIESEL COPORATION 1-1
2 SAFETY PRECAUTIONS
The following safety measures are essential when installing any Series 4000 engine.
CAUTION :
Diesel fuel is relatively harmless at normal ambient

temperatures. Heated diesel fuel and vapors are flammable.
To avoid injury:
q Keep those not directly involved in servicing away
from the engine.
q Stop the engine immediately if a fuel leak is detected.
q Do not allow open flames or smoke when working on
an operating engine.
q Wear adequate protective clothing (face shield,
insulated gloves and apron, etc.) when performing
either of these operations.
q To prevent a buildup of potentially volatile vapors,
keep the engine area well ventilated during operation.
2.1 STANDS
Use safety stands in conjunction with hydraulic jacks or hoists. Do not rely on either the jack or
the hoist to carry the load.
2.2 GLASSES
Select appropriate safety glasses for the job. Safety glasses must be worn when using tools such
as hammers, chisels, pullers and punches.

7SA4000 9801 Copyright © 1998 DETROIT DIESEL COPORATION 2-1
SAFETY PRECAUTIONS
2.3 WELDING
Wear welding goggles and gloves when welding or using an acetylene torch.
CAUTION :
Check for fuel or oil leaks before welding or carrying an

open flame near the engine.
Insure that a metal shield separates the acetylene and oxygen which must be chained to a cart.
2.4 WORK PLACE

Organize your work area and keep it clean.
CAUTION :
To avoid injury, immediately clean up any spilled liquid.

Eliminate the possibility of a fall by:
q Wiping up oil spills
q Keeping tools and parts off the floor
A fall could result in a serious injury.
After installation of the engine is complete:
q Reinstall all safety devices, guards or shields
q Check to be sure that all tools and servicing equipment are
removed from the 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.
CAUTION :
To avoid injury when working near or on an operating

engine, remove loose items of clothing, jewelry, tie back or
contain long hair that could be caught in any moving parts
causing injury.
2.6 POWER TOOLS

Improper use of electrical equipment can cause severe injury.
CAUTION :
Do not use defective portable power tools. Check for frayed

cords prior to using the tool. Be sure all electric tools are
grounded. Defective electrical equipment can cause severe
injury.
Check power tools before using.
2.7 AIR
Use proper shielding to protect everyone in the work area.
CAUTION :
To prevent injury when using compressed air, wear ade-

quate eye protection (safety glasses, goggles, or a face
plate) and do not exceed 40 psi (276 kPa).

SAFETY PRECAUTIONS
2.8 FLUIDS AND PRESSURE

Be extremely careful when dealing with fluids under pressure.
CAUTION :
To avoid injury from the expulsion of hot coolant, never

remove the cooling system pressure cap while the engine
is at operating temperature. Remove the cap slowly to
relieve pressure. Wear adequate protective clothing (safety
glasses, goggles, or face shield, rubber gloves, apron and
boots).
Fluids under pressure can have enough force to penetrate the skin. These fluids can infect a
minor cut or opening in the skin. See a doctor at once, if injured by escaping fluid. Serious
infection or reaction can result without immediate medical treatment. Do not put your hands in
front of fluid under pressure.
2.9 BATTERIES
Electrical storage batteries give off highly flammable hydrogen gas when charging and continue
to do so for some time after receiving a steady charge.
CAUTION :
Do not under any circumstances allow an electric spark or

open flame near the battery. An explosion may occur
causing personal injury.
Always disconnect the battery cable before working on the electrical system.
2.10 FIRE
Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisher
for the situation. The correct fire extinguisher types for specific working environments are listed
in 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

2-4 7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
2.11 DIAGNOSTIC DATA READER

For mobile applications, the DDR must be used by personnel other than the vehicle operator.
CAUTION :
The operator of a DDEC equipped engine must not attempt

to use or read any diagnostic display when the unit is
operating. Doing so may result in loss of control.
The vehicle operator must maintain control of the vehicle while an assistant performs the
diagnostic evaluations.
2.12 PAINT
NOTICE:
Do not apply paint to the ECM. The application of paint may

affect the performance of the ECM.
Mask off the ECM, prior to applying any paint.
2.13 FLUOROELASTOMER (VITON)

Fluoroelastomer (Viton) parts such as 0—rings and seals are perfectly safe to handle under
normal design conditions.
CAUTION :
Avoid injury by wearing eye protection (goggles and

faceplate) and neoprene or PVC gloves when handling
fluoroelastomer 0—rings or seals which have been
degraded by excess heat. Do not handle engine parts until
they have cooled. Wash equipment and parts well with lime
water (calcium hydroxide solution) before reusing if
hydrogen fluoride condensate is expected. Discard gloves
after handling degraded fluoroelastomer.
A potential hazard may occur if these components are raised to a temperature above 316°C
(600°F) (in a fire for example). Fluoroelastomer will decompose (indicated by charring or the
appearance of a black, sticky mass) and produce hydrofluoric acid. This acid is extremely
corrosive and, if touched by bare skin, may cause severe burns (the symptoms could be delayed
for several hours).

SAFETY PRECAUTIONS
2.14 SAFETY GUARDS
Some engine configurations are equipped with safety guards.
CAUTION :
Do not remove and discard safety guards. The safety

guards minimize the possibility of injury, for example when
the oil level is checked or filled on a running engine.
All safety devices, guards or shields must be reinstalled after engine installation.
All nformation subject to change without notice. (Rev. 6/99)

3 ENGINE IDENTIFICATION
This section explains the methods of engine identification used for the Series 4000 engine (see
Figure 3-1).
Figure 3-1 Series 4000 Engine 16V

ENGINE IDENTIFICATION
3.1 MAJOR COMPONENT LOCATIONS (FRONT VIEW)
1. Water Inlet (High Temperature Circuit) 8. Trunnion Mount

2. Fan Clutch Assembly 9. Oil Pressure Regulator
3. Oil Cooler 10. Oil Pan
4. Centrifugal Oil Filter 11. Water Inlet (Low Temperature Circuit)
5. Lube Oil Full Flow Filter (4) 12. Alternator
6. High Pressure Fuel Pump 13. Water Outlet (Low Temperature Circuit)
7. Accessory Drive (#5) 14. Thermostat Housing (Low Temperature Circuit)
Figure 3-2 Front View, Series 4000 12V

3.2 MAJOR COMPONENT LOCATIONS (LEFT VIEW)
1. Air Compressor 8. Charge Air Cooler

2. High Pressure Fuel Pump 9. Lifter Bracket
3. Engine Lifter Bracket 10. Air Intake Manifold
4. Lube Oil Full Flow Filter (4) 11. DDEC Master and Receiver ECMs
5. Centrifugal Oil Filter 12. Fuel Junction Block
6. Charge Air Cooler Coolant Tubes 13. Fuel Filters (2)
7. Exhaust Outlet (2)
Figure 3-3 Left Side, Series 4000 12V

3.3 MAJOR COMPONENT LOCATIONS (RIGHT VIEW)
1. Starter 9. Water Inlet (LTC)

2. Air Intake Manifold Elbow 10. Water Pump (LTC)
3. Charge Air Cooler 11. Trunnion Mount
4. Exhaust Outlet 12. Alternator
5. Turbocharger (Air Inlet) 13. Water Pump (HTC)
6. Oil Cooler 14. Oil Dipstick Tube
7. Water Inlet (HTC) 15. Oil Filter Tube
8. Water Outlet (LTC) 16. Access Cover (Crankcase)
Figure 3-4 Right Side, Series 4000 12V

3.4 MAJOR COMPONENT LOCATIONS (REAR VIEW)
1. Oil Pan 7. Crankcase Breather Canister (2)

2. Flywheel 8. Exhaust Outlet (2)
3. Fuel Filter (2) 9. Oil Dipstick Tube
4. Fuel Junction Block 10. Oil Fill Tube
5. Air Intake Manifold Elbow 11. Accessory Drive (SAE B Drive)
6. Charge Air Cooler
Figure 3-5 Back View, Series 4000 12V

3.5 ENGINE SERIAL NUMBER IDENTIFICATION

There are three serial number formulas assigned to the Series 4000 engine. The first digit of all
three numbers is five (5). The serial number designates whether the engine is:
q A Series 4000 engine built by DDC
q A Series 4000 engine built by MTU
q A Series 4000 DDEC engine built by MTU
The Series 4000 engine built by DDC has a ten digit serial number. The fourth digit identifies
the manufacturer. The last six digits are a sequential number. An example is 5352XXXXX.
The Series 4000 engine built by MTU has a nine digit serial number. The fourth digit identifies
the manufacturer. The last five digits are a sequential number. An example is 5351XXXXX.
The Series 4000 DDEC engine built by MTU has a ten digit serial number. The fourth digit
identifies the manufacturer. The last digit is always zero (0). An example is 5311XXXXXO.
3.6 CYLINDER LABELING

The Series 4000 cylinder labeling follows the IS01204 nomenclature (see Figure 3-6). For
cylinder labeling, the viewpoint is from behind the main power take-off (PTO) end. From this
position, the cylinder bank on the left is the A bank and the closest cylinder to the viewer on that
bank is named Al. The right cylinder bank is the B bank and the closest cylinder to the viewer is
named B 1.
See Figure 3-7 which details the traditional DDC labeling. As viewed from the rear of the
engine, 1L is at front left and 1R is at front right. (1L = A6 and 6L = Al). The traditional DDC
labeling nomenclature is the default used by DDEC and by the DDR. The DDR can be
configured to display IS01204 cylinder labeling.
The cylinder block access covers are labeled A 1 for left rear and B1 for right rear; thus the A 1
access cover is found directly below the Al cylinder.

Figure 3-6 MTU/DDC Series 4000 Cylinder Naming (IS01204)
Figure 3-7 Traditional Detroit Diesel Cylinder Naming

THIS PAGE INTENTIONALLY LEFT BLANK

4 AIR INLET SYSTEM
This section describes the functions, application and installation requirements for a Series 4000
engine air inlet system.
An internal combustion engine must receive an adequate supply of air for combustion to develop
full rated power and burn fuel efficiently. The function of the air inlet system is to furnish an
adequate supply of clean, dry, cool air to the engine cylinders for proper fuel combustion. There
are two main components to the air inlet system: the air cleaner and the ducting (piping). The
design of the air inlet system has a direct effect on the engine power output, fuel consumption,
exhaust emissions, and engine life.
The air inlet system consists of the following components:
q Air cleaner and associated pipework
q Turbochargers
q Charge air cooler piping
q Charge air cooler
q Intake manifolds
The turbochargers supply air under pressure to the intake manifolds. The intake air enters the
turbochargers after passing through the air cleaner. Power to drive the turbochargers is extracted
from energy in the engine exhaust gases. The expanding exhaust gases turn a single stage
turbocharger wheel, which drives an impeller, thus pressuring intake air. This charge air is then
cooled by an charge air cooler (CAC) before the engine intake manifolds for improved
combustion efficiency. See Figure 4-1.

AIR INLET SYSTEM
CHARGE AIR
COOLER
TURBOCHARGER
EXHAUST OUT
AIR INLET TURBOCHARGER
AIR INLET
TURBOCHARGER
TURBOCHARGER
AIR INLET
INTAKE
MANIFOLD
INTAKE
MANIFOLD
AIR INLET
EXHAUST OUT
INTAKE AIR FLOW

► EXHAUST AIR FLOW 26955
Figure 4-1 Air Intake System
The pressurized intake charge is routed from the discharge side of the turbochargers, through the
CAC to the intake manifolds, which directs the air to ports in the cylinder heads, through two
intake valves per cylinder, and into the cylinders. At the beginning of the compression stroke,
each cylinder is filled with clean air.

4.1 AIR FILTER SYSTEM

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 environment
that applies to the system. The efficiency of the filter system, including prefilters, must be
adapted to environmental conditions. Recommended air cleaner types and filtering efficiency are
listed in Table 4-1.
Type of Dust Load of Efficiency of the

Application
Air Cleaner Intake Air Filter System
Generator Sets Air Compressors,
8 mg/m 3
Pumps Cranes, Wheel—mounted Medium—duty 99%
(.0000005 lb/ft 3 )
Applications
Trucks, Nonroad Applications,
Logging Tractors, Wheel, Agricultural 60 mg/m 3
Heavy—duty 99.87%
Motor Graders, Tractors, Crawler, (.000004 lb/ft 3 )
Small Scrapers, Cranes, Shovels
Scrapers, Large Or Rear Engine Rock
Drills, Self—contained Cranes And
Shovels, Rough Terrain Air 160 mg/m 3
Extra Heavy—duty 99.95%
Compressors, Rock Drilling Or (.00001 lb/ft 3 )
Quarrying Tractors, Full—tracked
Applications, Low Speed Applications
Table 4-1 Air Cleaner Applications

Tests to determine the service life of an air cleaner are usually performed in accordance with
SAE J726—C, respectively ISO 5011.
4.1.1 AIR CLEANERS
The air cleaners protect the engine from airborne contaminants which cause excessive engine
wear by abrasion.
Dry paper element type cleaners are recommended for use on MTU/DDC engines. Alternate
types of air filtration systems, such as foam type and oil bath cleaners, may be available in the
aftermarket.
Dry paper element air cleaners must meet the following requirements.
q Sufficient filter efficiency
q Good structural integrity and quality workmanship
q Sufficient service life
q Be readily accessible for maintenance with adequate space provision for
replacement of the element.
Dry paper element air cleaners are classified by function:
q Medium—duty air cleaners
q Heavy—duty air cleaners
q Extra heavy—duty air cleaners
The type of function relates to the dust holding capacity of the particular cleaner. The choice of
cleaner depends upon the engine type, application, operating environment, and service life.

AIR INLET SYSTEM
Medium-duty Use Air Cleaner

A medium—duty air cleaner is typically a two stage cyclonic/paper element cleaner. These
cleaners have a cyclonic first stage that removes about 80-85% of the dust from the air before it
passes through the paper element. Optional safety elements for increased reliability are available
and may be included in these air cleaners. See Figure 4-2.
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. 0—ring
Figure 4-2 Medium—duty Air Cleaner

Heavy—duty Use Air Cleaner
A heavy—duty air cleaner is typically a two stage cyclonic/paper element cleaner. See Figure 4-3.
These cleaners incorporate a highly efficient cyclonic pre—cleaner arrangement that removes
94-98% of the dust from the air before it passes through the paper element. Some types of heavy
duty air cleaners do not include a mechanical precleaner but employ an oversized filter element
to accomplish the same dust removal with similar service intervals. Optional safety elements for
increased 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 0—ring 10. Primary Element
4. Lower Body Assembly 11. Gasket
5. Body Clamp 12. Access Cover
6. 0—ring 13. Wing Nut
7. Upper Body Assembly
Figure 4-3 Heavy—duty Air Cleaner

AIR INLET SYSTEM
Extra Heavy-duty Use

Extra heavy—duty air cleaners have large paper filters coupled with high efficiency mechanical
precleaners. The dust from the precleaner section may be continually removed by the use of an
exhaust aspirator, positive or negative pressure bleed, or may have dust cups that open because
of the weight of the dust when the engine stops. Optional safety elements for increased reliability
are available and may be included in these air cleaners. See Figure 4-4.
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 4-4 Extra Heavy-duty Air Cleaner

Foam Type Air Cleaners

Foam type air cleaner elements, available in the aftermarket, may produce gummy or
varnish—like deposits which may affect engine operation.
NOTICE:
MTU/DDC is aware of attempts to use air cleaner elements

made of foam or fabric batting material soaked with a sticky
substance to improve dirt—holding capability. This substance
may transfer from the filter media and coat the inside surfaces of
air ducts and engine air inlet systems, blowers, and air boxes.
The result may be reduced engine performance and a change in
engine operating conditions.
MTU/DDC does not recommend the use of foam type air cleaners.
Oil Bath Air Cleaners

Use of an oil bath air cleaner is not recommended. Oil bath type air cleaners generally do not
have enough gradability for mobile, nonroad applications.
NOTICE:
Air cleaner performance may be adversely affected by

temperature extremes. Oil pullover from improper usage or
extreme vehicle tilt may cause engine runaway and damage.
The oil mist created by the filter may adversely effect
turbocharger life and performance.
Oil bath air cleaners generally have lower efficiencies and greater restriction to airflow than dry
type air cleaners.

AIR INLET SYSTEM
Auxiliary Precleaners
Auxiliary precleaners are devices that separate contaminants from the incoming air and expel
them through a discharge port prior to entering the air cleaner inlet. Precleaners remove most of
the airborne dirt from incoming air which extends the service life of the filter element.
Precleaners force the incoming air to rotate within the precleaner creating a centrifugal force and
depositing the dirt into a bin or cup for removal while servicing. See Figure 4-5.
Figure 4-5 Precleaner Centrifugal Action
Precleaners may be used with the Series 4000 engine as long as the air inlet restriction
requirements are met. The use of a precleaner may necessitate the use of a larger air cleaner.
Air Cleaner Selection

Choose an appropriate air cleaner as follows:
1. Determine the maximum engine air flow requirement and the clean and dirty
restriction limitations from sheet 2 of the applicable performance curve.
2. Determine the general application category as listed in Table 4-1.
3. Determine the air cleaner classification as listed in Table 4-1.
4. Select the appropriate cleaner from the manufacturer's recommendations.
If any further questions remain regarding air cleaner selection, contact MTU/DDC Series 4000
Application Engineering.
4.1.2 Inlet Screens
An inlet screen may be used with an air cleaner when larger airborne material is encountered in
an operating environment. An inlet screen will prevent this material from blocking air passage

through the air cleaner elements. The inlet screen should be inspected frequently and cleaned as
necessary.
4.1.3 Rain Caps and Inlet Hoods
The entrance to the air cleaner must be designed to ensure that no water or snow can enter the air
cleaner. Rain caps or inlet hoods are used for this purpose (see Figure 4-6).
Figure 4 6 Rain Cap and Inlet Hood

-
4.1.4 Inlet Silencers

Appreciable reductions in noise levels can sometimes be achieved with the use of inlet silencers.
Inlet silencers operate on the same principle as exhaust silencers. The installer should consult the
supplier for specific recommendations. Care should be taken to ensure that the intake restriction
is not raised above the allowable limit for clean air cleaners. Refer to sheet 2 of the performance
curve for maximum allowed intake air restriction.
4.1.5 RESTRICTION INDICATOR
The restriction indicator should be located in a straight section of tubing one to two pipe
diameters from the turbo compressor inlet. The fittings should be at right angles to the tube and
flush with the inside of the tube.
The operating setting of the indicator should correspond to the maximum permissible inlet
restriction. Refer to sheet 2 of the engine performance curve for the maximum restriction for
systems with dirty filters.
4.1.6 PIPEWORK
Give careful attention to the pipework and associated fittings used in the inlet system in order to
minimize restriction and maintain reliable sealing.

AIR INLET SYSTEM
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
and preferably 4.0.
Keep air ducts away from heat sources such as exhaust manifolds, etc. Use appropriate insulation
or shielding to minimize radiated heat from these sources to the inlet system.
Give careful attention to accessibility to service related parts (i.e., rocker covers, oil spinner
filter, etc.).
Diffusers
Make any necessary cross—sectional changes in the piping diameter gradually rather than using
sudden expansions or contractions (see Figure 4-7).
Figure 4-7 Diffuser Configurations
4.1.7 HOSE CONNECTIONS

Use the following for hose connections:
NOTICE:
Limit the number of hose connections to reduce the risk of leaks

that may allow access of unfiltered air.
q Plain (non reinforced) hose sections to connect items of rigid pipework

which are in line and close together, or have little relative motion.
q A short section of reinforced hose between the ductwork sections where
significant relative motion or misalignment occurs. High quality "Hump"
hose is capable of meeting these requirements.

q Constant torque clamps to provide positive clamping and to prevent piping

separation.
q Double clamped connections with clamps rotated 180° from the other.
q Limit the number of hose connections to reduce risk of leaks that may allow
access of unfiltered air
MTU/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 service
conditions. The basic requirements are listed in Table 4-2.
Service Conditions Basic Requirements

Hose Material Synthetic Rubber
Resistant to fuel oil and lubricating oil on both
Oil Resistance
internal and external surfaces
Maximum Working Temperatures 150°C (300°F)
Working Pressure Up to 12.5 kPa (50 in. H20) depression

(negative pressure)
Table 4-2 Hose Specifications for the Inlet Side of the Turbocharger
4.1.8 INTAKE MANIFOLD

The intake charge air is routed to the individual cylinders by two intake manifolds that are bolted
to the individual cylinder heads. A turbo—boost pressure sensor and air temperature sensor are
mounted to each intake manifold.
4.1.9 PLENUM BOX

The use of plenum boxes is not recommended. If a plenum box must be used, it should be
mounted on the vehicle. Plenum boxes should be checked periodically for cracks in welded
joints that could allow access of unfiltered air.

AIR INLET SYSTEM
4.2 DESIGN GUIDELINES

The installed inlet system must be designed to supply clean, dry, cool air to the engine with
minimum restriction. The system must also provide reliable sealing, durability, and require
minimal maintenance. For closed engine room applications adequate engine room ventilation
must be provided for an environment which allows both equipment and operating personnel to
function effectively.
NOTICE:
Never allow the turbocharger to support any weight of the air

intake system.
The main design criteria for the air intake system includes:
q Maximum air inlet flow
1=j Air intake restriction
q Inlet location
q Temperature rise from ambient to turbo inlet
Refer to the performance curve of the specific engine model for limits on each of these criteria.
4.2.1 MAXIMUM AIR INLET FLOW
The first step in the design of the air inlet system is to determine the maximum air flow
requirement for the engine. This information for the Series 4000 is listed in the performance
curve section of this manual.
4.2.2 AIR INLET SYSTEM RESTRICTION
Air inlet restriction is an important parameter of the air inlet system. High inlet restriction may
cause insufficient air for combustion. Factors resulting in a high inlet restriction include:
q Small intake pipe diameter
q Excessive number of sharp bends in system
q Long pipe between the air cleaner and turbocharger compressor inlet
q High air cleaner resistance
Air inlet restriction that is too high may result in:
q Reduced power
L:1 Poor fuel economy
q High combustion temperature
q Over—heating
q Reduced engine life
The restriction of the air inlet system is equal to the sum of the individual restrictions in the
system. These include rain caps, inlet hoods, air cleaners, and piping. See Figure 4-8. An air
inlet restriction indicator must be installed on the air intake system.

The instrumentation should be placed perpendicular to the plane of the bend where measurement
on a bend is unavoidable.
Rain Cap or Inlet Hood Restriction in. H2O
Precleaner Restriction in. H2O
Air Cleaner Restriction in. H2O
Piping Restriction in. H2O
Total Air Inlet Restriction in. H2O
Figure 4-8 Air Inlet System Calculation
Recommended pipe sizes may be used for the initial sizing of the air inlet system. Increase the
pipe size or modify the piping configuration if the air intake restriction exceeds the maximum
limit.
When silencers, cleaners, piping and engine room air inlets are insufficiently sized, engine air
restriction is increased. To keep the restriction within specifications, properly sized components
must be installed and maintained. The air intake system should be designed with a minimum
number of bends, obstructions and lengths of pipe.
For design purposes, the air intake piping and fittings can be converted to equivalent pipe
lengths, as listed in Table 4-3. Also see Figure 4-9 and Figure 4-10.

AIR INLET SYSTEM
Equivalent Pipe Length - ft.
Pipe Size 90° 45° Bends having Radius Values from 1 thru 6
In. (mm) T Formed Formed Diameter
Diameter Elb. & Y Elb. & Y R/D=1 R/D=2 R/D=3 R/D=4 R/D=5 R/D=6
3 (76.2) 15 7.5 3.75 3.5 2.0 1.25 1.0 1.5 2.25
4 (101.6) 20 10 5 4.5 2.5 1.75 1.5 2 3
5 (127.0) 25 12.5 6.25 5.5 3 2.25 2 2.75 3.75
6 (152.4) 30 15 7.5 6.5 4 2.5 2.25 3 4.5
8 (203.2) 40 20 10 9 5 3.75 3.5 4.5 6
10 (241.3) 50 25 12.5 10.75 6.5 4.75 4.25 5.25 7.5
12 (304.8) 60 30 15 13 8 5.75 5.5 6.5 9
14 (355.6) 70 35 17.5 15 1 9 6.5 6 7.5 10.5
D
//d
V\
/('
N -TN
90° BEND
--.1 D k--
FORMED "Y"
d = .7D
Table 4-3 Equivalent Pipe Length

.32
26
63.50 mm
(2.5 in.) Dlk .24
.28 .
76.20 mm
1 ri
i
(3 in. DIA .— .22
1 I
88.90 mm
1 lir
(3.5 in.) DIA ri
.24 .20
101.60 mm 11 1
1111 (4 in.) DI
A1. 30 mm
I 11111 I IF .16
(4.5 in.) DIA r
1
.20
II I i
llIfi
I
t i (5 n.)DTA n1/1 Er
WI
— .15
II 111 II VI A II
11E111 FA•I p 5.1.in!) D1, IM — .14
1 11,1 li A
(
V
— .12
152.40 mm
(6 in.) DIA
I MIMI FA VA — 10
1111111 E II 1,5 iui

n WIWI rA WA nNAnMIN
II .08
II WW1 FIY MMIWW FA FA

MIEN 11111
.08
.06
a ell 203.20 mm /
(8 in) DIA
1111111/MANIM I Pi — 04
.04 11111/111/AWA M.2 MEd IPP 6 /
111111/SAKIN PM MI Pill il;, M" 2
WIWI MEE% 10nnn111E: .

(
— .02
4 8 12 16 20 24 28 32 36 40 44 48 52 56 60 64 68
3
AIRFLOW-M /MIN
I I I I I I i I n I I I I I I I I i I I 1 1 I 1
0 500 1000 1500 2000 2500
AIRFLOW - CFM
28972
Figure 4-9 Restriction Versus Airflow for Straight Ducts — Outside Diameter —
Chart 1

AIR INLET SYSTEM
.16
— 13
— .12
.14 / _
203.20 mm
(8 in.) DIA — .11
/
Aii
.12 228.60 mm .10
EMI (9 in.) DIA
— .09
.10
— .88
LLi
254 mm
0
AM lifig (10 in.) DIA — rew1.-
14
.08 Ir — .07 w2
_ 0.
ITI
zo — .06 z'
_Ne
1= o
o
Fe
— p
ci
1-
cnw .06 — 05 re1-
re co
w
•04
304.80 mm —
(12 in.) DIA —

.04
— .03
355.60 mrn .°
(14 in.) DIA — 02
' 02 III IIIIh III II I I II I I
I I I I I I <l e l I In HII \—
78 86 94 102 110 118 126 134 142 150 158
AIRFLOW-M 3/MIN
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
2500 3000 3500 4000 4500 5000 5500
AIRFLOW - CFM
28973
Figure 4-10 Restriction Versus Airflow for Straight Ducts — Outside Diameter —
Chart 2

Sizing of Air System to Comply with MTU/DDC Requirements Example

Given: A 16V-4000 haul truck engine with quad turbochargers, operating at 1900 RPM, 2700
hp (2014 kW) with four remote air cleaners, one per turbocharger. The air cleaner manufacturer
advised that each air cleaner has a restriction of 4 in. H2O (1 kPa) when new. The installation
requires two 90 degree smooth bends (R/D = 1) and 25 ft (7.6 ft) of straight tubing for each
turbocharger.
Use the following procedure (per turbocharger) to size the air system:
1. Check sheet 2 of the performance curve. Sheet 2 of the performance curve
lists: (The values listed in the example are fictitious.)
Total engine air flow = 5340 cfm (151 m 3 /min) or 1335 cfm
(37.8 m 3 /min) per turbocharger
Maximum air inlet restriction = 12 in. H2O (3 kPa) for clean
system
Minimum dual pipe diameter = 8 in. (203 mm)
2. The information for this step is listed in Table 4-3; for a 8 in.
(203 mm) 90 degree smooth bend (R/D = 1) the equivalent length of straight
pipe is 9.0 ft (2.7 m).
3. Find the total equivalent length per turbocharger:
2 — 90 degree smooth bends (R/D = 1) = (2 x 9) = 18.0 ft (5.5 m)
25 ft (7.6 m) of straight pipe 25.0 ft (7.6 m)
Total equivalent length 43.0 ft (13 m)
4. Use the information in the previous illustrations (see Figure 4-9 and
Figure 4-10) to make the conversion as follows:
For 1335 cfm (37.8 m 3 /min) air flow through a 8 in. (203
mm) pipe the restriction factor = 0.02 in. H20/ft
(0.015 kPa/m).
Making the conversion: 43.0 ft x 0.02 in. H20/ft
(13 m x 0.015 kPa/m) = 0.86 in. H 2 O (0.214 kPa)
5. Find the total restriction if:
Piping is 0.86 in. H2O (0.214 kPa)
Air cleaner is 4.0 in. H2O (1.0 kPa)
Then total restriction is 4.9 in. H2O (1.22 kPa)
4.2.3 INLET LOCATION
Position the air cleaner inlet so that air is drawn from an area clear of water splash with the
lowest possible dust concentration. This location should also minimize:
q The temperature rise from ambient to turbo inlet
q The possibility of exhaust fumes and crankcase emissions being drawn into the
inlet system
4.2.4 PIPING
Consider the following when designing an air inlet system:

AIR INLET SYSTEM
1=1 Limit the use of bends or elbows.

q Use long radius elbows rather than mitered joints when an elbow is
required.
1=1 Use the most direct route for piping to minimize the pipe length.
q Isolate OEM air piping from the engine to allow for engine torque—over,
engine displacement, and thermal expansion.
q Double clamp all air inlet connections with the T—bolts of the clamps rotated
180° from each other.
q Installing elbows back—to—back can result in higher losses than
estimates would indicate.
q Protect air inlet piping from all sources of heat and heated air recirculation.
4.2.5 FLEXIBLE FITTING
The purpose of flexible piping in the air inlet system is to allow for engine torque—over, engine
displacement, thermal expansion , and facilitate alignment of the engine with the OEM piping.
Typically a rubber "hump" hose is used before the compressor inlet to provide isolation. The
rubber material must be capable of withstanding temperatures up to 300°F (149°C).
NOTICE:
Nitrile rubber is not an acceptable material for flexible fitting to

the turbocharger compressor inlet. Nitrile rubber becomes brittle
and cracks under high temperature.
Premature failure of the turbocharger, charge air piping, or joints could occur if flexible piping is
not employed.

4.3 TESTING REQUIREMENTS

A thorough evaluation of the air inlet system will include:
q Complete descriptions and documentation of the system
q Adequate instrumentation
q Proper test preparation
1:1 Accurate tests
q Data analysis and documentation
q Diagnostics (troubleshooting) and corrective action (if necessary)
These tests must be run on all new installations, engine repowers, or whenever modifications
have been made to the engine, air inlet system, engine load, duty cycle, or environmental
operating conditions.
4.3.1 INSTRUMENTATION
This section describes the instruments and methods needed to measure the temperatures and
restrictions of the air inlet system.
Temperature Measurement
Use a precision thermocouple and an appropriate read—out device to measure temperatures.
Thermocouples should be located downstream of the pressure taps.
Restriction Measurement
Use a precision gauge or a water manometer capable of reading a minimum of
5.0 kPa (20 in. H20).
Static pressure taps (see Figure 4-11) should be placed in a straight section of pipe one to two
pipe diameters from each turbocharger compressor inlet. The pressure taps should be at right
angles to the tube and flush with the inside of the tube.

AIR INLET SYSTEM
Figure 4-11 Static Pressure Tap
The instrumentation should be placed perpendicular to the plane of the bend where measurement
on a bend is unavoidable.
4.3.2 MAXIMUM TEMPERATURE RISE-AMBIENT TO TURBOCHARGER

INLET
The temperature differential between the ambient temperature and the temperature at the
turbocharger inlet needs to be determined
The maximum temperature differential for the Series 4000 engine is listed in the performance
curve section of this manual.

4.4 TEST
Thorough preparations prior to testing will ensure accurate results.
[]I Confirm all instrumentation and equipment is in good working condition and
calibrated.
q Tests should be run on a production installation or an installation representative
of the final installation.
q Shutters must be fully opened and fan drive mechanisms in the fully engaged
position.
A sample data sheet for the air inlet and charge air system test is given below.
Turbocharged Engine
Description Measurement
Ambient Temperature
Air Inlet Temperature
Air Inlet Restriction Right Bank Front
Air Inlet Restriction Left Bank Front
Air Inlet Restriction Right Bank Rear
Air Inlet Restriction Left Bank Rear
Figure 4-12 Air Inlet System Data Sheets
4.4.1 ALTITUDE AFFECTS ON MEASURED AIR INLET RESTRICTION
Altitude affects air inlet restriction The Altitude Performance Curve on page 4-22 (see
Figure 4-13) illustrates the effects of altitude on the percentage of inlet restriction. An example
of the reduction of allowable restriction at different altitudes is listed in Table 4-4. Table 4-4
values are for example purposes, refer to sheet 2 for the real values.
Allowable Restriction
Temperature Altitude
Clean System Dirty System
25°C (77°F) 3.0 kPa (12 in. H20) 5.0 kPa (20 in. H 2 0) At sea level
2,438 m (8,000 ft)
25°C (77°F) 2.31 kPa (9.25 in. H 2 0) 3.85 kPa (15.5 in. H20)
above sea level
Table 4 4 Air Inlet Restriction at Different Altitudes

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

AIR INLET SYSTEM
100
90
80
70
60
50
40
30
20
10
0 2000 4000 6000 8000 10000 12000 14000 16000
Altitude Above Sea Level - ft
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Altitude Above Sea Level - m
77°F (25°C) air inlet temperature; 29.32 in. Hg (99 kPa) dry barometer Curve No. S1A-0001-00-2
100°F (39°C) fuel inlet temperature (.853 specific gravity at 60°F/15.5°C). RevJDate: 1 / 10-1-93
Altitude barometer based on standard NACA table.
Sheet No. 1 of 1
Figure 4-13 Altitude vs. Inlet Restriction

5 EXHAUST SYSTEM
The purpose of the exhaust system is to remove the exhaust gases to an appropriate discharge
location and to reduce the exhaust noise to an acceptable level. This section describes the
functions, application and installation requirements for the exhaust system of a Series 4000
engine.
The exhaust system is made up of exhaust valves and exhaust ports within the cylinder head,
exhaust manifolds, turbine section of the turbochargers, exhaust piping, and mufflers (if
installed). Exhaust gases exit the cylinders through exhaust ports and into the exhaust manifold.
These exhaust gases expand through the exhaust turbine to drive the turbocharger. The gases
then exit through the exhaust pipes and mufflers to the atmosphere. See Figure 5-1.
CHARGE AIR
COOLER
TURBOCHARGER
EXHAUST OUT
AIR INLET TURBOCHARGER
AIR INLET
TURBOCHARGER
TURBOCHARGER
AIR INLET
INTAKE
MANIFOLD
INTAKE
MANIFOLD
AIR INLET
EXHAUST OUT
-• INTAKE AIR FLOW

•- EXHAUST AIR FLOW 26955
Figure 5-1 The Exhaust System

EXHAUST SYSTEM
5.1 TURBOCHARGER GENERAL INFORMATION

All turbochargers convert exhaust gas energy into compressed intake air. The following
illustration details the standard components of a turbocharger. See Figure 5-2.
1. Compressor Housing 4. Turbine Housing

2. V-Band Clamp 5. Center Housing Bolt
3. Center Housing
Figure 5-2 Standard Turbocharger Assembly
The turbocharger is designed to increase the overall efficiency of the engine. Power to drive the
turbocharger is extracted from the energy in the engine exhaust gas. After the engine is started,
the exhaust gases flow from the engine and through the turbine housing causing the turbine
wheel and shaft to rotate. See Figure Figure 5-3. The gases are discharged into the exhaust
system after passing through the turbine housing.
The compressor wheel, in the compressor housing, is mounted on the opposite end of the turbine
wheel shaft and rotates with the turbine wheel. The compressor wheel draws in clean air,
compresses it, and delivers high pressure air through the charge air cooler and intake manifolds
to the engine cylinders.

EXHAUST MANIFOLD AND

INTAKE MANIFOLD CYLINDER HEAD PORTING
TURBINE EXHAUST
OUTLET
CYLINDER
TURBINE
TURBINE WHEEL
CRANKSHAFT CHARGE AIR AIR
COOLER INLET TURBINE EXHAUST
COMPRESSOR GAS DISCHARGE
\ EXHAUST GAS
INLET
=> ENGINE EXHAUST
GAS FLOW
AMBIENT AIR COMPRESSED
INLET AIR DISCHARGE
COMPRESSED
Al R FLOW COMPRESSOR
WHEEL
♦ FRESH AIR 26783
Figure 5-3 Schematic Turbocharged Air Flow Diagram
5.2 EXHAUST SYSTEM DESIGN REQUIREMENTS AND

GUIDELINES
The exhaust system for Series 4000 powered equipment must function under a variety of
environmental conditions. Exposure to rain and snow and subjection to both thermal and
mechanical stresses are inherent to equipment operation.
Stationary engines which operate inside a building must have an exhaust system which will
remove the exhaust gases to a safe area and will keep both noise and temperature at acceptable
levels.
In the planning of an exhaust system, several factors must be considered:
q Exhaust flow
q System back pressure allowance
q System heat loss to the surroundings

EXHAUST SYSTEM
q System size and space available

q System routing alternatives
q Noise reduction
The design of the exhaust system must keep the resistance to gas flow (back pressure) as low as
possible and within the limits specified for a Detroit Diesel Series 4000 engine. These limits can
be found on the performance curves found in chapter 15 of this manual.
The following provides practical guidelines for exhaust system sizing:
q Limit the use of bends or "elbows."
[21 Use long radius elbows, rather than mitered joints when an elbow is
required.
q After the turbocharger exhaust outlet the pipe size should be expanded
immediately to the recommended minimum pipe diameter, or larger,
specified for the application. Refer to sheet 2 of the applicable performance
curve.
q Where practical, use the most direct route for piping to minimize the pipe
length.
q The exhaust discharge should be free of obstructions that could restrict the
gas flow and increase the system back pressure.
q Installing elbows "back to back" can result in higher losses than estimates
would indicate.
q Adequate clearance must be provided for the complete exhaust system. The
exhaust system components must not pass too close to filters, fuel lines,
vehicle fuel system components, starter, alternator, etc.
q Isolate OEM exhaust piping from the engine to allow for engine
torque—over, engine displacement, and thermal expansion.
q Configure the exhaust outlet to prevent moisture from entering the exhaust
piping (i.e. rain cap or downward turned outlet).
q Attach a grill to the exhaust outlet of stationary applications to prevent entry
of small creatures.
5.2.1 PIPEWORK
The exhaust piping must be secure, but still allow for thermal expansion and contraction.
Mounting points should be on structurally sound members, such as the vehicle frame. Isolate
exhaust piping from the engine to allow for engine torque—over, engine displacement, and
thermal expansion.
Individual exhaust lines for each engine are recommended in multiple engine installations.
Where exhaust from several engines are piped into a common manifold, pipe sizes become quite
large to avoid excessive back pressure. In addition, it becomes necessary to provide the means of
closing off the exhaust of each engine on the line to avoid serious damage to an engine that is not
running.
All exhaust pipe joints and connections should be free from leaks.

NOTICE:
Never allow the turbocharger to support more than 50 lbs of

the exhaust system weight.
Refer to the installation drawings for additional information on the exhaust system interface.
5.2.2 BACK PRESSURE

The exhaust system will produce a certain back pressure for the exhaust gases. The design of the
exhaust system should keep the back pressure as low as possible.
Any of the following factors can cause excessive back pressure:
q Small exhaust pipe diameter
q Excessive number of sharp bends
q Long exhaust piping between the turbocharger and the muffler
q High muffler exhaust resistance
Back pressure that is too high may result in:
q Non compliance with EPA certification
q Loss of power
q Poor fuel economy
1:1 High combustion temperature
q Engine over—heating
1:1 Reduced engine life
The recommended exhaust pipe diameter is found on the performance curve for each application
(refer to chapter 15).
This size may be used for the initial calculation of back pressure. Increase the pipe size or
modify the piping configuration if the calculated back pressure exceeds the maximum limit
Similar calculation methods as those shown in the previous chapter can be used for calculating
exhaust back pressure. Adjust for STP exhaust flow rate.
Exhaust Back Pressure Test
Once an exhaust system is installed, the actual back pressure should be measured with a U—tube
manometer, using a suitable fitting installed in the exhaust pipe immediately after the engine
exhaust outlet flange. The exhaust back pressure should be measured while the engine is
operating under full load, rated engine speed conditions. The exhaust system design needs to be
corrected to reduce back pressure to within acceptable limits if the measured exhaust back
pressure exceeds the limit shown on the performance curve.

EXHAUST SYSTEM
5.2.3 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 engine
cylinders, causing pressure pulsations in the exhaust pipe. These pulsations lead not only to
discharge noise at the outlet, but also to noise radiation from the exhaust pipe and muffler shell
surfaces. A properly matched muffler can achieve efficient attenuation with minimum exhaust
restriction. In more critical situations, double wall piping helps to reduce radiant noise.
Leakage from the exhaust system pipes and joints is a possible noise source. The likelihood of
leakage increases during engine life as a result of wear, misalignment, or lack of maintenance of
the exhaust system. Proper selection and installation of the pipes and joints, coupled with good
maintenance procedures, will prevent unnecessary noise from these sources.
5.2.4 FLEXIBLE FITTINGS

The purpose of flexible exhaust piping is to allow for engine displacement, allow for thermal
expansion of the exhaust system, and facilitate alignment of the engine with the exhaust system
piping. Premature failure of the turbocharger, manifold, piping, muffler, or joints could occur if
flexible piping is not employed. Premature failure can also occur if the flexible piping used is not
flexible enough to compensate for displacement, thermal expansion, or misalignment.
The direction of movement for flexing should be perpendicular to the center axis of the pipe for
proper flexible exhaust pipe installation. Flexible pipe has minimal ability to function along the
axis of the pipe in an "accordion" action.
The greatest engine displacement normally seen is due to torque—over. Engine torque—over
produces a twisting or rolling of the engine. Due to torque—over, the exhaust system sees a
side—to—side motion of the engine.
5.2.5 EXHAUST TEMPERATURE

Typically the exhaust manifolds are unprotected, but for some applications the exhaust manifolds
need to be wrapped with an insulating material. The insulation protects the engine's surroundings
from the manifold's high surface temperatures. Design consideration should include the
following:
q Exhaust system components capable of withstanding 1200°F (649°C)
exhaust gas temperatures before the turbocharger (Exhaust gases can be as
high as 800°F (427°C) leaving the turbo.)
q Thermal insulation for exhaust components in applications that may be
sensitive to the additional radiated heat
q Insulation or clearance to prevent damage to surrounding components

5.2.6 OUTLET LOCATION

Select the direction and location of the tailpipe exit to prevent the following:
q Recirculation of the exhaust into the air inlet system
q Recirculation of the exhaust across radiators
q Obstructing the machine operator's line of sight
q Excessive noise emissions
Vertical outlets on outdoor units must have some means of preventing water entry when not
operating, such as a rain cap or downward turned outlets.
5.2.7 DRAINAGE
The exhaust pipe can accumulate a considerable amount of condensed moisture, especially when
the pipe is long. In extreme cases a condensate trap and drain at the lowest point in the system
may be necessary to avoid internal corrosion. Do not use a drain hole on applications with a
pusher fan, due to possible contamination of the radiator core from the slight exhaust leak.
Use one of the following to prevent entry of rain and snow with vertical exhaust systems:
q Fit a flap to the end of the exhaust tailpipe (this is not always acceptable due
to clatter at low engine speed)
q Turn the tailpipe end through 90 degrees to give a horizontal outlet
5.2.8 MUFFLER LOCATION

Locating the muffler close to the engine results in the best overall noise reduction.
Different advantages exist between locating a muffler inside and locating one outside in the case
of a stationary unit. Servicing and draining a muffler when located inside is easier than when it is
located outside. A muffler located outside may only need a protective screen, rather than
insulation, because excess heat and noise may not be a concern. Insulating the piping that leads
to the muffler is easier when the muffler is outside on a wall or roof.
5.2.9 WET EXHAUST

In some applications it may be necessary to protect non—engine components from the high
temperatures of the exhaust manifold. One method used to accomplish this is through use of a
"wet" exhaust system. In a "wet" exhaust system the exhaust manifold, and many times the
turbocharger, are cooled by the engine coolant.

EXHAUST SYSTEM

6 COOLING SYSTEM
A well designed cooling system is a requirement for satisfactory engine performance and
reliability. Thorough knowledge of the application, duty cycle, and environmental conditions is
essential in designing and packaging the total cooling system. The system must be designed to
perform within the specifications under normal operating conditions.
Refer to the installation drawing for the specific model, for engine cooling system connect
points.
6.1 COOLING SYSTEM PERFORMANCE REQUIREMENTS

The following documents contain the Series 4000 cooling system requirements:
q The performance curve for the specific model, (refer to performance curve
section of this manual).
q Minimum pressure cap
q Maximum coolant pressure (Engine coolant circuit and charge air
coolant circuit)
q Deaeration
q Coolant flow
q Water pump inlet pressure
q System pressurization
q Maximum top tank temperature
q Minimum Drawdown requirement
q Heat Rejection (Engine coolant circuit and charge air coolant circuit)
q Minimum fill rate
q Engineering Bulletin 50, Cooling System Guidelines for Radiator Cooled
Engine Applications (18SA0353)
q Designing for maximum ambient capability
q General and specific cooling system and system component design
criteria
q Cooling system evaluation testing

COOLING SYSTEM
6.2 RADIATOR COOLING SYSTEM OVERVIEW

A radiator along with a thermo—modulated fan are used to effectively dissipate the heat
generated by the engine. A centrifugal—type water pump is used to circulate the engine coolant.
Separate circuit charge cooling (SCCC) systems use a second centrifugal—type water pump to
circulate coolant through the charge air cooler. A second radiator core is used to dissipate the
heat from this circuit.
The most conventional cooling method is a vehicle mounted radiator and an engine mounted fan.
Other methods of cooling are possible. Other methods of cooling commonly used are:
q Coolant/coolant heat exchanger
q Remote mounted radiator with mechanically or electrically driven fan
q Cooling tower cooling
6.2.1 ENGINE COOLANT CIRCUIT

The function of the engine coolant is to absorb the heat developed as a result of the combustion
process in the cylinders, which are surrounded by water jackets. In addition, the heat absorbed by
the oil is also removed by the engine coolant in the oil—to—coolant oil cooler.
Full blocking—type thermostats are used in the water outlet passages of the engine coolant circuit
to control the flow of coolant, providing fast engine warm—up and regulating coolant
temperature. The pressurized engine coolant is drawn from the lower portion of the radiator and
through the oil cooler by the water pump. The coolant is then is forced from the water pump,
through the cylinder block, into the cylinder heads, and then to the thermostats. See Figure 6-1.

THERMOSTATS
E;>
THERMOSTATS
/BYPASS SURGE
CHARGE TANK
AIR
COOLER
CYLINDER
HEAD
CYLINDER
BLOCK
1S
A
D
A
T
0
4— CHARGE
JACKET AIR
WATER COOLER
PUMP FAN RADIATOR
---
OIL WATER DIST.
COOLER HOUSING
(WDHsg)
41) I/C
WATER BYPASS
GJ PUMP
E> COOLANT FLOW
n AIR FLOW
- - - - FILL LINE FROM SURGE TANK 26800
Figure 6-1 Engine Coolant Flow Schematic
When the engine is at normal operating temperature, the coolant passes from the cylinder block
up through the cylinder head, through the thermostat housing and into the upper portion of the
radiator. The coolant then passes through the radiator where the coolant temperature is lowered
by the air flow created by the revolving fan.
Upon starting a cold engine or when engine coolant is below approximately 77°C (170°F), the
thermostats remain closed and block the flow of coolant from the engine to the radiator. During
this period, all of the coolant in the engine is recirculated through the engine and is directed back
to the suction side of the water pump via a bypass tube to aid engine warm—up. As the coolant
temperature rises above 77°C (170°F) the thermostats start to open, restricting the bypass
system, and allowing a portion of the engine coolant to circulate through the radiator. When the
coolant temperature reaches approximately 85°C (185°F) the thermostats are fully open, the
bypass system is blocked off, and all of the coolant is directed through the radiator.
Properly operating thermostats are essential for efficient operation of the engine.

COOLING SYSTEM
6.2.2 CHARGE AIR COOLING

In charge—air cooling systems the pressurized intake charge air is routed from the compressor
side of the turbocharger, through the charge air cooler (CAC) piping, into the CAC, and then to
the intake manifold. Charge air effectively reduces the temperature of the compressed air in the
intake manifold, permitting a denser charge of air to be delivered to the engine. Cooling is
accomplished by coolant directed through the core tubes of the CAC. The coolant then travels to
a heat exchanger where it is cooled. See Figure 6-1.
6.3 DESIGN AND INSTALLATION GUIDELINES

This section discusses the design and installation guidelines for the coolant system.
6.3.1 COOLANT LINES
Consider the following when selecting and fabricating coolant lines:
q All pipelines must be clean and free from residues.
q The pipe diameters must be selected to conform to the permissible pressure
loss. The connection diameters and minimum inside diameters must be
followed.
q Refer to the performance curve for permissible coolant pressure and flow
loss.
q The lines must be secured at sufficient intervals.
q The resilient connections on the engine must be configured in such a way
that unacceptable forces caused by vibration and thermal expansion do not
act on the engine.
q Steel is the recommended material. Galvanized pipes or tanks are not
permitted.
q Lay the coolant lines so that the lines are as short as possible and without
sharp pipe bends to keep the resistance to a minimum level.
6.3.2 FLEXIBLE CONNECTIONS
In resiliently mounted engines, it is necessary to fit flexible connections directly after the engine.
A flexible connection should be used whenever there can be relative motion between
components of a cooling system.
The following are suitable flexible connections:
1=1 Rubber unions
q Bellows
q Hoses
The flexible connections must be resistant against pressure (overpressure/vacuum), high
temperatures, oils, fuel and treated coolant.
Flexible connections must be arranged so that they can be visually inspected. They must be laid
at a sufficient distances from moving parts. Also ensure that they are not abraded during
operation and that they can be easily replaced.

6.3.3 VENT LINES
Lay the vent lines coming out of the engine connections so that they rise continuously and route
them separately into the expansion tank.
Feed the vent lines into the expansion tank above the coolant level.
It is necessary to install vent lines to all the vent points on the engine, and the charge air cooler,
to vent the systems completely.
The recommended vent line size is SAE#4 (6 mm I D )
6.3.4 FILL LINES
Connect the fill line(s) to the bottom of the expansion tank. The lines must be as short as
possible, descend continuously, and be inserted directly before the coolant pump(s). Refer to the
specific model installation drawing for the fill line connection points.
Connect the vent and fill lines to the expansion tank at the greatest possible distance from each
other.
The minimum fill line sizes are SAE #12 (18 mm I.D.) for the charge air cooling circuit and
SAE #16 (25 mm I.D.) for the engine cooling circuit.
6.3.5 COOLANT SYSTEM PRESSURIZATION, EXPANSION, AND

CONTRACTION
The cooling system must be pressurized to operate properly. It is essential that the cooling
system is kept clean and leak—free, that the filler cap and pressure relief mechanisms are properly
installed and operate correctly, and that the coolant level is properly maintained.
1111 CAUTION :
To avoid injury from the expulsion of hot coolant, never

remove the cooling system pressure cap while the engine is
at operating temperature. Remove the cap slowly to relieve
pressure. Wear adequate protective clothing (safety
glasses, goggles, or face shield, rubber gloves, apron and
boots).
Pressure in the cooling system prevents cavitation, suction leaks, and localized boiling. A
minimum 14 psi (97 kPa) pressure cap (relief valve) must be used.

COOLING SYSTEM
As the engine temperature increases, the coolant and air in the system start to expand and build
pressure. The valve in the pressure cap unseats and allows the excess air out of the system. See
Figure 6-2.
AIR FLOW AIR VENT

HOLE
TOP TANK
AIR AIR
..n.,,.. W ...0,....n ...._.,
."..-.. .n.,,,.. N-.^._. _,-..... '..-/.
-
RADIATOR COOLANT = FILL NECK
26773
Figure 6-2 Coolant System Expansion

When the engine starts to cool down, the air and coolant contract, creating a vacuum in the
system. The vacuum unseats another valve in the pressure cap, allowing atmospheric air to flow
back into the expansion tank. See Figure 6-3.
AIR FLOW AIR VENT

HOLE
TOP TANK
AIR AIR
RADIATOR COOLANT - FILL NECK
26774
Figure 6-3 Coolant System Contraction
Checking coolant level while the coolant temperature is hot will result in a loss of system
pressure. This pressure may not be completely restored until the system is allowed to cool and
then heated again. To avoid this situation an auxiliary air supply of 7-10 psi (48.3-69.0 kPa)
must be applied to the deaeration tank to ensure system pressurization under all operating
conditions.
The pressurization option seen in the next illustration (see Figure 6-4) will prevent bleed—off of
the main air supply and prevent cooling system pressurization when the engine is not in
operation. Make sure the external pressure setting prevents the cap venting continuously.

COOLING SYSTEM
RADIATOR
ONE-WAY TOP TANK
CAB INTRUMENT PANEL CHECK VALVE I I
COOLANT
LEVEL
AIR PRESSURE GAGE I NO. 4 HOSE

(0-30 lb/in. 2 OR 0-207 kPa)
BAFFLE
OPTIONAL
TO PRESSURE TO RADIATOR
GAGE IN CAB TOP TANK ABOVE
COOLANT LEVEL
PRESSURE
REGULATOR
/N
THESE OPTIONS ARE

NORMALLY CLOSED PROPOSED TO PREVENT
SOLENOID VALVE BLEED-OFF OF THE MAIN
ACTIVATED BY
MASTER SWITCH AIR SUPPLY AND TO PREVENT
COOLING SYSTEM
PRESSURIZATION WHEN THE
ENGINE IS NOT IN OPERATION.
MAIN AIR LINE
31825
Figure 6-4 Cooling System Pressurization Option
6A FAN DRIVES
The Series 4000 is available with two types of engine mounted fan drives:
q Belt driven
q Hydrodynamic
6.4.1 BELT DRIVEN ENGINE COOLING FAN
The engine cooling fan can be mounted on the front of the engine and can be belt driven from
the crankshaft pulley. Refer to the installation and SK drawings for factory supplied drive
arrangements.
The crankshaft pulley is secured to the end of the crankshaft with 12 bolts and hardened washers.
The vibration damper is clamped between the crankshaft pulley and crankshaft.
NOTE:
Do not substitute any other bolts or washers. The crankshaft pulley
bolts and washers are specific parts.

On most applications, the fan is thermostatically controlled. A thermostatically controlled fan is

designed to regulate the fan speed and maintain an efficient engine coolant temperature
regardless of variations in the engine load or outside air temperature.
The factory supplied Rockford fan clutch system utilizes a multi—disc wet clutch to modulate the
fan speed. The Series 4000 DDEC system uses a pulse width modulated (PWM) output to
control the oil pressure governing solenoid for the Rockford variable speed fan clutch. The
PWM signal to the solenoid operates at a frequency of 10 Hz. Several engine temperatures are
monitored to determine the required fan speed. The fan is off when the PWM2 signal is at 80%.
Maximum fan speed is requested when the PWM2 signal is at 5%. The fan speed will ramp up to
the required speed at a set rate to prevent belt slippage. An OEM interface is not required unless
a manual fan override switch is desired. Manual override can be installed by providing a ground
on wire 541M in the vehicle interface harness (VIH) 37 pin Cannon connector. If the A/C switch
(fan override) is closed the fan will ramp up to maximum speed. In the event that the fan
governing solenoid loses the PWM signal the fan will operate at maximum speed. Refer to the
drawings in the chapter 12, "Electronic Controls," for schematic wiring diagrams.
The PWM output can be controlled by one of the following conditions:
q Engine coolant temperature above DDC factory set levels
q Intercooler coolant temperature above DDC factory set levels
q Engine lube oil temperature above DDC factory set levels
q Air intake manifold air temperature above DDC factory set levels
q A/C (fan override) switch is closed (DDEC input wire grounded)
q Engine coolant temperature sensor fails
q Intercooler coolant temperature sensor fails
q Engine lube oil temperature sensor fails
q Air intake manifold air temperature sensor fails
NOTE:
If the DDEC NC (fan override) input is configured and not used, the input must
remain open for proper fan operation.
See Figure 6-5 for the specific connection from the ECM to the fan.

COOLING SYSTEM
JLJL
qE
qE C
=E D
rnn E
1∎111%∎ sil
F
_JOE G
MC H \ DIGITAL INPUT - OVERRIDE 953 BATTERY
J GROUND
ME A/C FAN OVERRIDE
inn K
1 2 3
\PVVM DIGITAL OUTPUT FAN

CONTROL 440 (+24 VDC)
SOLENOID
31846
Figure 6-5 Series 4000 Fan Control Inputs and Outputs
The Rockford fan clutch system has a maximum power rating of 200 hp (149 kW) continuous.
The system's maximum speed is 1200 rpm. The belt used to power the fan clutch must have a
maximum power rating that exceeds the maximum power of the installed fan.
To ensure that the fan load and speed does not detrimentally affect fan clutch life it is
recommended that the OEM provide their applicable distributor or Series 4000 Application
Engineering with:
q Desired fan speed
q Fan weight
1:21 Fan inertia
q Fan thrust load and direction of load
q Fan hp at desired fan speed
q Desired fan spacer length,if used
Using the above information, calculations will be made to see if the desired fan operation falls
within the capabilities of the fan clutch.
The fan hub utilizes four elongated mounting holes and a single threaded rod for vertical position
and belt tension adjustment. The fan hub is mounted to the fan support bracket. Refer to the
installation and SK drawings for further details

Fan Drive Belt

The factory supplied 23 groove Poly—Vee belts are limited to a design power of approximately
150 hp (112 kW). In the case of a suction fan, where the fan is operating in the high temperature
air exiting the radiator, the fan power will be reduced. This can then be used as the design power.
Nominal belt efficiency is expected to be around 97%. The maximum is 98.5%. Results will vary
based on the application, but the above numbers should be sufficient for estimating parasitic
losses.
Refer to chapter 17, "Options" for available factory supplied belts.
6.4.2 FAN SPACER

It may be desirable to add an axial spacer for better fan placement with respect to the engine.
The maximum allowable length is based on the fan used. Refer to the applicable fan drive SK
drawing for further details.
See the installation drawing for detail of the fan spacer/fan hub interface. The fan spacer / fan
hub interface is identical on both the Rockford fan clutch and the Hydrodynamic fan.
Factory supplied fan spacers are available. Refer to chapter 17, "Options," for further
information.
6.4.3 HYDRODYNAMIC FAN DRIVE

A Hydrodynamic Fan Drive is available where belt driven applications are undesirable.
NOTE:
This option is not available at this time.

COOLING SYSTEM

7 FUEL SYSTEM
The purpose of the fuel system is to keep the fuel clean and free from air or water, and to deliver
fuel to the engine at correct pressures.
7.1 FUEL SYSTEM DESCRIPTION

A unique, common rail fuel injection system is a major feature of the Series 4000. The Series
4000 common rail system does not require cam driven unit injectors or an injection pump with
separate cam driven plungers for each injector. Instead, the Series 4000 fuel system relies on a
single high pressure fuel pump that provides a continuous supply of fuel, at injection pressure, to
all of the injectors.
A complete Series 4000 fuel system consists of:
1:1 Fuel tank
q Low pressure fuel pump
q Low pressure fuel lines
q Remote mounted fuel filter(s)
q Engine mounted fuel filter(s)
121 High pressure fuel pump
q High pressure fuel rails
q Fuel injection nozzle assemblies
q Low pressure return fuel rails
q Fuel cooler (optional)
q Electronic Control Module (ECM)
q All necessary piping
Fuel is drawn from the tank and into the fuel junction block by the fuel pump. Fuel is then
pumped at low pressure to the fuel filter(s) and onward to the high pressure fuel pump. The high
pressure fuel pump supplies fuel, at high pressure, to the high pressure fuel supply rails, which in
turn feed each injector. Fuel that spills from the injectors flows through the return rails back to
the fuel junction block. Fuel is returned from the fuel junction block to the fuel tank by a single
return line (see Figure 7-1).

FUEL SYSTEM
RETUFTil RAIL
Emimmosnaum:,
'o 'i)% % 0 R) 11)1 Iq)

SUPPLY RAILS
INJE CTORS
CO
IP till
MU
RETURN RAIL HIGH

PRESSURE
FUEL PUMP
-L
_.1
ECM
LOW ENGINE COOLING
PRESSURE MOUNTED -1 PLATES
FUEL PUMP FUEL FILTERS
1 ENGINE FUEL JUNCTION BLOCK

vl OEM
r -
REMOTE
FUEL FILTERS
(DAVCO)
LOCATION FOR
OPTIONAL FUEL
WATER
SEPARATOR FUEL TANK
(OEM SUPPLIED)
LOCATION FOR
OPTIONAL
FUEL COOLER
(OEM SUPPLIED) 26801
Figure 7-1 Schematic Diagram of the Series 4000 Fuel System
The ECM(s) receives data (such as engine temperatures and engine speed), analyzes this data,
and modulates the fuel system accordingly to ensure efficient engine operation. The signals that
the ECM(s) sends to the high pressure pump and the injectors determine the timing and amount
of fuel delivered to each cylinder.

See Figure 7-2 for the high pressure fuel system.
1. High Pressure Fuel Pump 5. High Pressure Fuel Supply Rail

2. High Pressure Fuel Line 6. Pressure Relief Valve
3. Injector 7. High Pressure Fuel Line
4. High Pressure Fuel Line
Figure 7-2 High Pressure Fuel System

FUEL SYSTEM
7.2 INSTALLATION GUIDELINES

The following sections provide installation guidelines for the fuel system.
1 7.2.1 FUEL LINES

General design principals for fuel lines are listed below:
q Optimize for the shortest and simplest routing without conflicting with other
criteria.
NOTICE:
Do not size hoses so that installation and/or vehicle operation

creates hose strain that may cause hoses to pull from fittings or
otherwise rupture.
q Use routing that will not allow hoses to kink.

q Route hoses at least 12 in. (300mm) away from all exhaust components (e.g.
exhaust manifold, exhaust piping, and turbochargers).
1=1 Route hoses away from moving vehicle parts (e.g. fan belts).
q Do not route hose against sharp edges or in an area where hose may rub or
vibrate against vehicle parts.
q Secure all hoses with clips.
The fuel supply lines must be SAE number 16 (25 mm I.D.) or larger. The fuel supply line will
connect the fuel tank to the fuel inlet of the fuel junction block. The return lines must be SAE
number 12 (18 mm I.D.) or larger. The return line connects the fuel outlet of the fuel junction
block with the fuel tank return. See Figure 7-1. Refer to the installation drawings and applicable
SK drawings for location of the fuel junction block and OEM connections.
7.2.2 FUEL FILTER CONFIGURATION

The standard fuel filter configuration for Series 4000 construction and industrial models include
engine mounted fuel filters and a remote mounted fuel filter. The engine mounted filters are two
spin—on canister type filters with a minimum micron rating of five microns at 98% efficiency.
The engine mounted filters are mounted below the fuel junction block.
The standard remote mounted filter is a Davco brand Fuel Pro® 40. The remote mounted Davco
Fuel Pro 40 is provided for extended fuel filter change intervals and as a fuel/water separator.
The OEM is responsible for mounting the remote mounted filter and providing the fuel plumbing
to and from the engine to the remote fuel filter. The fuel supply and return lines for the remote
filter must be SAE #16
(25 mm I D) or larger. See Figure 7-1.
Fuel Pro® is a registered trademark of Davco Manufacturing L.L.C.

7.2.3 FUEL RESTRICTION
Care should be taken not to exceed the maximum fuel pump suction limits
(6 in.Hg [0.2 bar] for clean system, 12 in.Hg [0.4 bar] for dirty system) when substituting engine
mounted or remote mounted filters.
The maximum restriction fuel return line to the fuel tank is 15 in.Hg (0.5 bar).
7.2.4 WATER SEPARATORS
Water contamination of diesel fuel is the primary cause of damage to the fuel pump and fuel
injectors. If water is a problem with the available fuel supply, the installation of a water
separator, to augment the engine's fuel filtering system, is recommended. The separator should
be installed in the fuel system between the fuel tank and the fuel junction block. It should be in a
convenient position to permit regular service.
One type of water separator is the baffle type. See Figure 7-3. A baffle type water separator
utilizes the weight differential between water and diesel fuel to achieve separation. Basically, a
baffle separator is designed to force fuel around a sufficient number of baffles to allow the
heavier water and sediment particles to separate from the fuel stream by means of gravity.
4 in.
(102.mm
0
6 in.
(152 mm) 1 in.
0
(25 mm)
vir 12 in.
(305 mm)
r-' 0 0
o 0
0 0 0
0 0
WATER AND 0 n
SEDIMENT
DRAIN
FUEL
000 WATER
8 in. ► SEDIMENT
(203 mm)
26786
Figure 7-3 Baffle Type Water Separator
A second type of fuel separator is the coalescing filter which generally operates in two stages.
See Figure 7-4. In stage one, bulk separation of water is accomplished by the imparting of a
centrifugal motion to the fuel stream. In stage two, the coalescing of tiny water droplets into
heavier drops is accomplished on the filter shell and the chemically treated replaceable element.
The third stage is a final filtration of foreign particles from the fuel.

FUEL SYSTEM
Figure 7-4 Coalescing Type Water Separator
7.2.5 FUEL COOLERS
Fuel cycling through an engine fuel system becomes heated after extended periods of engine
operation, or if the fuel storage capacity is small. Excessive fuel temperature can adversely affect
engine performance. Every increase of 10°F (5.6°C) in the inlet fuel temperature above 100°F
(37.8°C) will result in approximately a one percent loss in engine power output. Fuel coolers
are required for construction and industrial applications where ambient air temperatures
exceed 95°F (35.0°C).
Fuel coolers are installed on engines to reduce the temperature of the fuel being returned from
the engine to the tank. Such a cooler can be installed in the fuel system between the fuel junction
block and the fuel tank (see Figure 7-1). Fuel coolers are effective and can lower fuel tank
temperatures by as much as 20°F (11°C).
Fuel spill rates and fuel spill heat rejection can be found on sheet 2 of the applicable
performance curves (refer to chapter 15).

I 7.2.6 FUEL HEATER

A Fuel Pro® 40 with fluid heat or other fuel heater systems may be used. Fuel heaters must be
equipped with shutoff valves or thermostatic controls to prevent overheating the fuel.
7.2.7 FUEL TANK

The fuel tank should have a capacity that allows operation for one full working shift under
average load conditions without exceeding inlet fuel temperature limits (refer to the performance
curve for the specific model). Fuel tanks must be made of the correct material, of adequate size
and properly located.
NOTICE:
Never use a galvanized steel fuel tank. The sulfur in the fuel oil
reacts with the zinc coating to form powdery flakes which clog
the fuel filters and cause damage to the fuel transfer pump and
injectors.
The fuel tank may be made of:

1:1 Aluminum
q Monel stainless steel
q Black iron
q Welded sheet steel
q Reinforced plastic
Baffle placement should facilitate the separation of air from fuel and stop the sloshing of fuel in
the tank. The baffles should extend from the top to the bottom of the tank. The baffles should
have holes which allow fuel movement through compartments to maintain a constant fuel level.
A readily accessible drain valve placed at the tank bottom will facilitate contaminant removal.
The filler neck location should be clean and accessible with sufficient height and room to allow
use of an average tank truck hose. Placing a removable wire screen, approximately .062 in. (1.58
mm) mesh, in the filler neck will prevent the entry of foreign material. The filler neck cap should
be vented. Vent the tank into the neck from the center top of the tank with a vent tube. Venting
from this location reduces the possibility of air entrapment and fuel blow—back while filling the
tank. The vent tube should be .125 in. (3.18 mm) inside diameter to maintain atmospheric
pressure in the tank and provide pressure relief if the fuel expands due to a rise in temperature.
An allowance of approximately 1.25% of the total fuel volume should be provided for expansion
area in the tank. Locate the filler so accidental fuel spillage will not create a fire hazard.
NOTE:
The tank must be in compliance with all local as well as national legal
requirements.

FUEL SYSTEM
7.3 FUEL SYSTEM PRIMING PROCEDURE

Prime the fuel system for a new engine or after an engine overhaul as follows:
1. Open the vehicle fuel supply and return valves, if applicable.
2. Connect pressurized fuel supply (0.5 to 2.0 bar) to the priming port (see
Figure 7-5).
BLEED PORT BLEED PORT
PRIMING
PORT
DO NOT DO NOT
PRESSURIZE PRESSURIZE
THIS PORT THIS PORT
PRIMING
PORT
STANDARD OPTION OPTIONAL

ENGINE MOUNTED FILTERS ENGINE MOUNTED
PLUS REMOTE FILTER FILTERS ONLY
31826
Figure 7-5 Priming and Bleed Ports for the Series 4000 Fuel System
NOTICE:
Do not skip step 3. Do not try to bleed air at another location.

Severe damage to the pump will occur if it is not full of fuel at the
startup.
3. Loosen the high—pressure pump vent connection (bleed port, see Figure 7-5)
to allow air to bleed out. Tighten, once fuel without air bubbles leaks out.

4. Disconnect priming fuel supply.

5. Crank the engine in 20 second intervals up to four times.
6. If the engine did not start, repeat the steps beginning with step 2.

FUEL SYSTEM

7-10 7SA4000 9801 Copyright @ 1998 DETROIT DIESEL CORPORATION
8 LUBRICATION SYSTEM
See Figure 8-1 for a general view of the lubrication system. Lubrication system requirements
may be found on sheet 2 the performance curve.
1. Oil Pan 5. Oil Cooler

2. Gear Case Containing Oil Pump & Oil Pressure Valves 6. Filter
3. Vibration Damper 7. Oil Filter Housing
4. Coolant Distribution Housing Containing Oil Circuits 11. Oil Filter
Figure 8-1 Lubrication System

LUBRICATION SYSTEM
8.1 LUBE OIL HEATING AIDS

There are several methods of preheating oil prior to a cold engine start. In extreme cases lube oil
heating may be used to maintain oil temperature while the engine is running. Common lube oil
heating methods and applications are discussed in the following sections (refer to section 8.1.1
through section 8.1.4).
8.1.1 ELECTRIC IMMERSION HEATERS

Electric immersion heaters are inserted near the bottom of the oil pan and warm the oil by
convection. The oil rises as it is heated. The cooler oil drops to the lower part of the oil pan
where the heating element is located (lube oil heating options are listed in Table 8-1).
A thermostatic control is recommended to avoid overheating a running engine and to assure
automatic starting of the oil heaters. Without a thermostatic control, it is possible to burn out the
auxiliary heater or coke the oil through failure to shut the heater off when the lube oil reaches
operating temperatures.
8.1.2 CIRCULATING HEATERS

A circulating heater has hoses that run from connection points in the oil pan to the heater. The
heater may be mounted on or off the application. The heater contains electric heating elements
which heat the oil by convection. A pump on the heater pulls oil from the oil pan and pushes it
through the heater (lube oil heating options are listed in Table 8-1).
auxiliary heater or overheat the oil through failure to shut the heater off when the lube oil
reaches operating temperatures.
8.1.3 ELECTRIC HEAT PADS

Electric heat pads are mounted or adhered to the external surfaces of the oil pan. The electric
heating elements in the pad heat the oil pan by conduction. The heated oil pan transfers heat into
the lube oil by convection. The heated oil rises and the cooler oil drops to the lower areas of the
oil pan where the heating pad(s) is located (lube oil heating options are listed in Table 8-1).

8.1.4 WATER HEATED PLATE

Water heated plates are mounted or adhered to the external surfaces of the oil pan. Water that is
heated by an external source (i.e. thermostatically controlled fuel fired or electric coolant heater)
is pumped through the channels in the heat plate which heats the oil pan by conduction. The
heated oil pan transfers heat into the lube oil by convection. The heated oil rises and the cooler
oil drops to the bottom of the oil pan where the heating pad is located (lube oil heating options
are listed in Table 8-1).
Functions
Options To Preheat And Continuous To Melt Gelled External Power
Maintain Heat Use Oil Required
Electric Immersion Heaters Yes No No Yes
Electric External System with Pump Yes Yes No Yes
Electric Heat Pads I Yes Yes Yes Yes
Water Heated Plate on Oil Pan Yes Yes Yes No
Table 8-1 Lube Oil Heating Options
8.2 OIL FILTER CONFIGURATION

The standard oil filter configuration includes four disposable spin—on filter elements and a
centrifuge filter. The centrifuge filter, otherwise known as a "spinner" filter, is a by—pass filter
that uses centrifugal force to remove fine particles of soot and dirt from the oil.
There are no optional configurations or mounting arrangements of the spin—on filter elements for
the Series 4000. An option is available for an OEM that would prefer to not have a centrifuge
filter. Refer to the "Options" chapter of this manual for further details.
8.3 FLUID SPECIFICATIONS AND RECOMMENDATIONS

The information concerning this subject can be found in the appendix (refer to Appendix A).

LUBRICATION SYSTEM

8-4 7SA4000 9801 Copyright 1998 DETROIT DIESEL CORPORATION
9 ELECTRICAL SYSTEM
The purpose of the electrical system is to supply power to the Detroit Diesel Electronic Controls
(DDEC) system. The electrical system must provide the energy to start the engine if the engine is
equipped with electric starters. This section describes the functions, design, and application for
the electrical system of a Series 4000 engine.
9.1 ELECTRICAL SYSTEM DESCRIPTION

The electrical system consists of the following components:
q Starting Motor (if equipped with electric starters)
1:1 Battery Charging Generator (Alternator)
q Storage Battery(s)
q Ignition Switch
1:1 Starting Motor Relay
The battery stores electrical energy. An electric starter converts electrical energy from the
battery into mechanical energy, then transfers the mechanical energy to the engine as a rotational
force. The alternator converts mechanical energy from the engine to electrical energy. This
electrical output of the alternator is transferred to the battery to be stored for later use. The
wiring links the battery to the starter, and the alternator to the battery. The electrical system
provides a balanced system to meet all operating requirements. Refer to chapter 12, "Electronic
Controls," for DDEC power and wiring requirements.
9.2 CRANKING REQUIREMENTS

The Series 4000 engine requires a minimum cranking speed of 100 rpm and a minimum
cranking time of 10 seconds above the minimum cranking speed.
The cranking torque required from the starter motor(s) is listed in Table 9-1.
Engine Cranking Torque at Cranking Torque at

Breakway Torque*
100 rpm* 110 rpm*
8V-4000 $ $ $
12V-4000 500 ft•lbs (680 N•m) 465 ft•lbs (630 N•m)t 475 ft•lbs (644 N.m)i -
16V-4000 600 ft•lbs (813 N•m) 620 fibs (840 N•m)t 630 ft•lbs (855 N•m)t
* Values based on 15W40 lube oil at 77°F (25°C)
t Estimated
$ Not available at this time
Table 9-1 Starter Motor Required Cranking Torque

ELECTRICAL SYSTEM
9.3 ELECTRIC STARTING MOTORS

The electric starting motor(s) is bolted to the flywheel housing. The starter mounting is shown in
the installation drawings; refer to chapter 16 for further details.
When the starter circuit is closed, a drive pinion on the armature shaft engages with the teeth on
the engine flywheel ring gear to crank the engine. When the engine starts, it is necessary to
disengage the drive pinion to prevent the armature from over—speeding and damaging the starter
motor. To accomplish this, the starter motors are typically equipped with an overrunning clutch
within the drive pinion. The starter motor drive pinion and the engine flywheel ring gear must be
matched to provide proper engagement.
Typically, an electric starter motor used on the Series 4000 engine has a nose housing that can be
rotated to obtain a number of different solenoid positions with respect to the mounting flange.
The commutator end cap can be removed to inspect the brushes, in most cases, without removing
the starter motor from the vehicle.
9.3.1 STARTER LOCKOUT

There should be an interlock in the starter motors engagement circuit that prevents the starter
pinion gear from being indexed and engaged while the engine is already running. This can
prevent possible damage that can occur if the starter is engaged while the engine is running.
DDEC has a digital output option in the form of a engine run signal. This digital output can be
used for starter interlock purposes and is typically assigned to DDEC digital output A-1. For
further information refer to the "Electronic Controls" chapter in this manual or refer to the
DDEC III Application and Installation manual (7SA800).
9.4 AIR STARTERS

Series 4000 engines can be equipped with air starters. The Series 4000 engine requires a
minimum cranking speed of 100 rpm and a minimum cranking time of ten seconds above the
minimum cranking speed. A minimum air tank volume is required to ensure proper cranking
time and cranking speed. Contact starter manufacturer to determine required air tank volume.
The air control system should disengage the starter and shut off the air supply to the starter when
the engine starts. This will conserve air pressure for the next start attempt, if required. A 3 to 5
psi (0.2 to 0.3 bar) fuel pressure switch can be used to trigger starter disengagement. Sensing
lube oil pressure is not recommended due to slow response time.
The air control system should have a lockout to prevent an attempt to engage the starter into a
running engine. The same 3 to 5 psi (0.2 to 0.3 bar) fuel pressure switch recommended above
can serve to prevent starter engagement while the engine is running.
DDEC has a digital output option in the form of an engine run signal. This digital output can be
used for starter interlock purposes and is typically assigned to DDEC digital output A-1. For
further information refer to the "Electronic Controls" chapter in this manual or refer to the
DDEC III Application and Installation manual (7SA800).

9.5 BATTERY CHARGING ALTERNATOR

The battery—charging alternator provides a source of electrical current for maintaining the
storage battery in a charged condition and supplies sufficient current to carry any other electrical
load requirements up to the rated capacity of the alternator.
The battery—charging circuit consists of an alternator, a voltage regulator, a battery(s) and the
connecting wiring. The alternators typically used on the Series 4000 engine are belt driven,
alternating current (AC), self—rectifying units.
On engines equipped with the SI series Delco—Remy alternators, the voltage regulator is
typically electronic and is located inside the alternator. The alternator is front mounted and belt
driven using an accessory drive pulley. The accessory drive pulley is gear driven. Refer to
chapter 14 for accessory drive information.
Performance graphs for some of the available alternator options are provided in the options
chapter (refer to chapter 17, "Options"). The graphs provide the alternator's efficiency, output
amperage, parasitic horsepower and torque.

ELECTRICAL SYSTEM

10 ENGINE MOUNTS
The Series 4000 engine can be mounted in one of two general manners. The engine can either be
four point mounted or three point trunnion mounted. See Figure 10-1.
SERIES 4000 ENGINE

GENERATOR OR
FW TRANSMISSION
HSG
O CRADLE'
SINGLE
TRUNNION
MOUNT
DUAL POINT
MOUNT
3 POINT MOUNTING SYSTEM
SERIES 4000 ENGINE

FW GENERATOR OR
HSG TRANSMISSION
SHAFT
(WITH FLEXIBLE
COUPLING)
DUAL POINT DUAL POINT

MOUNT MOUNT
4 POINT MOUNTING SYSTEM
26802
Figure 10-1 Multi—point Mounting Arrangements

ENGINE MOUNTS
The major functional requirements of an engine mounting system are:

q Control of engine generated forces, thermal generated forces, externally
generated forces
1:1 Control and reduction of engine motion
q Control of external forces during shock or transient conditions and prevent
physical contact between the engine and the application
q Limiting the bending moment at the cylinder block—to—flywheel housing
within the permissible value specified in sheet 2 of the performance curve
The major reasons engines are mounted on flexible mounting systems are:
q Prevention of uncontrolled forces to the engine
[:1 Prevention of engine twisting due to twisting of the chassis or frame
q Absorption of thermal expansion of the engine
q Prevention of failures caused by engine vibrations
q Reduction of human discomfort and fatigue caused by engine vibrations
q Absorption of engine torque—over
q Reduction of noise caused by the engine and application
10.1 THREE POINT MOUNTING

Three point mounting of the Series 4000 engine requires the use of a trunnion and is typically
used in vehicle applications. The trunnion is the single mount at the front of the engine. The
trunnion mounts to the front of the engine via the trunnion pin. The trunnion to trunnion pin
interface allows the engine to be torsionally isolated from the application along the longitudinal
axis. The trunnion also allows the absorption of the thermal deformation of the engine crankcase
in engine axial direction. The trunnion transfers the engine weight around the vibration damper
and crankshaft pulley through the trunnion legs. The trunnion base mounts to the chassis or
frame of the application. Refer to the installation drawings for trunnion location. Although there
are four bolt holes in each side of the trunnion, only three bolts on each side are required to be
used by the OEM. The rear inside bolt may be eliminated if it is not accessible. Use of all four
bolts on each side is preferred.
The other two mounts, in a three point mount, attach to each side of the flywheel housing. Refer
to the installation drawings in this manual for location of the flywheel housing mounts.
The calculations required to determine the ideal mounting position of the cradle support housing
are shown in the next illustration (see Figure 10-2). The ideal mounting position on the cradle is
that position where the bending moment in the flywheel housing is equal to zero. The
calculations can also be used to determine bending moment, at the rear face of the block, and
other flange positions (i.e., the connection of alternator housing to flywheel housing) of an
existing installation. The static bending moment at the rear face of the block must be less than
the maximum allowable bending moment, which can be found on sheet 2 of the applicable
performance curve.

We is the wet weight of the engine.

Wg is the weight of the Generator package.
R1 is the front support reaction.
R2 is the rear support reaction.
Mx is the bending moment at the rear face of the block.
L1 to L6 are horizontal distances between supports, centers of gravity and the rear face of the
block.
RFOB
4._ L6
SERIES 4000 ENGINE
GENERATOR
FLY.
We HSG.
Wg
0 CRADLE
L1 •
n L2 L5 —n
R1 I L3 •
R2
Bending Moment of Existing Installation: Length of L5 to Produce a Zero Bending

Moment @ RFOB:
R1 = We + Wg - R2
We x L1 + Wg x (L6+L2) Wg x L2 x L6
R2= L5 =
L3 Wg x L2 + We x L1
Mx= R2 x L5 - Wg x L
26803
Figure 10-2 Bending Moment Diagram

ENGINE MOUNTS
10.2 FOUR POINT MOUNTING

Four point mounting utilizes four mounting pads placed at the outboard corners of the engine's
cylinder block. Each of the four mounts attach to the application.
The factory installed four point mounts also act as engine isolators. The mounts are available
with rubber isolators in optional durometer ratings (mechanical isolation only).
NOTE:
Four point mounting does not torsionally isolate the engine from what it
is mounted to.

11 TORSIONAL AND BENDING VIBRATION

ANALYSIS
Torsional and bending vibration analysis are effective methods for preventing or isolating
potentially damaging vibratory stresses before equipment is purchased and installed.
The analysis determines whether any of the torsional or bending stresses, generated by the drive
system components, exceed the safe working capabilities of these components.
In its investigation of the rotating components in a drive system, the torsional analysis uses a
mass—elastic model of the system. The models are different for torsional and bending vibration
analysis. Copies of the forms to be used (7SA666 and 7SA668) can be seen at the end of this
chapter.
11.1 TORSIONAL VIBRATION ANALYSIS

Basically, an engine and its drive system can be represented as a series of masses (flywheel,
gears, transmission) coupled by elements that act as springs (shafts, rubber elements in a
coupling). This equivalent mass—elastic system model provides the necessary input data for the
computerized torsional analysis which the engine manufacturer utilizes
An approved torsional analysis is vital to the life, dependability and success of any powertrain
system. Therefore, it is important that complete and concise drive line data accompany every
torsional analysis request. Information about all possible operating conditions of the application
is also necessary (i.e., power vs speed). It is mandatory that your authorized MTU or DDC
representative be consulted for assistance in the preparation and submission of a torsional
analysis request.
11.1.1 ENGINE MASS ELASTIC DATA

Series 4000 specific mass elastic data is available. This data can be requested from MTU or
DDC for special use. Mass elastic system data is confidential and must be handled with care.

7SA4000 9801 Copyright © 1998 DETROIT DIESEL COPORATION
TORSIONAL AND BENDING VIBRATION ANALYSIS
11.2 BENDING VIBRATION ANALYSIS

Drivetrains equipped with cardan shafts with high bending angle or deflection angle or
components with great masses, such as a one bearing alternator, may generate unacceptable
bending stresses(due to resonances) in the crankshaft and/or the shaftline. For these drivetrains a
bending vibration analysis is to be performed.
The mass elastic system for a bending vibration analysis comprises the crankshaft and the parts
of the drivetrain together with their environment such as couplings, bearings, gear input shaft
and stiffness of the foundation.
It is mandatory that your authorized MTU or DDC representative be consulted for assistance in
the preparation and submission of a bending vibration analysis request.

DETROIT DIESEL
CORPORATION
TORSIONAL ANALYSIS REQUEST FORM
TO BE COMPLETED BY REQUESTING ORGANIZATION — MUST BE ACCOMPANIED BY 7SA667,

7SA668 OR 7SA669 (WHICHEVER IS APPLICABLE)
DATE
WRITTEN BY
NAME OF ORGANIZATION
CITY STATE ZIP
PURCHASE ORDER NO.
TYPE OF APPLICATION
ENGINE MODEL NO.
ENGINE SERIAL NO./DDC SALES ORDER NO
CERTIFICATION BY
If certification is other than Lloyds Register of Shipping, American Bureau of Shipping, Det Norske
Veritas, or MIL-STD-167-2, please supply a copy of the requirements.
NOTE: Submit completed form to Detroit Diesel Corp.
13400 Outer Drive West, Detroit, MI 48239-4001
Attention: DDC Sales Engineering (A-1)
TO BE COMPLETED BY DDC SALES ENGINEERING DEPARTMENT
TAR NO
DUE DATE
AUTHORIZED BY: (Sales Engineering Department)
CHARGE $
7SA0666 Rev. 10/91

DETROIT DIESEL
CORPORATION
TORSIONAL ANALYSIS REQUEST FORM
TO BE COMPLETED BY REQUESTING ORGANIZATION — MUST BE ACCOMPANIED BY 7SA667,

7SA668 OR 7SA669 (WHICHEVER IS APPLICABLE)
DATE
WRITTEN BY
NAME OF ORGANIZATION
CITY STATE ZIP
PURCHASE ORDER NO.
TYPE OF APPLICATION
ENGINE MODEL NO.
ENGINE SERIAL NO./DDC SALES ORDER NO
CERTIFICATION BY
If certification is other than Lloyds Register of Shipping, American Bureau of Shipping, Det Norske
Veritas, or MIL-STD-167-2, please supply a copy of the requirements.
NOTE: Submit completed form to Detroit Diesel Corp.
13400 Outer Drive West, Detroit, MI 48239-4001
Attention: DDC Sales Engineering (A-1)
TO BE COMPLETED BY DDC SALES ENGINEERING DEPARTMENT
TAR NO.
DUE DATE
AUTHORIZED BY: (Sales Engineering Department)
CHARGE $
7SA0666 Rev. 10/91

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12 ELECTRONIC CONTROLS
The Detroit Diesel Electronic Control (DDEC®) system section is intended for personnel with an
electrical background. A simple installation may require a basic understanding of electrical
circuits while a more comprehensive electrical or electronics background is required to access all
of DDEC's capabilities. This section describes the function and installation requirements for the
electronic system of a DDEC controlled Series 4000 engine.
NOTE:
This section pertains only to the Series 4000 electronic controls and is
intended to be used as a supplement to the DDEC IV Application and
Installation manual. For additional information refer to the DDEC IV
Application and Installation manual (7SA742).
12.1 DDEC SYSTEM DESCRIPTION

The DDEC system is an advanced technological electronic control system. DDEC offers
significant operating advantages over traditional mechanically governed engines. The system
optimizes control of critical engine functions which affect fuel economy, power, and emissions.
The DDEC system consists of:
q The ECM(s) (unique for the Series 4000)
q Ignition system
1=1 System sensors
q Engine governing logic
q Engine protection strategy
q Engine diagnostics
q Communication links
The ECM monitors oil temperature, oil pressure, coolant level, coolant temperature, coolant
pressure, crankcase pressure, fuel pressure, fuel temperature, turbo boost pressure, and other
vital engine parameters. The ECM receives electronic inputs from sensors on the engine and
vehicle and uses the information to control engine operation. It controls fuel injection quantity
and timing based upon predetermined calibration tables in its memory.
The DDEC system has the capability to protect the engine from serious damage resulting from
conditions such as high engine temperatures, low oil pressure, etc. This diagnostic system is
connected to the CEL and SEL to provide a visual warning of a system malfunction.

ELECTRONIC CONTROLS
Portable equipment facilitates access to DDEC's diagnostic capabilities. The diagnostic data
reader (DDR) requests and receives engine data and diagnostic codes. This equipment has many
unique capabilities including data collection of selectable engine parameters vs. engine speed (or
time), and data snapshots of all engine parameters. The DDR has the capability to print the
collected information with accompanying printer. The DDR also provides limited programming
capability. See Figure 12-1.
J 38500-2300 - Program Cartridge J 34812-1 - Engine Diagnostic Port Adaptor

J 38500-60A - Engine Diagnostic Port Adaptor J 38500-1 - Diagnostic Data Reader
Figure 12-1 J38500—F Pro Link DDR for DDEC III
The Series 4000 engine uses different software than other DDC engines. Unique software was
developed to control the Series 4000's common rail fuel injection system.
DDEC has three industry standard serial data links: SAE Standards J1587, J1922, and J1939.
SAE standard J1587 provides two way communications for the diagnostic equipment and vehicle
displays. SAE standards J1922 and J1939 provide control data to other vehicle systems such as
transmissions, generator control systems, and traction control devices. DDEC IV complies with
the interface definition of SAE J 1708.
12.1.1 INSTALLATION REQUIREMENTS
The Series 4000 DDEC installation requirements are the same as those published in the DDEC
IV Application and Installation manual (7SA742) except for the specifics shown in this manual.
Please refer to the DDEC IV Application and Installation manual (7SA742) for additional
information on Detroit Diesel application and installation requirements.

12.2 OEM AND DDC SUPPLIED HARDWARE

Original Equipment Manufacturer (OEM) supplied hardware and DDC supplied
hardware is required to install DDEC IV. The following sections list the minimum
hardware required.
12.2.1 OEM SUPPLIED HARDWARE
The minimum OEM supplied hardware required is listed in Table 12-1. Refer also to
DDEC IV Application & Installation (7SA742) for additional information.
Hardware Description
Vehicle Interface Harness (VIH) Connects the vehicle functions to the ECM.
Connects battery power (12/24 volts) and ground to
Power Harness
the ECM and includes fuse(s) or circuit breaker(s).
Connects the ECM's J1922 and J1939 ports to other
Communication Harness
vehicle systems.
Multi—ECM Applications only — Interfaces the vehicle
Vehicle Power Harness
and engine.
An electronic foot pedal assembly (EFPA), hand
Throttle Input Device
throttle, or alternative throttle device
Ignition Switch Switched 12 or 24 volt ignition source
Check Engine Light (CEL) A panel mounted yellow indicator light.
Stop Engine Light (SEL) A panel mounted red indicator light.
A radiator top tank or remote surge tank mounted
Coolant Level Sensor (CLS)
sensor
Table 12-1 OEM Supplied Hardware

12.2.2 DDC SUPPLIED HARDWARE
The minimum DDC supplied hardware required is listed in Table 12-2. Refer also to
DDEC IV Application & Installation (7SA742) for additional information.
Hardware Description
Factory Installed harness that facilitates the receipt of
Engine Sensor Harness inputs and outputs signals, controlling the fuel injection
process and engine speed.
Factory Installed harness that is connect to the
Injector Harness Harness
injection unit and the ECM(s).
Multi—ECM Applications — Factory installed, ends
Engine Power Harness
where the OEM Power Harness is made.
Multi—ECM Applications — Factory installed, interface
Engine Interface Harness
between ECM and VIH.
Table 12-2 Minimum DDC Supplied Hardware

ELECTRONIC CONTROLS
12.3 ELECTRONIC CONTROL MODULE

The Series 4000 engine is a compression ignition diesel fueled engine that uses a DDEC system
with specifically tailored software and hardware.
NOTICE:
The Series 4000 ECM cannot be interchanged with any other

type of ECM. To interchange the ECMs could and will cause
engine damage.
The engine mounted ECM(s) includes control logic to provide overall engine management. See
Figure 12-2. The ECM continuously performs self diagnostic checks and monitors other engine
systems. System diagnostic checks are made when the ignition is enabled and continue
throughout all engine operating modes.
POWER HARNESS
INJECTOR HARNESS CONNECTOR
CONNECTORS (5-PIN)
(5-PIN) (P/N: 12124634)
(P/N: 12162825 & 9O
12162830) COMMUNICATION
HARNESS
CONNECTOR
ENGINE SENSOR (6-PIN)
HARNESS (P/N: 12066317)
CONNECTOR
(30-PIN)
(P/N: 12034400) VEHICLE INTERFACE
HARNESS
CONNECTOR
(30-PIN)
(P/N: 12044398)
ENGINE HARNESS CONNECTIONS VEHICLE HARNESS CONNECTIONS
LEFT SIDE RIGHT SIDE
37017
Figure 12-2 Electronic Control Module

Engines with more than eight cylinders operate with multiple ECMs. One ECM is called the
master, while the others are referred to as receivers. The master ECM is the primary controller of

the engine. It receives input from the various sensors, determines proper timing and
communicates this information to the injectors that the master ECM controls. The master ECM
sends this information to the receiver ECM. The receiver ECM instructs its injectors to operate
in the same manner. Capability exists to enable independent operation of each portion of the
engine in the unlikely event that the communications fail between the master and receiver
ECMs.
I 12.4 HARNESSES
DDEC IV requires several harnesses. These harnesses connect the DDEC IV ECM to sensors
and switches, injectors, and miscellaneous application devices like throttle controls, instrument
panel gages and lights.
12.4.1 ENGINE SENSOR HARNESS FOR MULTI-ECM ENGINES

Multi-ECM engines operate with more than one ECM. The controlling ECM is
referred to as the master ECM, while one receiver is referred to as the first receiver
and the other, if required, is the second receiver. The Engine Sensor Harness is
installed at the factory and is delivered connected to all sensors and all ECMs.
This harness contains the following:
q J1939 communication link between the ECMs
q A Turbo Boost Sensor for each ECM
q The Timing Reference Sensor (TRS) and Synchronous Reference
Sensor (SRS) are shared by the ECMs

ELECTRONIC CONTROLS
The following illustration shows a ESH for a multi-ECM application (see

Figure 12-3)
DETROIT DIESEL
OL.CTPIONIC CONTROLZ ,
TBS
TURBO BOOST
SENSOR
(LEFT BANK) MASTER ECM
ATS ELECTRONIC CONTROL MODULE
AIR TEMPERATURE
SENSOR (LEFT BANK)
•py. 4(9;
CTS
ENGINE COOLANT
TEMPERATURE SENSOR DETROIT DIESEL
OL.CTROIM CONTROLS
(
OPS
OIL PRESSURE SENSOR ATS
AIR RECEIVER ECM
TEMPERATURE ELECTRONIC CONTROL
FTS SENSOR MODULE
FUEL TEMPERATURE (RIGHT BANK)
SENSOR
OTS
OIL TEMPERATURE
FPS
SENSOR
FUEL PRESSURE SENSOR
TBS
ICTS TURBO BOOST
INTERCOOLER COOLANT SENSOR
TEMPERATURE SENSOR (RIGHT BANK)
J 1939 (-)
J 1939 SHIELD
PWM OUT #3 (PUMP) SRS
SYNCHRONOUS
REFERENCE
SENSOR
PWM OUT #2 (FAN) (SHARED)
TRS
TIMING
REFERENCE
CFPS SENSOR
COMMON RAIL (SHARED)
FUEL PRESSURE SENSOR
INTERCOOLER
COOLANT
AUX TIMED INPUT PRESSURE
SENSOR
—WIRE 563-DIGITAL OUTPUT W3

—WIRE 564-DIGITAL OUTPUT X3
—WIRE 565-DIGITAL OUTPUT Y3
ENGINE COOLANT CRANKCASE
PRESSURE SENSOR PRESSURE SENSOR 37066
Figure 12-3 A Typical Series 4000 Multi—ECM Engine Sensor Harness

12.4.2 VEHICLE INTERFACE HARNESS FOR MULTI-ECM ENGINES

The Vehicle Interface Harness (VIH) connects the ECM to other vehicle systems as
shown in the VIH schematic.
Multi-ECM engines operate with more than one engine mounted ECM. The
controlling ECM is referred to as the master ECM, while one receiver is referred to
as the first receiver and, if required, the other is the second receiver.
The VIH is similar to the VIH used for single ECM engines with the following
exceptions:
q Each ECM uses a common Stop Engine Light (SEL) and Check
Engine Light (CEL) except the Series 149 engine which has a
single SEL and a single CEL for each engine
The Stop Engine Override Switch operates all ECMs with the engine running
and acts as a diagnostic codes flashing switch on the CEL and SEL for the
master ECM only when the engine is not running.
1:1 The Stop Engine Override/Diagnostic Request Switch is used to
flash codes on the CEL and SEL from the master ECM
q All receiver ECMs have a separate Diagnostic Request Switch

ELECTRONIC CONTROLS
The OEM Vehicle Interface Harness connects to the quick disconnect connector
(see Figure 12-4).
, AMBER
ZC1_ CHECK
IGNITION • ENGINE
SWITCH
ECM LAMP
ELECTRONIC
CONTROL MODULE RED
MASTER ECM Apli: STOP
ENGINE
LAMP
ENGINE
DETROIT DIESEL INTERFACE TACHOMETER
• laCTIINONIC 012.1111•01-0
HARNESS
QUICK
DISCONNECT
CONNECTOR
EXTERNAL
ENGINE SYNC
ANALOG INPUT
4-
111 1 -
1
ECM —
ff<11 = TORQUE LIMIT
ELECTRONIC CLS ENABLE
CONTROL MODULE COOLANT
RECEIVER ECM LEVEL SENSOR
EXTERNAL STOP
ENGINE #1
J 1708/1587/1939
DATA LINK
CONNECTOR
MANUAL FAN
LOCKUP
THROTTLE: RATING
FREQUENCY SWITCH #1
INPUT
RATING
SWITCH #2
DDDL
DETROIT DIESEL DDR
DIAGNOSTIC LINK DIAGNOSTIC EXTERNAL
DATA READER STOP ENGINE #2
DIAGNOSTIC
REQUEST/SE 0
SWITCH
RECEIVER
ALTERNATE DIAGNOSTIC
PVVM #1 REQUEST
MINIMUM VSG TRANSMISSION SWITCH
INTERFACE
37051
Figure 12-4 Typical Multi ECM Construction and Industrial Vehicle Interface
Harness Schematic — Series 4000

Engine Interface Harness

The Engine Interface Harness used in multi-ECM applications is usually installed at
the factory and delivered connected to all ECMs. The factory installed Engine
Interface Harness (see Figure 12-5), normally terminates with a quick disconnect
connector.
TO ENGINE
POWER HARNESS
MASTER ECM
ELECTRONIC CONTROL
MODULE
TO VIH
TO ENGINE
SENSOR HARNESS
RECEIVER ECM
ELECTRONIC CONTROL
MODULE
37061
Figure 12-5 A Typical Multi—ECM Engine Interface Harness

See Figure 12-6 for a schematic of the Engine Interface Harness.

• •
ELECTRONIC CONTROLS
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12.4.3 ENGINE POWER HARNESS — MULTI—ECMS

The Engine Power Harness (see Figure 12-7) for multi-ECM applications is
installed at the factory and delivered connected to all ECMs.
ECM TO VIH CONNECTOR

ELECTRONIC CONTROL
MODULE RECEIVER
TO VEHICLE
POWER
HARNESS
ECM
ELECTRONIC CONTROL
MODULE MASTER
37070
Figure 12-7 The Series 4000 Engine Power Harness

The Engine Power Harness terminates with a quick disconnect connector where the OEM
Vehicle Power Harness connection is made.
See Figure 12-8 for a schematic of the Engine Power Harness.

7SA4000 9801 Copyright CD 1998 DETROIT DIESEL COPORATION 12-11
ELECTRONIC CONTROLS
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12.4.4 VEHICLE POWER HARNESS

OEMs are required to provide two harnesses to interface the vehicle and engine, the
Vehicle Power Harness and the Vehicle Interface Harness (VIH). Similar guidelines
for the power harness on single ECM engines apply to multi-ECM engines.
The recommended wiring for the Engine Power Harness quick disconnect connector
for the Series 4000 Vehicle Power Harness is listed in Table 12-3.
Cavity Wire No. Label
A 150M Battery Negative
B 150M Battery Negative
C 150R Battery Negative
D 150R Battery Negative
E Plug —
F Plug —
0 ®
G 240M Battery Positive
H 241 M Battery Positive 0 ®
(0\ 0 6h
J 240R Battery Positive
V.21 V_V
K 241 R Battery Positive ri \ . ®© (a
L Plug — :_)1 TT
M Plug — 0 0
N 440 Battery Positive

P 151 (ALL ECM) Battery Negative
R 953 Battery Negative
S 953 Battery Negative
Table 12-3 Series 4000 - Recommended Vehicle Power Harness Connector Pin
Definitions
I See Figure 12-9 for a schematic of the Vehicle Power Harness.

•
ELECTRONIC CONTROLS
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12.5 COMMON RAIL ELECTRONICS

The Series 4000 common rail fuel injection system relies on a single high pressure
fuel pump that provides a continuous supply of fuel, at injection pressure, to all of
the injectors.
The ECM(s) receives data (such as engine temperatures and engine speed),
analyzes this data, and modulates the fuel system accordingly to ensure efficient
engine operation. The signals that the ECM(s) sends to the high pressure pump
determines the timing and amount of fuel delivered to each cylinder.
DDEC control is required for the Series 4000 high pressure fuel pump while
shutting down the engine and for a short period of time after the vehicle ignition is
turned off. For this reason, the 440 wire must NOT be switched to the ignition via
the Vehicle Interface Harness. The 440 wire must be directly connected, through a
fuse, to battery positive on the Power Harness. See SK-11076. Control of the high
pressure fuel pump is required when the engine is rotating. During engine shutdown
the engine may still rotate for a few seconds after the ignition is switched off. Once
the engine stops rotating, DDEC is no longer required to control the high pressure
fuel pump and there is no continued current drain on the battery through the 440
wire.

ELECTRONIC CONTROLS
12.6 SENSORS
See Figure 12-10 for the sensors integrated into the factory-installed Engine Sensor
Harness.
1. Timing Reference Sensor 9. Interco°ler Coolant Pressure Sensor

(Behind Thermostat Housing)
2. Air Temperature Sensor (Receiver) 10. Engine Coolant Pressure Sensor
3. Turbo Boost Sensor (Receiver) 11. Engine Coolant Temperature Sensor
4. Oil Temperature Sensor 12. Oil Pressure Sensor
5. Crankcase Pressure Sensor 13. Fuel Supply Pressure Sensor
6. Intercooler Coolant Temperature Sensor 14. Fuel Temperature Sensor
7. Turbo Boost Sensor (Master) 15. Common Rail Fuel Pressure Sensor
8. Air Temperature Sensor (Master) 16. Synchronous Reference Sensor
Figure 12-10 Typical Location for Factory—installed Sensors — Series 4000 C&I
The sensors shown in the following sections are factory installed.

12.6.1 COMMON RAIL FUEL PRESSURE SENSOR

The FPS is a variable capacitance sensor that produces a linear analog signal,
indicating fuel pressure to warn the operator of impending power loss. See
Figure 12-11.
Figure 12-11 Common Rail Fuel Pressure Sensor - Series 4000

12.6.2 INTERCOOLER COOLANT PRESSURE SENSOR
The ICPS is a variable capacitance sensor that produces a linear analog signal,
indicating coolant pressure. See Figure 12-12.
Figure 12-12 Coolant Pressure Sensor - Series 2000 and Series 4000

ELECTRONIC CONTROLS
12.6.3 INTERCOOLER COOLANT TEMPERATURE SENSOR

The ICTS is a thermistor type sensor that has a variable resistance, when exposed
to different temperatures. The ICTS senses coolant temperature. See Figure 12-13.
Figure 12-13 Intercooler Coolant Temperature Sensor - Series 4000

12.6.4 CRANKCASE PRESSURE SENSOR
The Crankcase Pressure Sensor activates engine protection if the crankcase
pressure is too high (see Figure 12-14).
CRANKCASE
PRESSURE
SENSOR BOOT
P/N: 23524117
Figure 12-14 Crankcase Pressure Sensor - Series 4000

12.6.5 TURBO BOOST SENSOR

The TBS (see Figure 12-15) provides data to the ECM for use in engine fueling
(smoke control).
Figure 12-15 Turbo Boost Sensor - Series 2000 and Series 4000
12.6.6 TIMING AND SYNCHRONOUS REFERENCE SENSORS
The Timing Reference Sensor (TRS) tells the ECM where the rotation of the engine
is or when to fuel each cylinder. The Synchronous Reference Sensor (SRS)
indicates a specific cylinder in the firing order. See Figure 12-16.
TIMING SYNCHRONOUS
REFERENCE SENSOR REFERENCE SENSOR SRS
(TRS) (SRS)
37800
Figure 12-16 The SRS and TRS - Series 4000

ELECTRONIC CONTROLS
12.7 DIGITAL OUTPUTS

DDEC IV has three digital output ports (988,555,499) located on the Vehicle Interface Harness
and three digital output ports (563, 564, 565) located on a pigtail off the Engine Sensor Harness.
12.7.1 COLD ENGINE OPERATION (SERIES 4000 ONLY)

This digital output is switched to ground when either coolant, oil, intercooler, or air
temperature fall below specified values. This feature can be used to activate coolant
heating systems, extra parasitic loads or shutters. This digital output is available
with release 22.00 or later. temperature set points are set by ACS.
Installation
Digital output circuits are designed to sink no more than 1.5 A (DC) current and
have less than 85 mH of inductance.
Programming Flexibility
ACS sets the default function number and polarity for each of the six digital output ports. This
digital output (function number 37) and polarity may be ordered at the time of engine order or
configured by VEPS or DRS. ACS configures the coolant, oil, intercooler, and air temperature
limits.

12.8 MESSAGE FORMAT

A complete description of the DDEC IV parameters is provided within this section of the
manual. DDEC IV transmits parametric data at SAE J 1587 recommended rates in packed
message form. The first byte or character of each message is the Message Identification
character (MID). The MID identifies which microcomputer on the serial communication link
originated the information. DDEC communications identify ECMs with a MID. MID 128
identifies the master ECM, MID 175 identifies the first receiver ECM. MID 183 identifies the
second receiver ECM. PIDs identify what the data packet pertains to. The PIDs provided by
DDEC are listed in Table 12-4.
12.8.1 DEFINITIONS AND ABBREVIATIONS
Message Identification Character (MID): The MID is the first character of every J1587
message which is used to identify the source of a data transmission. MIDs are unique within a
vehicle system so that they can be used for collision detection.
Parameter Identification Character (PID): A PID is a single byte character used in J1587
messages to identify the data byte(s) that follow. PIDs in the range 0-127 identify single byte
data, 128-191 identify double byte data, and 192-253 identify data of varying length.
Subsystem Identification Character (SID): A SID is a single byte character used to identify
field—repairable or replaceable subsystems for which failures can be detected or isolated. SIDs
are used in conjunction with SAE standard diagnostic codes defined in J1587 within PID 194.
Failure Mode Identifier (FMI): The FMI describes the type of failure detected in the
subsystem and identified by the PID or SID. The FMI and either the PID or SID combine to
form a given diagnostic code defined in J1587 within PID 194.

ELECTRONIC CONTROLS
SAE J1587 PIDs Provided by DDEC
PID Description Master/Receiver Comments

52 Engine intercooler temperature Master —
62 Retarder inhibit status Master Not Used
65 Service brake switch status Master Not Used
68 Torque limiting factor Master —
70 Parking brake switch status Master Not Used
71 Idle shutdown timer status Master —
72 Blower bypass valve position Master Not Used
73 Auxiliary water pump pressure Master —
Optional wNehicle
74 Vehicle speed set limit Master
Speed Sensor Input
Optional wNehicle
83 Vehicle speed limit status Master
Speed Sensor Input
Optional wNehicle
84 Vehicle speed Master
Speed Sensor Input
Optional wNehicle
85 Cruise control switch status Master
Speed Sensor Input
Optional wNehicle
86 Cruise control set speed Master
Speed Sensor Input
Optional wNehicle
87 Cruise control high limit Master
Speed Sensor Input
Optional wNehicle
88 Cruise control low limit Master
Speed Sensor Input
89 VSG switch status Master —
91 Percent throttle Master —
92 Percent engine load Master —
93 Output torque Master —
94 Fuel delivery pressure Master —
98 Engine oil level Master Not Available, TBD
100 Engine oil pressure Master —
101 Crankcase pressure (low res.) Master
Master (left bank) and
102 Turbo boost pressure —
Receiver (right bank)
108 Barometric pressure Master —
High Temperature Circuit
109 Coolant pressure Master
Coolant
Charge Air Cooler
109 Coolant pressure Receiver
Coolant
110 Engine coolant temperature Master —
111 Coolant level Master —
113 Engine governor droop Master —
121 Engine retarder status Master Not Used
153 Crankcase pressure (high res.) Master —

SAE J1587 PIDs Provided by DDEC

PID Description Master/Receiver Comments
164 Fuel injection pressure Master —
166 Rated engine power Master —
168 Battery potential (voltage) Master —
171 Ambient air temperature Master —
172 Intake manifold air temperature Receiver (right bank) —
172 Intake manifold air temperature Master (left bank) —
174 Fuel temperature Master —
175 Engine oil temperature Receiver —
182 Trip fuel Master —
183 Fuel rate Master —
Vehicle Speed
184 Instantaneous fuel economy, (mile/gal) Master
Sensor required
Vehicle speed
185 Average fuel economy, (mile/gal)) Master
sensor required
187 VSG set speed Master —
188 Idle engine speed Master —
189 Rated engine speed Master —
190 Engine speed Master —
192 Multi—sectioned parameter Master —
Transmitter system diagnostic code and
194 Master/Receiver —
occurrence count table
196 Diagnostic data/count clear response Master/Receiver —
235 Total idle hours Master —
236 Total idle fuel used Master —
237 Vehicle Identification Number (VIN) Master —
240 Last customer calibration change hours Master —
243 Device identification Master —
Vehicle Speed Sensor
244 Trip miles Master
required
245 Total miles Master
required
247 Total engine hours Master —
248 Total VSG hours Master —
250 Total fuel used Master —
251 Clock Master —
252 Date Master —
Table 12-4 PIDS Provided by DDEC

ELECTRONIC CONTROLS
12.9 DDEC POWER REQUIREMENTS

Since the DDEC system is electronic, a battery is required to operate the ECM(s). Due to the
requirements of the common rail fuel system, the DDEC system on Series 4000 engines must
operate at 24 volts. However in the event of a power supply malfunction, the system will
continue to operate at reduced voltage.
DDEC will detect a malfunction at reduced voltage. When this occurs the CEL will come on.
There should not be any change in engine performance until the battery voltage drops to
approximately 9 volts. At this point the ECM will go into back up control. When in back up
control there should be a noticeable change in engine operation, and at this time certain DDEC
options will not function. Engine operation will continue at reduced voltage until the battery
voltage drops to approximately 6 volts. At this point the system will no longer function and the
engine will shut down.

12.10 WELDING PRECAUTION

Special precautions must be taken to protect the electronic controls if any welding is to be done
on the application (see Figure 12-17).
SWITCHES MUST REMAIN CLOSED FOR

30 SECONDS AFTER IGNITION IS OFF FOR
THE ECM TO WRITE NON-VOLATILE 953 TO DDEC
DATA. ACCESSORIES
1
-150 (150R)
150 (150R)
150 (150R)
I DDEC III/IV ECM(s)
41-\,– 240 (240R)
241 (241R)
I 439
n n 440
439 TO DDEC
FUSE SIZE I ACCESSORIES
APPLICATION L
DEPENDANT IGNITION
SWITCH
BATTERY
NOTE:
INSTALL DUAL-POLE, SINGLE THROW SWITCHES.
BOTH SWITCHES (APPLICATION DEPENDANT) MUST BE
OPEN BEFORE WELDING.
NOTICE:
When welding, the following must be done to avoid damage to the

electronic controls or the engine:
q Both the positive (+) and negative (-) battery leads must be
disconnected before welding.
q Ground cable must be in close proximity to welding location –
engine must never be used as a grounding point.
q Welding on the engine or engine mounted components is
NEVER recommended.
31817
Figure 12-17 Welding Precaution

ELECTRONIC CONTROLS
12.11 ENGINE PROTECTION

The Series 4000 DDEC engine protection provides the capability to warn and protect the engine
from serious damage resulting from conditions such as high engine temperatures or low oil
pressure. Instrument panel warning lights, the Check Engine Light (CEL) and the Stop Engine
Light (SEL), warn the engine operator. DDEC monitors all engine sensors and electronic
components, and recognizes system malfunctions.
If a critical fault is detected, the CEL and SEL illuminate and a malfunction code is logged into
the ECM's memory. In the event of a malfunction code, refer to the DDEC III/IV Single ECM
Troubleshooting Guide, (6SE492).
12.11.1 ENGINE CRITICAL FAULT

In the event that an engine critical fault has been detected the following sequence will occur:
1. The CEL illuminates.
2. The SEL illuminates if conditions exceed a safe operating level.
3. One of the following options (programmable) occurs:
a. Warning only: the CEL and SEL remain illuminated, there is no
reduction in engine power or speed.
b. Rampdown: DDEC ramps down engine power and/or speed.
c. Shutdown: DDEC shuts the engine down after 30 seconds.
While the engine can still be operated when the CEL is on, a report should be made to a Detroit
Diesel technician as soon as possible.
NOTICE:
When the SEL illuminates, DDEC has detected a major

malfunction in the engine that requires immediate attention. It is
the operators responsibility to shut down the engine as quickly
as possible to avoid serious damage.
The "Stop Engine" malfunction is recorded in the ECM. With the 30 second shutdown option,
the engine will begin a 30 second, ramped power down. The unit will shutdown completely, if
programmed for shutdown.
To allow for the possibility of the stop engine automatic shutdown function being activated while
the vehicle is operating in a critical situation, an override is provided. In this situation the
operator may elect to "override" the automatic stop engine sequence by pressing the stop engine
override switch, located on the instrument panel, until a safe stop can be made. The operator
only needs to press the switch every 15 to 20 seconds to prevent engine shutdown from
occurring. See Figure 12-18 displays a typical dash board layout for the CEL, SEL, stop engine
override, and the diagnostic switch.
NOTE:
A separate diagnostic switch is required for each ECM on the engine.

12-26 79A4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
Figure 12-18 Typical Stop Engine Override and Engine Lights
NOTICE:
For some applications holding the "Stop Engine Override" switch

in will not prevent the engine shutdown sequence. The operator
must continue to reset the automatic shutdown by pressing the
"Stop Engine Override" switch at intervals of approximately 15 to
20 seconds.
An important thing to remember is that it takes 30 seconds from the time the automatic
shutdown sequence begins until engine shutdown. Therefore the operator must press the
override switch just prior to engine shutdown to continue engine operation. The immediate speed
reduction option will bring engine RPM back to a predetermined speed. The engine may or may
not shutdown, depending on how it is programmed.
The engine should not be restarted after it has been shut down by DDEC unless the problem has
been located and corrected. The conditions that will cause the stop engine light to come on are:
q Loss of coolant
q High coolant temperature
q Low engine coolant pressure/low intercooler coolant pressure
q High oil temperature
q Low oil pressure
q High crankcase pressure
q Auxiliary shutdown 1 or 2

ELECTRONIC CONTROLS
If the malfunction is intermittent the CEL and the SEL will come on and go off as DDEC senses
the changing engine condition. A DDR can be used to communicate with DDEC to extract
information related to the cause of the problem. Once the malfunction is corrected, the DDEC
system will return the engine to normal operation. The fault code recorded by DDEC will remain
in memory until it is erased by a technician using the DDR.
12.12 INITIAL ENGINE START

To initiate engine start:
1. Turn on ignition.
The CEL and the SEL will come on. This is the result of DDEC diagnosing
the system to make sure everything is functional, including the light bulbs
for the CEL and the SEL. If everything is within specified parameters, the
CEL and the SEL will go out in 2 to 3 seconds after the ignition is turned on.
NOTICE:
If the warning lights stay on, or if they do not come on

momentarily after turning on the ignition, consult a MTU/DDC
technician. Operating the engine under these circumstances
may result in engine damage.
2. Start the engine by pressing the starter switch.

3. If the engine fails to start within 15 seconds, release the starter switch and
allow the starter motor to cool for 15 seconds before trying again.
4. If the engine fails to start after four attempts, an inspection should be made
to determine the cause.

12.13 APPLICATION CODE SYSTEM

The DDEC application code system (ACS) was initiated along with the introduction of
DDEC III. The application code system includes all application related DDEC parameters. The
application engineering departments have developed a list of parameters and default parameters
that are selected by Product Distribution for each application group. New 6N4C application
codes are required for the Series 4000 due to the differing application requirements involved in
the DDEC control of engine operation.
This chapter contains a blank copy of the "DDEC Nonroad Application Specification." This
form may be used by the OEM, or distributor, to specify desired DDEC parameters. These
parameters include:
q Type of transmission or powertrain
q Engine speed governing
q Idle speed
q High idle speed
q Droop
q Engine protection strategy
q DDEC digital inputs
q DDEC digital outputs

ELECTRONIC CONTROLS
DDEC Nonroad Application Specification

6N4C Group
(To be assigned by DDC Application Engineering)
Engine Model (Check Model and Rating)

qC10 qC20 qC30 qC40 q C50 qC60 qC70 qC80
qE10 q E20 q E30 q E40
q8V q 12V q 16V
Continuous q4A @ XX KW q5A @ XX KW
Intermittent q4C @ XX KW q5C @ XX KW
Transmission
(The transmission codes are listed in Table 12-5 on page 12-34.)
Transmission Code:
Governing
Type (Circle One) VSG Only LSG Only VSG & LSG
Number of VSG Throttle Locations (0, 1, or 2)
Number of LSG Throttle Locations (0, 1, or 2)
VSG MAX RPM 400 to 2500 RPM
VSG MIN RPM 400 to 2500 RPM
VSG ALT MIN RPM 400 to 2500 RPM
VSG DROOP 0 to 300 RPM
HOT IDLE 400 to 2500 RPM
COLD IDLE 750 to 1050 RPM
LSG DROOP 0 to 300 RPM
Idle Operation at Zero VSG Yes No
Note: VSG ALT MIN RPM must be greater than VSG MIN RPM.
LSG DROOP must be greater than or equal to VSG DROOP.
Cruise Switch VSG

Cruise Switch VSG (Circle One) Yes No
Initial Speed 400 to 2500
RPM Increment 0 to 250
Idle Timer Shutdown

Idle Timer Shutdown (Circle One) Yes No
Time 1 to 99 Minutes
Operates On Idle Only Idle & VSG
Override Yes


Engine Protection (Circle required option)
Coolant Temperature Shutdown Rampdown Warning
Coolant Level Shutdown Rampdown Warning
Coolant Pressure Shutdown Rampdown Warning
Oil Pressure Shutdown Rampdown Warning
Oil Temperature Shutdown Rampdown Warning
Aux. Stop 1 Shutdown Rampdown Warning
Aux. Stop 2 Shutdown Rampdown Warning
Crankcase Pressure Shutdown Rampdown Warning
I ntercooler Temperature Shutdown Rampdown Warning
Engine Overtemperature Protection Yes No
Air Temperature Reduction Yes No
Continuous Override Yes No
Fan Controls (Circle required options)

Digital Fan None Single Dual 2—Speed PWM
Type:
Engine Brakes (circle required option)

Engine Brake Type: None Jake Brake KD Brake DVB
Engine Brake Cruise

Engine Brake Cruise (Circle One) Yes No
Engine Brake Low 1 to 10 MPH
Increment 1 to 5 MPH

Vehicle Speed Sensor (VSS) (Circle One) Yes No
VSS Sensor Type (Circle One) Transmission Wheel
VSS Signal Type (Circle One) Open Collect Magnetic
Number of Teeth 2 to 200
Tire Revolutions Per Mile 100 to 1000
Axle Ratio:
Final Gear Ratio:

ELECTRONIC CONTROLS

Vehicle Speed Limit
Vehicle Speed Limit (Circle One) Yes No
Max. Speed 20 to 127 MPH
Overspeed with Fuel 0 to 127 MPH
Overspeed w/o Fuel 0 to 127 MPH
Cruise Control
Cruise Control (Circle One) Yes No
Auto Resume (Circle One) Yes No
Min. Speed 20 to 127 MPH
Max. Speed 20 to 127 MPH
Air Compressor Controls

Air Compressor Controls (Circle One) Yes No
Load Pressure
Unload Pressure
Range 1 Min. Pressure
Range 1 Max. Pressure
Other Options (Circle required options)

Fuel Economy Incentive Yes No
Pressure Governor System Yes No
Progressive Shift Yes No

Configuration Of Digital Inputs

(A list of Digital Input options and codes is listed in Table 12-6 on page Table 12-6.)
VIH Pin Number VIH Wire Number Customer Selection
El 451
Fl 542
G1 528
H1 523
J1 541
F2 544
G2 543
H2 524
J2 531
K2 583
G3 545
K3 979
Configuration Of Digital Outputs

(A list of Digital Output options and codes is listed in Table 12-7 on page 12-35.)
VIH Pin Number VIH Wire Number Customer Selection
Al 988
A2 555
F3 499
Sensor Harness Wire
Sensor Harness Pin Number Customer Selection
Number
W3 563
X3 564
Y3 565

ELECTRONIC CONTROLS
Refer to DDEC IV Application and Installation (7SA742) for further details of the transmission
definition.
Transmission Type Code Transmission Type Code

Manual 00 RS9 17
Allison Hydraulic 01 RSX9—A 18
Voith 03 RSX9—B 19
Z—F Ecomat 04 RSX9—R 20
Allison Electronic 09 RS10 21
Allison WT 12 RSX10 22
Other Automatic 14 RSX10—C 23
GE Statex III 15 RSX10—C 23
Autoshift /J1939 16 GE Propulsion System 31
Note: If application has no transmission enter code "00"
Table 12-5 Transmission Options and Codes
Refer to DDEC IV Application and Installation (7SA742) for a detailed description of each digital
input option.
Description Code Description Code

None 00 Resume / Accel On 21
Engine Brake Low 01 Resume / Accel Off 22
Engine Brake High 02 Cruise Enable 23
Aux. Shutdown # 1 03 PGS System Enable 24
Aux. Shutdown # 2 04 SEO / Diagnostic Request 25
Park Brake Interlock 05 Engine Brake Disable 26
Idle Validation 06 Transmission Retarder Status 27
N/A 07 Dual Throttle 28
Pressure RPM Mode 08 A/C Fan Status 29
Throttle Inhibit 09 N/A 30
RPM Sync 10 Aux CLS 31
RPM Freeze 11 Fan Control Override 32
Rating Switch # 1 12 VSG Station Change 33
Rating Switch # 2 13 VSG Station Complement 34
Limiting Torque Curve 14 Air Load Switch 35
Diagnostic Request 15 N/A 36
Alt Min VSG / Fast Idle 16 N/A 37
Service Break Release 17 In Neutral Switch (ESS) 38
Clutch Released 18 In Gear Switch (ESS) 39
Set / Coast Off 19 KD Brake 40
Set / Coast On 20 Gas Valve Diagnostics 41
Table 12-6 Digital Input Options and Codes

Refer to DDEC IV Application and Installation (7SA742) for a detailed description of each digital
output option.
Description Code Description Code

No Function 00 Oil Temperature High Light 19
N/A 01 Coolant Temp. High Light 20
N/A 02 Air Compressor Solenoid 21
Low DDEC Voltage 03 Crankcase Pressure High 22
RPM Sync Active 04 Coolant Pressure Low Light 23
PGS Active Light 05 Ether Start 24
Vehicle Power Shutdown 06 N/A 25
Starter Lockout 07 Optimized Idle Sys Armed 26
Ext Brake Enable 08 N/A 27
Transmission Retarder Enable 09 N/A 28
Coolant Level Low Light 10 N/A 29
Cruise Active Light 11 Shift Solenoid (TOP2) 30
N/A 12 Shift Lockout (TOP2) 31
Fan Control # 1 13 Gas Throttle Actuator 32
Fan Control # 2 14 Fuel Supply Solenoid 33
Deceleration Light 15 KD Brake Solenoid 34
Engine Brake Active 16 Sequential Turbo 35
VSG Active Indication 17 Natural Gas Knock Shutdown 36
Oil Pressure Low Light 18 Cold Engine Signal 37
Table 12-7 Digital Output Options and Codes

ELECTRONIC CONTROLS

N
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2 2 2 0
2 2 J 2 = 0 2
C) 0 -, -, 0 W W W z xce_Im0
N 4 mU O m 0 AmA— 0 N v a W0
cc cc CC CC re cc cc cc ce m-, re m
0
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0 00 O 0
I- 1-
00 oo<00
F-
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0 0 0 0 0 • 0 0 00 20 0 0 0 0 0
1)1 1 W LU LU UJ UJ W W LU CO 0
LU LU LU
' , 4 D LL' w (/)
Z z 22 ZZa. ZZ Z Z Z Z ZZWZZ
O
0
< L.) 0 LLI 0 y
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O o O
z 25 52 2 2 2 2 as a cc 2 2 2 2 2
N < I W0 0) if)
I VI m .4) I m
N 2 (1.1 OLD N
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13531a 11101:113a
13 FLYWHEEL HOUSING & FLYWHEEL
The flywheel housing is a one—piece casting mounted against the rear of the cylinder block. It
provides a cover for the flywheel and serves as a mount for the starter and in some applications a
mount for the transmission or generator.
The flywheel is attached to the rear end of the crankshaft. See Figure 13-1 for a typical engine
flywheel housing and flywheel mount to a generator.
1 Flexplate Flywheel 5. Stator

2 Crankshaft 6. Rotor
3. Flywheel Housing 7. Rotor Adaptor
4. Stator Adaptor 8. Alternator Windings
Figure 13-1 Typical Engine/Single Bearing Generator Mounting

FLYWHEEL HOUSING & FLYWHEEL
13.1 GENERATOR-TO-FLYWHEEL ALIGNMENT

Typically OEM's create their own engine to generator alignment and mounting procedures that
include specific details for the application and generator/alternator model.
13.2 FLYWHEEL HOUSING VENTING

Typically generator packages require a forced air flow through the generator for cooling
purposes. The standard Series 4000 construction and industrial flywheel housing provides
numerous vents to allow the generator cooling air to escape. Approximately 106 in. 2 (0.094 m 2 )
of venting area is provided by the flywheel housing.
13.3 WET FLYWHEEL HOUSING

Some applications, typically mechanical transmissions, require that the flywheel housing be
sealed to maintain a volume of oil for transmission lubrication. This type of flywheel housing is
commonly called "wet." A wet flywheel housing is an available option for the Series 4000. Refer
to chapter 17, "Options," for further details.
13.4 FORCES ON CRANKSHAFT

Forces are placed on the crankshaft when a transmission, generator, or other PTO device is
attached to the engine. The crankshaft will support some of the weight of what is attached to the
flywheel. This vertical load on the rear of the crankshaft must not exceed the limits shown on
sheet 2 of the applicable performance curve. Thrust loads may also be applied to the crankshaft.
The maximum thrust load, continuous and intermittent, is detailed on sheet 2 of the applicable
performance curve.

14 ACCESSORY DRIVES
The gear train is completely enclosed in the gear case at the front of the engine. The gear train
consists of a crankshaft gear, camshaft drive gear, right bank idler gear, left bank idler gear, fuel
pump drive gear, oil pump drive gear, water pump drive gear, and accessory drive gears. The
crankshaft gear, pressed onto the front end of the crankshaft, directly drives the camshaft gear
and the two idler gears. The six accessory drive gears are driven off of their respective idler
gears. The gear ratio of each gear in relationship to the crankshaft gear is listed in Table 14-1.
See Figure 14-1.
n1/ /
RIGHT HAND ROTATION . 0
6\01
E D FR O M
FRONT OF E NG I N E) 04 411 lii
1
I . )41
i ---41
trip 4
...181.... 14
k,10.0".
),Lo SHAFT
BANK B^
Die
4 .____ Iiili -
Figure 14-1 Gear Train, Accessory Drive Locations

ACCESSORY DRIVES
Max Torque Max Torque

Gear Drive
Gear Continuous Intermittent Standard Accessory
Teeth Ratio
(N-m) (N.m)
Crankshaft — Front PTO 48 1:1 * Fan Drive
Accessory Drive 32
Front facing 32 1.5:1 NA NA SCAC water pump
Rear facing 32 1.5:1 NA NA Jacket water pump
Accessory Drive 7
Front facing 25 1.92:1 Alternator
Rear facing 34 1.41:1 330 N•m 485 N•m Hydraulic Pump
Accessory Drive 6
Front facing 34 1.41:1 Open
Accessory Drive 5
Front facing 34 1.41:1 Open
Accessory Drive 4 360 N•m 510 N•m
Front facing 25 1.92:1 Freon compressor
Rear facing 38 1.26:1 Air compressor
Accessory Drive 31
High pressure fuel
Front facing 32 1.5:1 NA NA
pump
Rear facing 32 1.5:1 NA NA Fuel transfer pump
* 10% of engine power at idle, 40% of engine power at rated speed.
Table 14-1 Gear Ratios
14.1 ACCESSORY DRIVE PULLEY

Accessory drive pulleys can be used when a belt driven accessory is preferred. Accessory drive
pulleys are available for Vee belts and Poly—vee belts. Typical belt driven accessories are
alternators and air conditioning compressors. Refer to SK or installation drawings for mounting
and space claim details for available accessory drive options.

14-2 7SA4000 9801 Copyright 0 1998 DETROIT DIESEL CORPORATION
14.2 AIR COMPRESSOR

The Series 4000 air compressor is typically on the A bank side of the engine and flange mounted
to the backside of the gear case. Refer to SK drawings or Installation drawings.
The compressor is driven by the crankshaft via an idler gear. The standard Series 4000 air
compressor option includes factory installed air supply plumbing. The air compressor air is
supplied from the A bank intake manifold. This arrangement supplies turbocharger boosted air to
the air compressor, increasing the compressor output.

ACCESSORY DRIVES

15 PERFORMANCE CURVES
1999 Series 4000 Construction and Industrial
Model Rated Power Peak Torque Curve Page

Number bhp @ r/min lb•ft @ r/min Number Number
T123-7K11 1600 @ 1800 5602 @ 1500 E4-T123-32-05 15-3

T123-7K11 1725 @ 1900 5151 @ 1500 E4-T123-32-02 15-5
T123-7K11 1875 @ 1900 5613 @ 1500 E4-T123-32-03 15-7
T123-7K11 2025 @ 1900 6047 031500 E4-T123-32-04 15-9
T123-7K73 2250 @ 1950 6300 @ 1650 E4-T123-32-01 15-11
T163-7K11 2300 @ 1900 6870 @ 1500 E4-T163-32-04 15-13
T163-7K11 2500 @ 1900 7486 @ 1500 E4-T163-32-05 15-15
T163-7K11 2700 @ 1900 8064 @ 1500 E4-T163-32-06 15-17
T163-7K73 3000 @ 1950 8400 @ 1650 E4-T163-32-07 15-19

7SA4000 9801 Copyright 1998 DETROIT DIESEL COPORATION 15-1
PERFORMANCE CURVES

5602 lb•ft
(7595 N•m) 6000
4668 lb•ft
3716 lb•ft (6329 NI•rn)
(5038 NI•m)
4000 (1)
Er
O
12
2000
2000
1600 bhp
E 1600 (1194 kW)
Cl)
'
g 1200
0
800
UNCC NTRC
COPY
1200 1400 1600 1800 2000

Engine Speed - r/min
Power output guaranteed within 5% at ISO 3046 conditions: Conversion Factors: 6N4M - 1284
77°F (25°C) air inlet temperature; 29.31 in. Hg (99kPa) dry barometer;
Power: kW = bhp x 0.746
Fuel consumption tolerance of +5% per ISO 3046. Diesel fuel to DIN EN 590
with a minimum LHV 42800 kJ/kg (18390 Btu/lb)
Turbo: BTV7506
Fuel: kg/kW •hr = lb/bhp • hr x 0.608
Air intake restriction: 10 in. H 2 O (2.5 kPa)
Exhaust Back Pressure: 15 in. H 2 O (3.7 kPa)
Torque: N • m .1b4 ft x 1.356 Fuel Injector: 0000107851
Curve No. E4-T123-32-05

Certified by: Rev. / Date: 1 / 28 June 99
Sheet No. 1 of 2
Performance Curve
7SA4000 9801 Copyright * 1999 DETROIT DIESEL CORPORATION 15-3
Construction and Industrial Specification Sheet
General Data Intake Air System

Application Group ........................................................ 5A Intake Air Flow CO Rated Maximum Power — ft 3/min (m 3/s) ....... 3750 (106) t
Application Designation ................................................ C20 Turbocharger Compressor Inlet Temperature — °F (°C) ........... 77 (25)
Model ........................................................................ T1237K11 Air Intake Restriction, Maximum:
Power Output — bhp ..................................................... 1600 Clean Air Cleaner — in. H 2O (kPa) .................................... 12 (3.0)
Power Output — kW ...................................................... 1194 Dirty Air Cleaner — in. H 2O (kPa) ...................................... 20 (5.0)
Rated Speed — r/min..................................................... 1800 Intake Pipe Inner Diameter, Recommended:
Number of Cylinders ..................................................... 12 Single — in. (mm) .......................................................... 12 (305)
Total Displacement — in 3 (L) ........................................... 2975 (48.75) Double — in. (mm) ......................................................... 8 (203)
Compression Ratio ...................................................... 14.0:1 Intake Temperature Rise, Maximum:
Piston Speed — ft/min (m/s) ............................................ 2369 (12.0) (Ambient to Engine Air Inlet) — °F (°C) .............................. 30 (17)
Turbocharger .............................................................. B11/7506 Exhaust System
Engine Configuration Exhaust Volume Flow — ft 3/min (m3/s).................................. 8000 (3.78) t
Engine Type ............................................................... 90° Vee 4 Cycle Exhaust Temperature — °F (°C) .......................................... 700 (371) t
Bore and Stroke — in. (mm) ............................................ 6.5 x 7.5 (165 x 190) Back Pressure, Maximum — in. Hg (kPa) .............................. 1.5 (5.1)
Intake Valves Per Cylinder ............................................ 2 Exhaust Pipe Inner Diameter, Recommended:
Exhaust Valves Per Cylinder.......................................... 2 Single — in. (mm) ......................................................... 14 (360)
Combustion System ..................................................... Direct Injection Double — in. (mm) ......................................................... 10 (250)
Injection Device ........................................................... Electronic Common Rail Lubrication System
Charge Air Cooling System ............................................ SCCC Oil Pressure at Rated Speed — lb/in. 2 (kPa)........................... 80 (550)
Engine Crankcase Vent System ..................................... Open Oil Pressure at Low Idle lb/in. 2 — (kPa).............................. 36 (250)
Dimensions Oil Row CD Rated Speed — gal/min (Umin) ........................... 90 (341)
Length — in. (mm) ........................................................ 99.9 (2538) Oil Row @ Low Idle Speed — gal/min (Umin) ........................ 47 (178)
Width — in. (mm) .......................................................... 62.5 (1588) Gallery Oil Temperature, Maximum — °F (°C) ........................ 210 (99)
Height — in. (mm) ......................................................... 68.3 (1735) Oil Pan Capacity: Static High Mark — qt (L) ........................... 211 (200)
Weight, Dry —lb lb (kg) ..................................................... 13382 (6070) Static Low Mark — qt (L) ............................ 169 (160)
Weight, Wet — lb (kg) .................................................... 13920 (6314) Total Engine Oil Capacity with Filters — qt (L) ........................ 232 (220)
Center of Gravity Wet Engine Angularity Limits, Front Up — Degrees ....................... 12.5
From R.F.O.B. (x axis) — in. (mm) ................................... Not Available Engine Angularity Limits, Front Down — Degrees ................... 12.5
Above Crankshaft (y axis) — in. (mm) ............................... Not Available Engine Angularity Limits, Left/Right Down — Degrees ............. 22.5
Right of Crankshaft (z axis) — in. (mm) .............................. Not Available Crankcase Pressure, Maximum — in.H 20 (kPa)...................... 10 (2.5)
Mechanical Limits Electrical
Thrust Bearing Load Limit, Continuous — lb (kN) ................ 1596 (7.1) Battery Capacity, Recommended (CCA 0°F):
Thrust Bearing Load Limit, Intermittent—lb (kN) ................. 3844 (17.7) 24 Volt System, Above 32°F / (0°C) .................................. 1900
Vertical Load at Rear of Crankshaft, Maximum — lb (kN) ..... 2250 (10.0) 24 Volt System, Below 32°F / (0°C) ................................. 2500
Static Bending Moment at Rear Resistance of Starting Circuit, Maximum:
Face of Block, Maximum — lb•ft (N•m) ............................. 1000 (1356) 24 Volt System — ohms ................................................. 0.002
Fuel System Performance Data
Fuel Consumption — gal/hr (Umin) ................................... Not Available Altitude Capability—ft (m) ................................................. 21000 (6400)
Fuel Consumption — lb/hr (kg/hr) ..................................... Not Available Manifold Boost Pressure — in. Hg (kPa) ................................ Not Available
Fuel Spill Rate — gal/hr (Umin) ........................................ Not Available BMEP — lb/in. 2 (bar) .......................................................... 237 (16.3)
Fuel Spill Heat Rejection — Btu/min (kW) .......................... Not Available Friction Power:
Total Fuel Row — gaVhr (Umin) ....................................... Not Available Rated Speed — hp (kW) ................................................. 200 (149)
Fuel Inlet Temperature, Maximum —°F (°C) ....................... 140 (60) Peak Torque Speed — hp (kW) ........................................ 130 (97)
Fuel Pump Suction, Maximum — in. Hg (kPa) .................... 6 (20)
Fuel Return Pressure, Maximum — lb/in (kPa) ................... 7 (50)
Fuel Filter Size, Secondary — microns .............................. 8 Engine Speed Rated Power Rated Torque Rated BSFC *
Fuel Injector — Part Number ........................................... 0000107851 (r/min) bhp (kW) lb•ft (14•m) lb/bhp (glkW.hr)
Cooling System 1800 1600 (1194) 4668 (6329) Not Available
Heat Rejection: 1650 1600 (1194) 5093 (6905) Not Available
Engine Circuit to Coolant — Btu/min (kW) ........................ Not Available 1500 1600 (1194) 5602 (7595) Not Available
Aftercooler Circuit to Coolant. — Btu/min (kW) .................. Not Available 1350 1213 (905) 4719 (6398) Not Available
Engine Radiated Heat — Btu/min (kW) ............................ Not Available 1200 849 (633) 3716 (5038) Not Available
Coolant Flow:
Engine Circuit — gal/min (m 3/hr) .................................... 374 (85)
Engine Circuit External Restriction — lb/in. 2 (kPa) .............. 10.2 (70)
Aftercooler Circuit — gal/min (m 3/hr) ............................... 220 (50) Emissions
Aftercooler Circuit External Restriction — lb/in. 2 (kPa) ........ 10.2 (70) Smoke, Bosch Number.
Engine Coolant Out Temperature, Maximum — °F (°C) ........ 203 (95) Rated Power ............................................................... Not Available
Aftercooler Coolant In Temperature, Maximum —°F (°C) ....... 171 (77) Peak Torque Speed...................................................... Not Available
Engine Coolant Temperature, Minimum — °F (°C) ............... 160 (71) Noise — dB(A) l m ........................................................ Not Available
Engine Coolant Capacity — qt (L) .................................... 169 (160) NO, — g/hr...................................................................... Not Available
Thermostat: CO — Not Available
HTC Start to Open — °F (°C) ......................................... 170 (77) HC — g/hr ....................................................................... Not Available
HTC Fully Open — °F (°C) ............................................ 185 (85) S02 — g/hr (0.1% sulfur fuel) .............................................. Not Available
LTC Start to Open — °F (°C) ......................................... 90 (32)
LTC Fully Open — °F (°C) ............................................. 112 (44)
Water Pump(s) Inlet Pressure, Winimum (w/o pressure cap): * Fuel consumption tolerance of + 5% per DIN ISO 3046. Diesel fuel to
Rapid Warmup Radiator.............................................. Positive DIN EN 590 with a minimum LH.V. of 42800 kJ/kg (18390 Btu/lb).
Conventional Radiator — in. H9 (kPa) ............................. -3 (-10)
Pressure Cap, Minimum — IbAn.` (kPa) ............................. 14 (97) t Estimated data
Water Pump Discharge Pressure, Max. (w/o pressure cap):
Engine Circuit — lb/in. 2 (kPa) ......................................... 52 (360)
Intercooler Circuit — lb/in. 2 (kPa) .................................... 30 (206)
Static Head, Maximum — ft H 2 O (kPa) ............................... 50 (149) UNCONTROLLED
Coolant Fill Rate, ivinimum — gal/min (Umin) ..................... 5 (19)
Drawdown, Minimum — Percentage of Total Cooling ........... 8% COPY Curve No. E4-T123-32-05
Deaeration, Maximum Time — Minutes ............................. 30 Rev. / Date: 1 / 28 June 99
Remote Pressurization — IbAn 2 (kPa) ................................ 7-10 (48-69) Sheet No. 2 of 2

MTU/DDC Series 4000
Industrial Power
Model: Series 12V-4000
Rating: 1725 bhp @ 1900 r/min
5150 lb•ft @ 1500 r/min
5150Ib4t
(6983 N•rn) 6000 c
.0
4768 lb•ft
3716 lb•ft (6465 N•rn) 4000
(5038 N•rn) 0
O
I-
2000
NCO NTRC LLED

COPY
2000
1725 bhp
IS 1600
- (1286 kW)
g 1200
800
.360 2c.
.340
.0 c
O
.320 Q.
(/)
E
to
.300
1200 1400 1600 1800 2000
Power output guaranteed within 5% at ISO 3046 conditions: Conversion Factors:
77°F (25°C) air inlet temperature; 29.31 in. Hg (99kPa) dry barometer; 6N04M -1102
Fuel consumption tolerance of +5% per ISO 3046. Diesel fuel to DIN EN 590 Power: kW = bhp x 0.746
Fuel: g/kW •hr = lb/bhp •hr x 608
Air intake restriction: 10 in. H 2 O (2.5 kPa) Fuel Injector : 0000107851
Torque: N • m = lb • ft x 1.356
Certified by: ;f1,02 Curve No.

Rev. / Date:
E4-T123-32-02
6 / 28 June 99
Sheet No. 1 of 2
Performance Curve
7SA4000 9801 Copyright 0 1999 DETROIT DIESEL CORPORATION 15-5
Application Group ........................................................ 5A Intake Air Flow @ Rated Maximum Power - ft 3/min (m3/s) ....... 3920 (1.85)
Application Designation ................................................. C20 Turbocharger Compressor Inlet Temperature - °F (°C) ........... 77 (25)
Power Output - bhp ...................................................... 1725 Clean Air Cleaner - in. H 2 O (kPa) .................................... 12 (3.0)
Power Output - kW ...................................................... 1286 Dirty Air Cleaner - in. H 2 O (kPa) ...................................... 20 (5.0)
Rated Speed - r/min ..................................................... 1900 Intake Pipe Inner Diameter, Recommended:
Number of Cylinders ..................................................... 12 Each Bank - in. (mm) .................................................... 12 (305)
Total Displacement - in3 (L) ........................................... 2975 (48.75) Each Turbo - in. (mm)................................................... 8 (203)
Piston Speed -ft/min (m/s) ............................................ 2369 (12.0) (Ambient to Engine Air Inlet) - °F (°C) .............................. 30 (17)
Turbocharger .............................................................. BTV7506 Exhaust System
Engine Configuration Exhaust Mass Flow - lb/min (kg/min) .................................. 287 (130)
Engine Type ............................................................... 90° Vee 4 Cycle Exhaust Volume Flow at STP - ft 3/min (m 3/s) ....................... 3927 (1.85)
Bore and Stroke - in. (mm) ............................................ 6.5 x 7.5 (165 x 190) Exhaust Temperature - °F (°C) .......................................... 716 (380)
Intake Valves Per Cylinder ............................................ 2 Back Pressure, Maximum - in. Hg (kPa) .............................. 1.5 (5.1)
Exhaust Valves Per Cylinder .......................................... 2 Exhaust Pipe Inner Diameter, Recommended:
Combustion System ..................................................... Direct Injection Single - in. (mm) ......................................................... 14 (360)
Injection Device ........................................................... Electronic Common Rail Double - in. (mm) ........................................................ 10 (250)
Charge Air Cooling System ............................................ SCCC Lubrication System
Engine Crankcase Vent System ..................................... Open Oil Pressure at Rated Speed - lb/in. 2 (kPa)........................... 91 (630)
Dimensions Oil Pressure at Low Idle - lb/in. 2 - (kPa) .............................. 23 (150)
Length - in. (mm) ........................................................ 99.9 (25.38) Oil Row @ Rated Speed - gal/min (Umin) ........................... 93 (353)
Width - in. (mm) .......................................................... 62.5 (1588) Oil Row @ Low Idle Speed - gal/min (Umin) ........................ 47 (178)
Height - in. (mm) ......................................................... 68.3 (1735) Gallery Oil Temperature, Maximum - °F (°C) ........................ 210 (99)
Weight, Dry- lb (kg) ..................................................... 13325 (6044) Oil Pan Capacity: Static High Mark - qt (L) ........................... 211 (200)
Weight, Wet - lb (kg) .................................................... 14171 (6428) Static Low Mark-qt (L) ........................... 169 (160)
Center of Gravity Wet Total Engine Oil Capacity with Filters - qt (L) ........................ 232 (220)
From R.F.O.B. (x axis) - in. (mm) .................................... 35.4 (899) Engine Angularity Limits, Front Up - Degrees ....................... 12.5
Above Crankshaft (y axis) - in. (mm) ............................... 4.4 (238) Engine Angularity Limits, Front Down - Degrees ................... 12.5
Right of Crankshaft (z axis) - in. (mm) .............................. 0 (0) Engine Angularity Limits, Left/Right Down - Degrees ............. 22.5
Mechanical Limits Crankcase Pressure, Maximum - in.H 2 0 (kPa)...................... 10 (2.5)
Thrust Bearing Load Limit, Continuous-lb (kN) ................. 1596 (7.1) Electrical
Thrust Bearing Load Limit, Intermittent-lb (kN) ................. 3844 (17.7) Battery Capacity, Recommended (CCA): t
Vertical Load at Rear of Crankshaft, Maximum - lb (kN) ..... 2250 (10.0) 24 Volt System, Above 32° F / (0°C) ................................ 1900
Static Bending Moment at Rear 24 Volt System, Below 32° F / (0°C) ................................ 2500
Face of Block, Maximum - lb•ft (N•m) ............................. 1000 (1356) Resistance of Starting Circuit, Maximum:
Fuel System 24 Volt System - ohms ................................................. 0.002
Fuel Consumption - gal/hr (Umin) ................................... 79.0 (4.98) Performance Data
Fuel Consumption - lb/hr (kg/hr) ..................................... 553 (251) Altitude Capability-ft (m) ................................................. 21000 (6400)
Fuel Spill Rate - gal/hr (Umin) ........................................ 105 (6.62) Manifold Boost Pressure - in. Hg (kPa) ................................ 47 (160)
Fuel Spill Heat Rejection - Btu/min (kW) ........................... 399 (7.02) BMEP - I b./m. 2 (bar) ......................................................... 242 (16.7)
Total Fuel Flow - gal/hr (Umin) ....................................... 184 (11.6) Friction Power.
Fuel Inlet Temperature, Maximum -°F (°C) ....................... 140 (60) Rated Speed - hp (kW) ................................................. 200 (149)
Fuel Pump Suction, Maximum - in. Hg (kPa) .................... 6 (20) Peak Torque Speed - hp (kW) ........................................ 130 (97)
Fuel Return Pressure, Maximum - lb/in (kPa) ................... 7 (50)
Fuel Filter Size, Secondary - Microns .............................. 8 Engine Speed Rated Power Rated Torque Rated BSFC *
Fuel Injector - Part Number ........................................... 0000107851 (r/min) bhp (kW) lb•ft (N•m) lb/bhp (g/kW-hr)
Cooling System 1900 1725 (1286) 4768 (6465) 0.321 (195)
Heat Rejection: 1800 1710 (1275) 4990 (6765) 0.317 (193) t
Engine Circuit to Coolant - Btu/min (kW) ........................ 27297 (480) 1650 1610 (1201) 5125 (6948) 0.314 (191) t
Aftercooler Circuit to Coolant. - Btu/min (kW) .................. 17061 (300) 1500 1471 (1097) 5150 (6983) t 0.312 (190) t
Engine Radiated Heat - Btu/min (kW) ............................ 2559 (45) 1350 1213 (904) 4719 (6398) 0.316 (192) t
Coolant Flow, Rated: (Minimum 95% of Rated Required) 1200 849 (633) 3716 (5038) 0.347 (211) t
Engine Circuit - gal/min (m 3/hr) .................................... 370 (84)
Engine Circuit External Restriction - (kPa).............. 7 (48) Emissions
Aftercooler Circuit - gal/min (m 3/hr) ............................... 180 (40.9) Smoke, Bosch Number:
Aftercooler Circuit External Restriction -lb/in. 2 (kPa) ........ 11 (76) Rated Power ............................................................... 0.5
Engine Coolant Out Temperature, Maximum - °F (°C) ........ 203 (95) Peak Torque Speed ...................................................... 1.0
Aftercooler Coolant In Temperature, Maximum -°F (°C) ....... 174 (79) t Noise - dB(A) l m ........................................................ 105.5
Engine Coolant Temperature, Minimum - °F (°C) ............... 160 (71) NOx - g/hr...................................................................... 18250
Engine Coolant Capacity - qt (L) ..................................... 169 (160) CO - g/hr ...................................................................... 1000
Thermostat: HC - g/hr ...................................................................... 928
HTC Start to Open - °F (°C) ......................................... 170 (77) S02 - g/hr (0.1% sulfur fuel) .............................................. 250
HTC Fully Open - °F (°C) ............................................ 185 (85)
LTC Start to Open - °F (°C) .......................................... 90 (32) ° Fuel consumption tolerance of + 5% per DIN ISO 3046. Diesel fuel to
LTC Fully Open - °F (°C) ............................................. 112 (44) DIN EN 590 with a minimum LH.V. of 42800 kJ/kg (18390 Btu/lb).
Water Pump(s) Inlet Pressure, Minimum (w/o pressure cap):
Rapid Warmup Radiator ............................................... Positive t Revised
Conventional Radiator - in. Hg (kPa) ............................. -3 (-10)
Pressure Cap, Minimum - lb/in. (kPa) ............................. 14 (97) Standard pressure and temperature reference -1.169 kg/m 3
Engine Circuit - lb/in. 2 (kPa) ......................................... 60 (415)
Intercooler Circuit - Iblin. 2 (kPa) .................................... 32 (221)
Static Head, Maximum - ft H 2 O (kPa) ............................... 50 (149)
Coolant Fill Rate, Minimum - gal/min (Umin) ..................... 5 (19) UNCONTROLLED
Drawdown, Minimum - Percentage of Total Cooling ........... 8% Curve No. E4-T123-32-02
Deaeration, Maximum Time - Minutes ............................. 30
COPY Rev. / Date: 6 / 28 June 99
Remote Pressurization - lb/in 2 (kPa) ................................ 7-10 (48-69) Sheet No. 2 of 2

MTUIDDC Series 4000
Industrial Power
5613Ib1t @ 1500 r/min
6000
5183 !•t _á
(7027 N•rn)
4000 a)z
Er
12
2000
2000
a.
-€1 1600
o 1200
o_
800
.360
Tu
.340 u ,
c
o
.47:,
.320 mawE
.300 0
1200 1400 1600 1800 2000
77°F (25°C) air inlet temperature; 29.31 in. Hg (99kPa) dry barometer; 6N04M - 1100
Fuel: g/kW • hr = lb/bhp • hr x 608
Curve No. E4-T123-32-03

Sheet No. 1 of 2
Performance Curve
7SA4000 9801 Copyright 1999 DETROIT DIESEL CORPORATION 15-7

Application Group ........................................................ 5A Intake Air Flow @ Rated Maximum Power - ft 3/min (m 3/s) ....... 4135 (1.95)
Application Designation ................................................ C20 Turbocharger Compressor Inlet Temperature - °F (°C) ........... 77 (25)
Power Output - bhp ..................................................... 1875 Clean Air Cleaner - in. H 2O (kPa) .................................... 12 (3.0)
Power Output - kW ..................................................... 1398 Dirty Air Cleaner - in. H 2 O (kPa) ...................................... 20 (5.0)
Number of Cylinders ..................................................... 12 Each Bank - in. (mm) .................................................... 12 (305)
Total Displacement - in 3 (L) ........................................... 2975 (48.75) Each Turbo - in. (mm) ................................................... 8 (203)
Piston Speed -ft/min (m/s) ........................................... 2369 (12.0) (Ambient to Engine Air Inlet) - °F (°C) .............................. 30 (17)
Engine Configuration Exhaust Mass Flow- lb/min (kg/min) .................................. 309 (140)
Engine Type ............................................................... 90° Vee 4 Cycle Exhaust Volume Flow at STP - ft 3/min (m3/s) ....................... 4229 (2.00) $
Injection Device ........................................................... Electronic Common Rail Double - in. (mm) ......................................................... 10 (250)
2
Engine Crankcase Vent System ..................................... Open Oil Pressure at Rated Speed - lb/in. (kPa) ........................... 91 (630)
Dimensions Oil Pressure at Low Idle -lb/m. 2 (kPa) ................................. 23 (150)
Length - in. (mm) ........................................................ 99.9 (2538) Oil Flow @ Rated Speed -gal/min (Umin) ........................... 93 (353)
Width - in. (mm) .......................................................... 62.5 (1588) Oil Flow @ Low Idle Speed - gal/min (Umin) ........................ 47 (178)
Weight, Dry- lb (kg) ..................................................... 13325 (6044) Oil Pan Capacity Static High Mark - qt (L) ........................... 211 (200)
Weight, Wet-lb (kg) .................................................... 14171 (6428) Static Low Mark - qt (L) ............................ 169 (160)
Center of Gravity Wet Total Engine Oil Capacity with Filters - qt (L) ........................ 232 (220)
From R.F.O.B. (x axis) - in. (mm) ................................... 35.4 (899) Engine Angularity Limits, Front Up - Degrees ....................... 12.5
Mechanical Limits Crankcase Pressure, Maximum - in. H2O (kPa) .................... 10 (2.5)
Thrust Bearing Load Limit, Continuous - lb (kN) ................ 1596 (7.1) Electrical
Thrust Bearing Load Limit, Intermittent - lb (kN) ................ 3844 (17.7) Battery Capacity, Recommended (CCA): t
Vertical Load at Rear of Crankshaft, Maximum - lb (kN) ..... 2250 (10.0) 24 Volt System, Above 32° F / (0° C) ................................ 1900
Static Bending Moment at Rear 24 Volt System, Below 32° F / (0° C) ................................ 2500
Face of Block, Maximum - lb•ft (N•m) ............................. 1000 (1356) Resistance of Starting Circuit Per Starter, Maximum:
Fuel Consumption - gal/hr (Umin) ................................... 85.6 (5.40) * Performance Data
Fuel Consumption - lb/hr (kg/hr) ..................................... 601 (273) * Altitude Capability - ft (m) ................................................. 18000 (5486)
Fuel Spill Rate - gal/hr (Umin) ....................................... 109 (6.88) Manifold Boost Pressure - in. Hg (kPa) ................................ 56 (190)
Fuel Spill Heat Rejection - Btu/min (kW) .......................... 410 (7.21) BMEP - lb/in. 2 (bar) ......................................................... 263 (18.1)
Total Fuel Flow - gal/hr (Umin) ....................................... 194.6 (12.3) Friction Power.
Fuel Inlet Temperature, Maximum -°F (°C) ....................... 140 (60) Rated Speed - hp (kW) ................................................. 200 (149)
Fuel Pump Suction, Maximum - in. Hg (ra) .................... 6 (20) Peak Torque Speed - hp (kW) ........................................ 130 (97)
Fuel Return Pressure, Maximum - Iblin. (kPa) .................. 7 (50)
Fuel Filter Size, Secondary -micronsmicrons .............................. 8 Engine Speed Rated Power Rated Torque Rated BSFC *
Fuel Injector - Part Number ........................................... 0000107851 (r/min) bhp (kW) !•t (•m) lb/bhp (g/k1Mhr)
Cooling System 1900 1875 (1398) 5183 (7072) 0.321 (195)
Heat Rejection: 1800 1868 (1393) 5451 (7390) 0.317 (193)
Engine Circuit to Coolant - Btu/min (kW) ........................ 28435 (500) 1650 1746 (1302) 5558 (7535) 0.319 (194)
Aftercooler Circuit to Coolant. - Btu/min (kW) .................. 18198 (320) 1500 1603 (1195) 5613 (7610) 0.324 (197)
Engine Radiated Heat - Btu/min (kW) ............................ 2843 (50) 1350 1317 (1060) 5124 (6947) 0.330 (201)
Coolant Flow, Rated: (Minimum 95% of Rated Required) 1200 849 (633) 3716 (5038) 0.345 (210)
Engine Circuit Extemal Restriction - lb/in. 2 (kPa).............. 7 (48)
Aftercooler Circuit - gal/min (m 3/hr) ............................... 180 (40.9)
Aftercooler Circuit External Restriction - lb/in. 2 (kPa) ........ 11 (76) Emissions
Engine Coolant Out Temperature, Maximum -°F (°C) ........ 203 (95) Smoke, Bosch Number.
Aftercooler Coolant In Temperature, Maximum - °F (°C) ...... 174 (79) t Rated Power ............................................................... 0.6
Engine Coolant Temperature, Minimum - °F (°C) ............... 160 (71) Peak Torque Speed...................................................... 1.2
Engine Coolant Capacity - qt (L) .................................... 169 (160) Noise - dB(A) lm ........................................................
105 .8
Thermostat: g/hr...................................................................... 1 9750
HTC Start to Open - °F (°C) ........................................ 170 (77) CO - g/hr ....................................................................... 1140
HTC Fully Open - °F (°C) ............................................ 185 (85) HC - g/hr ....................................................................... 910
LTC Start to Open - °F (°C) ......................................... 90 (32) S02 - g/hr (0.1% sulfur fuel) .............................................. 275
LTC Fully Open - °F (°C) ............................................. 112 (44)
Water Pump(s) Inlet Pressure, Minimum (w/o pressure cap): * Fuel consumption tolerance of +5% per DIN ISO 3046. Diesel fuel to
Rapid Warmup Radiator.............................................. Positive DIN EN 590 with a minimum LH.V. of 42800 kJ/kg (18390 Btu lb).
Pressure Cap, Minimum- (kPa) ............................. 14 (97) t Revised
2 3
Engine Circuit - lb/in. (kPa) ........................................ 60 (415) Standard pressure and temperature reference - 1.169 kg/m
Intercooler Circuit - (kPa) .................................... 32 (221)
Static Head, Maximum -ft H 2O (kPa) .............................. 50 (149)
Coolant Fill Rate, Minimum - gal/min (Umin) ..................... 5 (19) UNCONTROLLED
Drawdown, Minimum - Percentage of Total Cooling ........... 8% Curve No. E4-T123-32-03
Deaeration, Maximum Time - Minutes ............................. 30 COPY Rev. / Date: 5 / 10 June 99
Remote Pressurization - (kPa) ............................... 7-10 (48-69) Sheet No. 2 of 2
All inforamtion subject to change without notice. (Rev. 6/99)

MTU/DDC Series 4000
Industrial Power

6047 lb•ft @ 1500 r/min
8000
45
5598 !Mt 6000 :
6047 lb•ft (7589 N•m)
(8199 NI•m)
3716 lb•ft 4000 2-
O
(5038 NI•m)
2000
2400
2025 bhp
a 2000 (1510 kW)
43 1600
a_
1200
800
UNCC NTRCLLED
COPY -C
.360 0.
z -0
.340 Li-
0c
o
.320 a g- ,
cf)
.300 0
1200 1400 1600 1800 2000
77°F (25°C) air inlet temperature; 29.31 in. Hg (99kPa) dry barometer; 6N04M -1099
Fuel: g/IcW • hr = lb/bhp • hr x 608.
Certified by: .;,./hZ Curve No. E4-T123-32-04

Rev. / Date: 5 / 10 June 99
Sheet No. 1 of 2
Performance Curve
Application Group ................................................................ 5A Intake Air Flow @ Rated Maximum Power - ft3/min (m 3/s) ........ 4644 (2.05)
Application Designation ........................................................ C20 Turbocharger Compressor Inlet Temperature - °F (°C) ............ 77 (25)
Model .................................................................................. T1237K11 Air Intake Restriction, Maximum:
Power Output - bhp ............................................................. 2025 Clean Air Cleaner - in. H2O (kPa) ......................................... 12 (3.0)
Power Output - kW ............................................................. 1510 Dirty Air Cleaner - in. H 2O (kPa) ........................................... 20 (5.0)
Rated Speed - r/min ............................................................ 1900 Intake Pipe Inner Diameter, Recommended:
Number of Cylinders ............................................................ 12 Each Bank - in. (mm) ........................................................... 12 (305)
Total Displacement - in 3 (L) ................................................. 2975 (48.75) Each Turbo - in. (mm) .......................................................... 8 (203)
Compression Ratio .............................................................. 14.0:1 Intake Temperature Rise, Maximum:
Piston Speed - ft/min (m/s) .................................................. 2369 (12.0) (Ambient to Engine Air Inlet) - °F (°C) .................................. 30 (17)
Turbocharger ....................................................................... BTV7506 Exhaust System
Engine Configuration Exhaust Mass Flow - lb/min (kg/min) ....................................... 331 (150)
Engine Type ........................................................................ 90° Vee 4 Cycle Exhaust Volume Flow at STP - ft 3/min (m 3/s) ........................... 4531 (2.14)
Bore and Stroke - in. (mm) .................................................. 6.5 x 7.5 (165 x 190) Exhaust Temperature - °F (°C) ................................................ 779 (415)
Intake Valves Per Cylinder ................................................... 2 Back Pressure, Maximum - in. Hg (kPa) .................................. 1.5 (5.1)
Exhaust Valves Per Cylinder ................................................ 2 Exhaust Pipe Inner Diameter, Recommended:
Combustion System ............................................................ Direct Injection Single - in. (mm) ................................................................. 14 (360)
Injection Device ................................................................... Electronic Common Rail Double - in. (mm) ................................................................. 10 (250)
Charge Air Cooling System .................................................. SCCC Lubrication System
Engine Crankcase Vent System .......................................... Open Oil Pressure at Rated Speed - lb/in. 2 (kPa) .............................. 91 (630)
Dimensions Oil Pressure at Low Idle - lb/in. 2 (kPa) ..................................... 23 (150)
Length - in. (mm) ................................................................ 99.9 (2538) Oil Flow @ Rated Speed - gal/min (Umin) .............................. 93 (353)
Width - in. (mm) .................................................................. 62.5 (1588) Oil Flow @ Low Idle Speed - gal/min (Umin) ............................ 47 (178)
Height - in. (mm) ................................................................. 68.3 (1735) Gallery Oil Temperature, Maximum - °F (°C) ............................ 210 (99)
Weight, Dry -lb lb (kg) ............................................................ 13325 (6044) Oil Pan Capacity: Static High Mark - qt (L) .............................. 211 (200)
Weight, Wet-lb (kg) ............................................................ 14171 (6428) Static Low Mark - qt (L) ............................... 169 (160)
Center of Gravity Wet Total Engine Oil Capacity with Filters - qt (L) ............................ 232 (220)
From R.F.O.B. (x axis) - in. (mm) ......................................... 35.4 (899) Engine Angularity Limits, Front Up - Degrees ........................... 12.5
Above Crankshaft (y axis) - in. (mm) .................................... 9.4 (238) Engine Angularity Limits, Front Down - Degrees ...................... 12.5
Right of Crankshaft (z axis) - in. (mm) .................................. 0 (0) Engine Angularity Limits, Left/Right Down - Degrees ............... 22.5
Mechanical Limits Crankcase Pressure, Maximum- in. H 2O (kPa) ....................... 10 (2.5)
Thrust Bearing Load Limit, Continuous - lb (kN) ................... 1596 (7.1) Electrical
Thrust Bearing Load Limit, Intermittent - lb (kN) ................... 3844 (17.7) Battery Capacity, Recommended (CCA):
Vertical Load at Rear of Crankshaft, Maximum - lb (kN) ...... 2250 (10.0) 24 Volt System, Above 32° F / (0° C) .................................... 1900
Static Bending Moment at Rear 24 Volt System, Below 32° F / (0° C) .................................... 2500
Face of Block, Maximum - lb•ft (N•m) ................................. 1000 (1356) Resistance of Starting Circuit Per Starter, Maximum:
Fuel System 24 Volt System - ohms ........................................................ 0.002
Fuel Consumption - gal/hr (Umin) ........................................ 92.6 (5.84) * Performance Data
Fuel Consumption - lb/hr (kg/hr) ........................................... 648 (294)* Altitude Capability -ft (m) ........................................................ 15000 (4572)
Fuel Spill Rate - gal/hr (Umin) ............................................. 112 (7.07) Manifold Boost Pressure - in. Hg (kPa) .................................... 71 (240)
Fuel Spill Heat Rejection - Btu/min (kW) .............................. 425 (7.47) BMEP - lb/in. 2 (bar) ................................................................. 284 (19.6)
Total Fuel Flow - gal/hr (Umin) ............................................ 204.6 (12.9) Friction Power:
Fuel Inlet Temperature, Maximum - °F (°C) ......................... 140 (60) Rated Speed - hp (kW) ........................................................ 200 (149)
Fuel Pump Suction, Maximum - in. Hs (kPa) ....................... 6 (20) Peak Torque Speed - hp (kW) .............................................. 130 (97)
Fuel Return Pressure, Maximum - lb /in (kPa) ...................... 7 (50)
Fuel Filter Size, Secondary - microns .................................. 8 Engine Speed Rated Power Rated Torque Rated BSFC *
Fuel Injector - Part Number ................................................. 0000107851 (r/min) bhp (kW) lb•ft (hl•m) lb/bhp (g/kW•hr)
Cooling System 1900 2025 (1511) f 5598 (7589) 0.321 (195)
Heat Rejection: 1800 2017 (1505)1- 5885 (7979) 0.321 (195)
Engine Circuit to Coolant - Btu/min (kW) ............................ 34121 (800) 1650 1883 (1405) t 5994 (8127) 0.321 (195)
Aftercooler Circuit to Coolant. - Btu/min (kW) ..................... 21042 (370) 1500 1727 (1288) 6047 (8199) 0.324 (197)
Engine Radiated Heat - Btu/min (kW) ................................ 2957 (52) 1350 1422 (1061) t 5532 (7500) t 0.334 (203)
Coolant Flow, Rated: ( Minimum 95% of Rated Required) 1200 849 (633) 3716 (5038) 0.345 (210)
3
Engine Circuit - gal/min (m /hr) .......................................... 370 (84)
2
Engine Circuit External Restriction - lb/in. (kPa) ................ 7 (48) Emissions
Aftercooler Circuit - gal/min (m 3/hr) .................................... 180 (40.9) Smoke, Bosch Number:
Aftercooler Circuit External Restriction - lb/in. 2 (kPa) ......... 11 (76) Rated Power ........................................................................ 0.6
Engine Coolant Out Temperature, Maximum - °F (°C) ......... 203 (95) Peak Torque Speed .............................................................. 1.5
Aftercooler Coolant In Temperature, Maximum - °F (°C) ....... 174 (79) t Noise - dB(A) lm ........................................................ 106.2
Engine Coolant Temperature, Minimum - °F (°C) ................. 160 (71) NOx - g/hr ................................................................................ 20500
Engine Coolant Capacity - qt (L) .......................................... 169 (160) CO - g/hr ................................................................................. 1330
Thermostat: HC - g/hr ................................................................................. 888
HTC Start to Open - °F (°C) ............................................... 170 (77) SO2 - g/hr (0.1% sulfur fuel) .................................................... 294
HTC Fully Open - °F (°C) .................................................. 185 (85)
LTC Start to Open - °F (°C) ................................................ 90 (32)
LTC Fully Open - °F (°C) ................................................... 112 (44) ° Fuel consumption tolerance of +5% per DIN ISO 3046. Diesel fuel to
Water Pump(s) Inlet Pressure, Minimum (w/o pressure cap): DIN EN 590 with a minimum L.H.V. of 42800 kJ/kg (18390 Btu/lb).
Rapid Warmup Radiator ..................................................... Positive
Conventional Radiator - in. Hg (kPa) ................................. -3 (-10) t Revised
Pressure Cap, Minimum - IbAn. 4 (kPa) ................................. 14 (97)
Water Pump Discharge Pressure, Max. (w/o pressure cap): Standard pressure and temperature reference - 1.169 kg/m 3
Engine Circuit - lb/in. 2 (kPa) .............................................. 60 (415)
Intercooler Circuit - lb/in. 2 (kPa) ......................................... 32 (221)
Static Head, Maximum - ft H 2 O (kPa) ................................... 50 (149)
Coolant Fill Rate, Minimum - gal/min (Umin) ........................ 5 (19)
Drawdown, Minimum - Percentage of Total Cooling ............. 8% UNCONTROLLED Curve No. E4-T123-32-04
Deaeration, Maximum Time - Minutes ................................. 30 Rev. / Date: 5 / 10 June 99
Remote Pressurization - lb/in 2 (kPa) .................................... 7-10 (48-69) COPY Sheet No. 2 of 2

15-10
MTU/DDC Series 4000"
Industrial Power
Model: 12V-4000 DDEC ®
6300 Ib•ft @ 1650 r/min Petroleum - Frac Only
8000
6060 Ib•ft
(8216 NI•rn) 6000
6300 Ib•ft
(8542 Nigh)
4000 g,
3716 'Mt
2400 (5038 NI•m) 2000
2250 bhp
2200 (1679 kW)
2000
a 1800
1600
a.
1400
1200
UNCONTRC LLED
COPY
1000
_c
6.
.c
800 .400 -&)
u_ ,
.350 E.
E. 0c
o
CD a
0
-E
1200 1400 1600 1800 2000 2200 .300
Power: kW = bhp x 0.746 6N04M -1223
with a minimum LHV 42800 kJ/kg (18390 BtuAb)
Fuel: g/kW • hr = lb/bhp • hr x 608.
Curve No. E4-T123-32-01

Sheet No. 1 of 2
Performance Curve
Power Output - bhp..................................................... 2250 Clean Air Cleaner - in. H 2 O (kPa) .................................... 12 (3.0)
Power Output - kW ..................................................... 1679 Dirty Air Cleaner - in. H 2O (kPa) ...................................... 20 (5.0)
Rated Speed - r/min..................................................... 1950 Intake Pipe Inner Diameter, Recommended:
Number of Cylinders..................................................... 12 Each bank - in. (mm) .................................................... 12 (305)
Piston Speed - ft/min (m/s) ............................................ 2431 (12.3) t (Ambient to Engine Air Inlet) - °F (°C) .............................. 30 (17)
Engine Configuration Exhaust Mass Flow - lb/min (kg/min) .................................. 365 (185)
Engine Type ............................................................... 90° Vee 4 Cycle Exhaust Volume Row at STP - ft 3/min (m3/s) ........................ 5589 (2.64) t
Injection Device ........................................................... Electronic Common Rail Double - in. (mm) ......................................................... 10 (250)
Engine Crankcase Vent System ..................................... Open Oil Pressure at Rated Speed - lb/in. 2 (kPa) ........................... 91 (630)
Dimensions Oil Pressure at Low Idle - lb/in. 2 (kPa) ................................. 23 (150)
Length - in. (mm) ........................................................ 99.9 (2538) Oil Flow @ Rated Speed - gaVmin (Umin) ........................... 93 (353)
Weight, Dry- lb (kg) ..................................................... 13325 (6044) Oil Pan Capacity: Static High Mark-qt (L) ........................... 211 (200)
Weight, Wet - lb (kg) .................................................... 14171 (6428) Static Low Mark - qt (L) ............................ 169 (160)
Center of Gravity, Wet Total Engine Oil Capacity with Filters - qt (L) ........................ 232 (220)
From R.F.O.B. (x axis) - in. (mm) ................................... 35.4 (899) Engine Angularity Limits, Front Up - Degrees ....................... 12.5
Mechanical Limits Crankcase Pressure, Maximum - in. H2O (kPa) .................... 10 (2.5)
Vertical Load at Rear of Crankshaft, Maximum - lb (kN) ..... 2250 (10.0) 24 Volt System, Above 32° F / (0°C) ................................. 1900
Static Bending Moment at Rear 24 Volt System, Below 32° F / (0°C) ................................. 2500
Face of Block, Maximum - lb•ft (•m) ............................. 1000 (1356) Resistance of Starting Circuit Per Starter, Maximum:
Fuel Consumption - lb/hr (kg/hr) ..................................... 724 (320) * Altitude Capability-ft (m) ................................................. 10000 (3048)
Total Fuel Flow - gal/hr (Umin) ....................................... 219 (13.8) Friction Power:
Fuel Inlet Temperature, Maximum - °F (°C) ...................... 140 (60) Rated Speed - hp (kW) ................................................. 200 (149)
Fuel Pump Suction, Maximum - in. Hg (kPa 6 (20) Peak Torque Speed - hp (kW) ........................................ 130 (97)
Fuel Return Pressure, Maximum - in. Hg (kPa) ................ 7 (50)
Fuel Filter Size, Secondary - microns .............................. 8 Engine Speed Rated Power Rated Torque Rated BSFC *
Fuel Injector - Part Number ........................................... 0000107851 (r/min) bhp (kW) lb•ft (1n1•m) lb/bhp (g/kW•hr)
Cooling System 1950 2250 (1679) 6060 (8216) 0.322 (196)
Heat Rejection: 1800 2132 (1590) 6221 (8436) 0.321 (195)
Coolant Flow, Rated: (Minimum 95% of Rated Required) 1200 849 (633) 3716 (5038) 0.345 (210)
Engine Circuit External Restriction - lb/in. 2 (kPa) .............. 7 (48)
Aftercooler Circuit Extemal Restriction - lb/in. 2 (kPa) ........ 11 (76) Emissions
Engine Coolant Out Temperature, Maximum - °F (°C) ........ 203 (95) Smoke, Bosch Number.
Aftercooler Coolant In Temperature, Maximum - °F (°C) ...... 174 (79) t Rated Power ........................................................................ 0.8
Engine Coolant Temperature, Minimum - °F (°C) ............... 160(71) Peak Torque Speed...................................................... 1.6
Engine Coolant Capacity-qt (L) .................................... 169 (160) Noise - dB(A) lm ........................................................ 106.7
Thermostat: NO), - g/hr ...................................................................... 20900
HTC Start to Open - °F (°C) ......................................... 170 (77) CO - g/hr ................................................................................. 1680
HTC Fully Open - °F (°C) ............................................ 185 (85) HC - g/hr ....................................................................... 850
LTC Start to Open - °F (°C) ......................................... 90 (32) SO2- g/hr (0.5% sulfur fuel) .............................................. 320
LTC Fully Open - °F (°C) ............................................. 112 (44)
Water Pump(s) Inlet Pressure, IvInimum (w/o pressure cap):
Rapid Warmup Radiator.............................................. Positive * Fuel consumption tolerance of + 5% per DIN ISO 3046. Diesel fuel to
Conventional Radiator -in. Hg (kPa) .............................. -3 (-10) DIN EN 590 with a minimum L.H.V. of 42800 kJ/kg (18390 Btu/lb).
Pressure Cap, Minimum - lb/in. 2 (kPa) ............................. 14 (97)
Water Pump Discharge Pressure, Max. (w/o pressure cap): t Revised
Engine Circuit - lb/in. 2 (kPa) ......................................... 60 (415)
lntercooler Circuit - (kPa) .................................... 32 (221) t Standard pressure and temperature reference - 1.169kg/m 3
Coolant Fill Rate, Minimum - gaVmin (Umin) ..................... 5 (19)
Drawdown, Minimum - Percentage of Total Cooling ........... 8% UNCONTROLLED Curve No. E4-T123-32-01
Deaeration, Maximum Time - Minutes ............................. 30 Rev. / Date: 9 / 28 June 99
Remote Pressurization - lb/in. 2 (kPa) ............................... 7-10 (48-69) COPY Sheet No. 2 of 2

7SA4000 9801 Copyright 0 1999 DETROIT DIESEL CORPORATION
15-12
MTU/DDC Series 4000
Industrial Power
Model: 16V-4000
6870Ib1t @ 1500 r/min
6870 lb•ft
(9314 N•m) 8000 r-
6358 lb•ft
(8620 NI•m) 6000 S
4955 lb•ft
(6718 N•m) 0
I-
4000
UNCO NIRCL 'ED

OOPY
2500
2300 bhp
_c (1716 kW)
-? 2000
o 1500
o_
1000
.360 t.
(
Tll
• -a
.340 u_
Oc
o
c.)
.320 a) 0-
0- EE
z
to
.300 0
1200 1400 1600 1800 2000
Power: kW = bhp x 0.746 6N04M -1103
Fuel: g/kW • hr = lb/bhp • hr x 608.
Air intake restriction: 10 in. H 2 O (2.5 kPa) Fuel Injector: 0000107851
Curve No. E4-T163-32-04

Sheet No. 1 of 2
Performance Curve
Application Group ................................................................ 5A Intake Air Flow 6 Rated Maximum Power - ft 3/min (m 3/s) ........ 5343 (2.52)
Application Designation ....................................................... C20 Turbocharger Compressor Inlet Temperature - °F (°C) ............ 77 (25)
Model .................................................................................. T1637K11 Air Intake Restriction, Maximum:
Power Output - bhp ............................................................. 2300 Clean Air Cleaner - in. H 2O (kPa) ......................................... 12 (3.0)
Power Output - kW ............................................................. 1715 Dirty Air Cleaner - in. H 2 O (kPa) ........................................... 20 (5.0)
Rated Speed - r/min ............................................................ 1900 Intake Pipe Inner Diameter, Recommended:
Number of Cylinders ............................................................ 16 Each Bank - in. (mm) ........................................................... 12 (305
Total Displacement - in 3 (L) ................................................. 3967 (65.0) Each Turbo - in. (mm) .......................................................... 8 (203)
Compression Ratio .............................................................. 14:1 Intake Temperature Rise, Maximum:
Piston Speed - ft/min (m/s) .................................................. 2369 (12.0) (Ambient to Engine Air Inlet) - °F (°C) .................................. 30 (17)
Turbocharger ....................................................................... BTV8506 Exhaust System
Engine Configuration Exhaust Mass Flow - lb/min (kg/min) ....................................... 408 (185)
Engine Type ........................................................................ 90° Vee 4 Cycle Exhaust Volume Flow at STP - ft 3/min (m3/s) ........................... 5589 (2.64)
Bore and Stroke - in. (mm) .................................................. 6.50 x 7.48 (165 x 190) Exhaust Temperature - °F (°C) ................................................ 710 (377)
Intake Valves Per Cylinder ................................................... 2 Back Pressure, Maximum - in. Hg (kPa) .................................. 1.5 (5.1)
Exhaust Valves Per Cylinder ................................................ 2 Exhaust Pipe Inner Diameter, Recommended:
Combustion System ............................................................ Direct Injection Single - in. (mm) .................................................................. 14 (360)
Injection Device ................................................................... Electronic Common Rail Double - in. (mm) ................................................................. 10 (250)
Charge Air Cooling System .................................................. SCCC Lubrication System
Engine Crankcase Vent System .......................................... Open Oil Pressure at Rated Speed - (kPa) 88 (606)
Dimensions Oil Pressure at Low Idle - lb/in. 2 (kPa) ..................................... 50 (345)
Length - in. (mm) ................................................................ 118.4 (3008) Oil Flow 0 Rated Speed -gal/min (Umin) ............................... 124 (470)
Width - in. (mm) .................................................................. 62.5 (1588) Oil Flow 0 Low Idle Speed - gal/min (Umin) ............................ 63 (240)
Height - in. (mm) ................................................................. 68.3 (1735) Gallery Oil Temperature, Maximum - °F (°C) ............................ 210 (99)
Weight, Dry - lb (kg) ............................................................ 15615 (7083) Oil Pan Capacity: Static High Mark - qt (L) 243 (230)
Weight, Wet - lb (kg) ........................................................... 16598 (7529) Static Low Mark - qt (L) 201 (190)
Center of Gravity, Wet Total Engine Oil Capacity with Filters - qt (L) ............................ 264 (250)
From R.F.O.B. (x axis) - in. (mm) ......................................... 44.1 (1121) Engine Angularity Limits, Front Up - Degrees ........................... 15
Above Crankshaft (y axis) - in. (mm) .................................... 9.3 (235) Engine Angularity Limits, Front Down - Degrees ...................... 15
Right of Crankshaft (z axis) - in. (mm) .................................. 0 (0) Engine Angularity Limits, Left/Right Down - Degrees ............... 15
Mechanical Limits Crankcase Pressure, Maximum - in. H2O (kPa) ....................... 10 (2.5)
Thrust Bearing Load Limit, Continuous - lb (kN) ................... 1596 (7.1) Electrical
Thrust Bearing Load Limit, Intermittent - lb (kN) ................... 3844 (17.7) Battery Capacity, Recommended (CCA):t
Vertical Load at Rear of Crankshaft, Maximum - lb (kN) ..... 2250 (10.0) 24 Volt System, Above 32°F / (0°C) ...................................... 1900
Static Bending Moment at Rear 24 Volt System, Below 32°F / (0°C) ...................................... 2500
Face of Block, Maximum - lb•ft (N•m) ................................. 1000 (1356) Resistance of Starting Circuit Per Starter, Maximum:
Fuel System 24 Volt System - ohms ........................................................ 0.002
Fuel Consumption - gal/hr (Umin) ........................................ 104.2 (6.56)* Performance Data
Fuel Consumption - lb/hr (kg/hr) .......................................... 730 (331) * Altitude Capability-ft (m) ........................................................ 19000 (5791)
Fuel Spill Rate - gal/hr (Umin) ............................................. 180 (11.4) Manifold Boost Pressure - in. Hg (kPa) .................................... 52.9 (179)
Fuel Spill Heat Rejection - Btu/min (kW) .............................. 458 (8.05) BMEP - lb/m. 2 (bar) .................................................................. 242 (16.7)
Total Fuel Flow- gal/hr (Umin) ............................................ 284 (17.9) Friction Power.
Fuel Inlet Temperature, Maximum - °F (°C) .......................... 140 (60) Rated Speed - hp (kW) ........................................................ 260 (194)
Fuel Pump Suction - in. Hg (kPa) ........................................ 6 (20) Peak Torque Speed - hp (kW) .............................................. 170 (127)
2
Fuel Return Pressure, Maximum - lb/in. (kPa) ..................... 7 (50)
Fuel Filter Size, Secondary - microns .................................. 8
Fuel Injector - Part Number ................................................. 0000107851
Cooling System Engine Speed Rated Power Rated Torque Rated BSFC *
Heat Rejection: (r/min) bhp (kW) (tI•m) lb/bhp-hr (g/kW-hr)
Engine Circuit to Coolant - Btu/min (kW) ............................ 40156 (706) 1900 2300 (1716) t 6358 (8620) 0.317 (193)
Aftercooler Circuit to Coolant. - Btu/min (kW) ..................... 24402 (4290 1800 2280 (1701) t 6653 (9020) 0.314 (191)
Engine Radiated Heat - Btu/min (kW) ................................ 3450 (61) 1650 2147 (1602) t 6834 (9266) 0.311 (189)
Coolant Flow Rated: (Minimum 95% of Rated Required) 1500 1962 (1464) t 6870 (9314) 0.312 (190)
Engine Circuit - gal/min (m 3/hr) .......................................... 465 (106) 1350 1617 (1206) 6291 (8529) 0.323 (196)
Engine Circuit External Restriction - Ibfin. 2 (kPa) ................ 9 (62) 1200 1132 (845) t 4955 (6718) t 0.361 (219)
Aftercooler Circuit - gal/min (m 3/hr) .................................... 180 (40.9)
Aftercooler Circuit External Restriction - lbfin 2 (kPa) .......... 11 (76)
Engine Coolant Out Temperature, Maximum - °F (°C) ......... 203 (95) Emissions
Aftercooler Coolant Out Temperature, Maximum - °F (°C) .... 174 (79) Smoke, Bosch Number.
Engine Coolant Temperature, Minimum - °F (°C) ................. 160 (71) Rated Power ........................................................................ 0.4
Engine Coolant Capacity-qt (L) ......................................... 218 (206) Peak Torque Speed ..............................................................
Thermostat: Noise - dB(A) l m ........................................................ 010.57.4
HTC Start to Open - °F (°C) .............................................. 170 (77) NOx - g/hr ................................................................................ 25806
HTC Fully Open - °F (°C) .................................................. 185 (85) CO - g/hr ................................................................................. 1380
LTC Start to Open - °F (°C) ............................................... 90 (32) HC - g/hr ................................................................................. 1656
LTC Fully Open - °F (°C) ................................................... 112 (44) S02 - g/hr (0.1% sulfur fuel) ..................................................... 662
Water Pump(s) Inlet Pressure, Minimum (w/o pressure cap):
Rapid Warmup Radiator ..................................................... Positive * Fuel consumption tolerance of + 5% per DIN ISO 3046. Diesel fuel to
Conventional Radiator - in. Hg. (kPa) ................................. -3 (-10) DIN EN 590 with a minimum L.H.V. of 42800 kJ/kg (18390 Btu/lb).
Pressure Cap, Minimum - lb/in. (kPa) ................................. 14 (97)
Water Pump Discharge Pressure, Max. (w/o pressure cap): t Revised
Engine Circuit - lb/in. 2 (kPa) .............................................. 50 (345)
Intercooler Circuit - lb/in. 2 (kPa) ......................................... 32 (221) t Standard pressure and temperature reference - 1.169 kg/m 3
Static Head, Maximum - ft H 2 O (kPa) ................................... 50 (149)
Coolant Fill Rate, Minimum - gal/min (Umin) ........................ 5 (19)
Drawdown, Minimum - Percentage of Total Cooling ............. 8%
Deaeration, Maximum Time - Minutes ................................. 30 UNCONTROLLED Curve No. E4-T163-32-04
Remote Pressurization - lb/in. 2 (kPa) ................................... 7-10 (48-69) Rev. / Date: 7 / 10 June 99
COPY Sheet No. 2 of 2

7SA4000 9801 Copyright 1999 DETROIT DIESEL CORPORATION
15-14
MTU/DDC Series 4000
Industrial Power
Model: 16V- 4000
7486 lb•ft @ 1500 r/min
7486 !•t
(10150 NI•m)
8000
6000 s
Er
0
12
4000
2500
a.
:CS 2000
Q)
g 1500
lZ
1000
.360
-a
.340 u-
c
0
U
.320 a ) E
.300 0
1200 1400 1600 1800 2000 0
Fuel consumption tolerance of +5% per ISO 3046. Diesel fuel to DIN EN 590 Power: kW = bhp x 0.746 6N04M -1085
Fuel: g/IcW • hr = lb/bhp •hr x 608.
Torque: N • m = lb •ft x 1.356
.
Certified by. ;n142 Curve No. E4-T163-32-05
Sheet No. 1 of 2
Performance Curve
All information subject to change without notice. ( Rev. 6/99)
7SA4000 9801 Copyright 0 1999 DETROIT DIESEL CORPORATION 15-15
Application Group ........................................................ 5A Intake Air Flow CO Rated Maximum Power - ft 3/min (m 3/s) ......... 5686 (2.68)
Application Designation ................................................. C20 Turbocharger Compressor Inlet Temperature - °F (°C) ............. 77 (25)
Power Output - bhp...................................................... 2500 Clean Air Cleaner - in. H 2O (kPa) ....................................... 12 (3.0)
Power Output - kW ...................................................... 1864 Dirty Air Cleaner - in. H 2O (kPa) ........................................ 20 (5.0)
Number of Cylinders ..................................................... 16 Each Bank - in. (mm) ...................................................... 12 (305
Total Displacement - in 3 (L) ........................................... 3967 (65.0) Each Turbo - in. (mm)..................................................... 8 (203)
Compression Ratio ....................................................... 14:1 Intake Temperature Rise, Maximum:
Piston Speed - ft/min (m/s) ............................................ 2369 (12.0) (Ambient to Engine Air Inlet) - °F (°C) ................................. 30 (17)
Engine Configuration Exhaust Mass Flow- lb/min (kg/min) ..................................... 437 (198)
Engine Type ............................................................... 90° Vee 4 Cycle Exhaust Volume Flow - ft 3/min (m 3/s) ..................................... 5981 (2.82)
Bore and Stroke - in. (mm) ............................................ 6.50 x 7.48 (165 x 190) Exhaust Temperature - °F (°C) ............................................ 735 (391)
Intake Valves Per Cylinder ............................................. 2 Back Pressure, Maximum - in. Hg (kPa) ................................. 1.5 (5.1)
Combustion System ..................................................... Direct Injection Single - in. (mm) ............................................................ 14 (360)
Injection Device ........................................................... Electronic Common Rail Double - in. (mm) ........................................................... 10 (250)
Engine Crankcase Vent System ..................................... Open Oil Pressure at Rated Speed - lb/in. 2 (kPa)............................. 88 (606)
Dimensions Oil Pressure at Low Idle - lb/in. 2 (kPa) ................................... 50 (345)
Length - in. (mm) ........................................................ 118.4 (3008) Oil Flow Rated Speed - gaVmin (Umin) ............................. 124 (470)
Width - in. (mm) .......................................................... 62.5 (1588) Oil Flow @ Low Idle Speed - gaVmin (Umin) ........................... 63 (240)
Height - in. (mm) ......................................................... 68.3 (1735) Gallery Oil Temperature, Maximum - °F (°C) ........................... 210 (99)
Weight, Dry -lb lb (kg) ..................................................... 15615 (7083) Oil Pan Capacity. Static High Mark-qt (L) 243 (230)
Weight, Wet - lb (kg) .................................................... 16598 (7529) Static Low Mark - qt (L) .............................. 201 (190)
Center of Gravity, Wet Total Engine Oil Capacity with Filters - qt (L) ........................... 264 (250)
From R.F.O.B. (x axis) -in. (mm) .................................... 44.1 (1121) Engine Angularity Limits, Front Up - Degrees .......................... 15
Above Crankshaft (y axis) - in. (mm) ............................... 9.3 (235) Engine Angularity Limits, Front Down - Degrees ...................... 15
Right of Crankshaft (z axis) - in. (mm) .............................. 0 (0) Engine Angularity Limits, Left/Right Down - Degrees ................ 15
Mechanical Limits Crankcase Pressure, Maximum - in. H 2 O (kPa) ....................... 10 (2.5)
Vertical Load at Rear of Crankshaft, Maximum - lb (kN) ..... 2250 (10.0) 24 Volt System, Above 32°F / (0°C) .................................... 1900
Static Bending Moment at Rear 24 Volt System, Below 32°F / (0°C) .................................... 2500
Face of Block, Maximum - !•t (N•m) ............................. 1000 (1356) Resistance of Starting Circuit Per Starter, Maximum:
Fuel System 24 Volt System - ohms .................................................... 0.002
Fuel Consumption - gal/hr (Umin) ................................... 113.7 (7.18)' t Performance Data
Fuel Consumption - lb/hr (kg/hr) ..................................... 795 (361) Altitude Capability-ft (m) .................................................... 16000 (4877)
Fuel Spill Rate - gal/hr (Umin) ........................................ 186 (11.7) Manifold Boost Pressure - in. Hg (kPa) .................................. 58.9 (199)
Fuel Spill Heat Rejection - Btu/min (kW) .......................... 484 (8.51) BMEP -113/in. 2 (bar) ............................................................ 263 (18.1)
Total Fuel Flow - gal/hr (Umin) ....................................... 300 (18.9) Friction Power.
Fuel Inlet Temperature, Maximum - °F (°C) ...................... 140 (60) Rated Speed - hp (kW) .................................................... 260 (194)
Fuel Pump Suction, Maximum - in. Hg (kPa) .................... 6 (20) Peak Torque Speed - hp (kW) .......................................... 170 (127)
Fuel Return Pressure, Maximum - (kPa) .................. 7 (50)
Fuel Filter Size, Secondary - microns .............................. 8 Engine Speed Rated Power Rated Torque Rated BSFC *
Fuel Injector - Part Number ........................................... 0000107851 (r/min) bhp (kW) lb•ft (N•m) lb/bhp•hr (g/kW-hr)
Cooling System 1900 2500 (1865) f 6911 (9370) 0.318 (193)
Heat Rejection: 1800 2490 (1857) 7265 (9851) 0.315 (192)
Coolant Row, Rated: (Minimum 95% of Rated Required) 1200 1132 (845)1* 4955 (6717) 0.354 (215)
Engine Circuit - gaVmin (m3/hr) .................................... 465 (106)
Engine Circuit External Restriction - Ibfin. 2 (kPa) .............. 9 (62)
Aftercooler Circuit - gal/min (m 3/min) ............................. 180 (40.9) Emissions
Aftercooler Circuit Extemal Restriction - lbfin 2 (kPa) ......... 11 (76) Smoke, Bosch Number.
Engine Coolant Out Temperature, Maximum - °F (°C) ........ 203 (95) Rated Power...................................................................... 0.4
Aftercooler Coolant Out Temperature, Maximum - °F (°C) ... 174 (79) Peak Torque Speed ............................................................. 0.5
Engine Coolant Temperature, Minimum - °F (°C) ............... 160 (71) Noise - dB(A) @ 1m .............................................................. 107.8
Engine Coolant Capacity - qt (L) .................................... 218 (206) NO2 - g/hr ............................................................................ 25375
Thermostat: CO - g/hr .............................................................................
HTC Start to Open - °F (°C) ......................................... 170 (77) HC - ............................................................................. 1598
I-ETC Fully Open - °F (°C) ............................................ 185 (85) S02 - Or (0.1% sulfur fuel) .................................................... 721
LTC Start to Open - °F (°C) .......................................... 90 (32)
LTC Fully Open - °F (°C) ............................................. 112 (44)
Water Pump(s) Inlet Pressure, Minimum (w/o pressure cap): * Fuel consumption tolerance of + 5% per DIN ISO 3046. Diesel fuel to
Rapid Warmup Radiator............................................... Positive DIN EN 590 with a minimum LH.V. of 42800 kJ/kg (18390 Btu/lb).
Pressure Cap, Minimum - lb/in. (kPa) ............................. 14 (97) t Revised
Engine Circuit - lb/in. 2 (kPa) ......................................... 50 (345) Standard pressure and temperature reference -1.169 kg/m 3
Intercooler Circuit - lb/in. 2 (kPa) .................................... 32 (221)
Coolant RII Rate, Minimum - gal/min (Umin) ..................... 5 (19)
Drawdown, Minimum - Percentage of Total Cooling ............ 8% UNCONTROLLED
Deaeration, Maximum Time - Minutes ............................. 30
Remote Pressurization - psi (kPa) .................................. 7-10 (48-69)
COPY Curve No. E4-T163-32-05
Sheet No. 2 of 2

7SA4000 9801 Copyright 0 1999 DETROIT DIESEL CORPORATION
15-16
•
MTU/1313C Series 4000
Industrial Power
80641134t @ 1500 r/min
10000
8000
7463 lb•ft
".... 0 6 Ib•ft
88064 (10119 N•rn) a)
/ 71 0933 N•m) 6000 Er
O
4955 !•t I-
(6718 N•m)
4000
3000
2700 bhp
(2013 kW)
a 2500
4' 5 2000
o_
1500
1000
UNCONTFIC
COPY
.360
.340
Oc
o
N
.320 . 0-
u) Ez
to
.300 0
C.)
1200 1400 1600 1800 2000
Power: kW = bhp x 0.746 6N04M -1095
Fuel: OW •hr = lb/bhp • hr x 608.
Air intake restriction: 10 in. 11 2 0 (2.5 kPa) Fuel Injector: 0000107851
Exhaust Back Pressure: 15 in. H 2O (3.7 kPa)
Curve No. E4-T163-32-06

Sheet No. 1 of 2
Performance Curve
7SA4000 9801 Copyright 1999 DETROIT DIESEL CORPORATION
15-17
Application Group ........................................................ 5A Intake Air Flow @ Rated Maximum Power - ft 3/min (m3/s) ....... 6090 (2.87)
Power Output - bhp ..................................................... 2700 Clean Air Cleaner - in. H 2O (kPa) .................................... 12 (3.0)
Power Output - kW ..................................................... 2013 Dirty Air Cleaner - in. H 2 O (kPa) ...................................... 20 (5.0)
Number of Cylinders ..................................................... 16 Each Bank - in. (mm) .................................................... 12 (305
Piston Speed - ft/min (m/s) ........................................... 2369 (12.0) (Ambient to Engine Air Inlet) - °F (°C) .............................. 30 (17)
Engine Configuration Exhaust Mass Row - lb/min (kg/min) .................................. 465 (211)
Engine Type ............................................................... 90° Vee 4 Cycle Exhaust Volume Row at STP - ft 3/min (m 3/s) ....................... 6374 (3.01)
Bore and Stroke - in. (mm) ........................................... 6.50 x 7.48 (165 x 190) Exhaust Temperature - °F (°C) .......................................... 754 (401)
Exhaust Valves Per Cylinder .......................................... 2 EXhaust Pipe Inner Diameter, Recommended:
Combustion System ..................................................... Direct Injection Single - in. (mm) .......................................................... 14 (360)
Injection Device .......................................................... Electronic Common Rail Double - in. (mm) ......................................................... 10 (250)
Engine Crankcase Vent System ..................................... Open Oil Pressure at Rated Speed - lb/in. 2 (kPa) ........................... 88 (606)
Dimensions Oil Pressure at Low Idle - IbAn. 2 (kPa) ................................. 50 (345)
Length - in. (mm) ........................................................ 118.4 (3008) Oil Flow @ Rated Speed - gal/min (Umin) ........................... 124 (470)
Weight, Dry- lb (kg) ..................................................... 15615 (7083) Oil Pan Capacity: Static High Mark - qt (L) 243 (230)
Weight, Wet - lb (kg) .................................................... 16598 (7529) Static Low Mark - qt (L) ............................ 201 (190)
Center of Gravity, Wet Total Engine Oil Capacity with Filters - qt (L) ........................ 264 (250)
From R.F.O.B. (x axis) - in. (mm) ................................... 44.1 (1121) Engine Angularity Limits, Front Up - Degrees ....................... 15
Above Crankshaft (y axis) - in. (mm) ............................... 9.3 (235) Engine Angularity Limits, Front Down - Degrees ................... 15
Right of Crankshaft (z axis) - in. (mm) .............................. 0 (0) Engine Angularity Limits, Left/Right Down - Degrees ............. 15
Mechanical Limits Crankcase Pressure, Maximum - in. H 2O (kPa) .................... 10 (2.5)
Thrust Bearing Load Limit, Intermittent - lb (kN) ................ 3844 (17.7) Recommended Battery Capacity (CCA): t
Vertical Load at Rear of Crankshaft, Maximum - lb (kN) ..... 2250 (10.0) 24 Volt System, Above 32°F / (0°C) .................................. 1900
Static Bending Moment at Rear 24 Volt System, Below 32°F / (0°C) .................................. 2500
Fuel Consumption - lb/hr (kg/hr) ..................................... 862 (391) * Altitude Capability-ft (m) ................................................. 13000 (3962)
Fuel Spill Rate - gal/hr (Umin) ....................................... 189 (11.9) Manifold Boost Pressure - in. Hg (kPa) ................................ 64.2 (217)
Fuel Spill Heat Rejection - Btu/min (kW) .......................... 505 (8.88) BMEP - lb/in. 2 (bar) .......................................................... 284 (19.6)
Total Fuel Flow - gal/hr (Umin)....................................... 312 (19.7) Friction Power:
Fuel Return Pressure, Maximum - lb/in. (kPa) ................. 7 (50)
Fuel Filter Size, Secondary -microns microns .............................. 8
Fuel Injector - Part Number ........................................... 0000107851 Engine Speed Rated Power Rated Torque Rated BSFC *
Cooling System (r/min) bhp (kW) lb•ft (N•m) lb/bhp•hr (glkW-hr)
Heat Rejection: 1900 2700 (2013) 7463 (10119) t 0.319 (194)
Engine Circuit to Coolant -Btu/min (kW) ........................ 43055 (757) 1800 2689 (2005) 7846 (10638) 0.317 (193)
Coolant Flow, Rated: ( Minimum 95% of Rated Required) 1350 1895 (1414) t 7376 (10000) 0.319 (194)
Engine Circuit - gal/min (m 3/hr) .................................... 465 (106) 1200 1132 (845) t 4955 (6718) 0.348 (212) t
Engine Circuit External Restriction - lb/in. 2 (kPa).............. 9 (62)
Aftercooler Circuit External Restriction - IbAn2 (kPa) ......... 11 (76) Emissions
Engine Coolant Out Temperature, Maximum - °F (°C) ........ 203 (95) Smoke, Bosch Number:
Aftercooler Coolant Out Temperature, Maximum - °F (°C) ... 174 (79) Rated Power ......................................................... 0.5
Engine Coolant Temperature, Minimum - °F (°C) ............... 160 (71) Peak Torque Speed................................................ 0.4
Engine Coolant Capacity - qt (L) .................................... 218 (206) Noise - dB(A) lm .................................................. 108.2
Thermostat: NOx - g/hr................................................................ 25245
HTC Start to Open - °F (°C) ........................................ 170 (77) CO - g/hr ................................................................. 1755
HTC Fully Open - °F (°C) ............................................ 185 (85) HC - g/hr ................................................................. 1607
LTC Start to Open - °F (°C) ......................................... 90 (32) SO2- g/hr (0.1% sulfur fuel) ........................................ 782
LTC Fully Open - °F (°C) ............................................. 112 (44)
Rapid Warmup Radiator.............................................. Positive DIN EN 590 with a minimum L.H.V. of 42800 kJ/kg (18390 Btu/lb).
Conventional Radiator -in. Hg (kPa) .............................. -3 (-10)
Pressure Cap, Minimum - Iblin. 2 (kPa) ............................. 14 (97) t Revised
Engine Circuit - IbAn. 2 (kPa) ........................................ 50 (345) Standard pressure and temperature ref. - 1.169 kg/m 3
lntercooler Circuit - lb/in. 2 (kPa) .................................... 32 (221)
Static Head, Maximum - ft H 2O (kPa) ............................... 50 (149)
Coolant Fill Rate, Minimum - gal/min (Umin) ..................... 5 (19)
Drawdown, Minimum - Percentage of Total Cooling ............ 8 UNCONTROLLED Curve No. E4-T163-32-06
Deaeration, Maximum Time - Minutes ............................. 30 Rev. / Date: 8 / 28 June 99
Remote Pressurization - IbAn. 2 (kPa) ............................... 7-10 (48-69) COPY Sheet No. 2 of 2
All information subject to change without notice. ( Rev. 6/99)

MTU/DOC Series 4000
Industrial Power
8400Ib4t @ 1650 r/min Petroleum - Frac Only
10000
8080 !Mt
(10955 NI•m) 8000
8400 lb•ft
(11389 NI•m) N
6000 E
0
4955 !•t I-
(6717 N•m)
4000
3000 bhp
3000 (2238 kW)
a 2500
2000
1500
1000
UNCCNTRC LLED
COPY
.360 0.
.340 u
0c
.
o
"+7,
.320 E
(f)
.300 0
1200 1400 1600 1800 2000
Conversion Factors:
Power output guaranteed within 5% at ISO 3046 conditions:
77°F (25°C) air inlet temperature; 29.31 in. Hg (99kPa) dry barometer; Power: kW = bhp x 0.746 6N04M - 1294
with a minimum LHV 42800 kJ/kg (18390 Btu/lb) Fuel: g/kW • hr = lb/bhp • hr x 608.
Exhaust Back Pressure: 15 in. H 2 O (3.7 kPa) Torque: N • m = lb • ft x 1.356
Certified by: L Curve No. E4-T163-32-07

Sheet No. 1 of 2
Performance Curve
All information subject to change without notice. (Ref.6/99)
7SA4000 9801 Copyright 41/ 1999 DETROIT DIESEL CORPORATION 15-19
Application Designation ................................................. C80 Turbocharger Compressor Inlet Temperature - °F (°C) ........... 77 (25)
Power Output - bhp...................................................... 3000 Clean Air Cleaner - in. H 2O (kPa) .................................... 12 (3.0)
Power Output - kW ...................................................... 22373 Dirty Air Cleaner - in. H 2O (kPa) ..................................... 20 (5.0)
Rated Speed - r/min..................................................... 1950 Intake Pipe Inner Diameter, Recommended:
Number of Cylinders ..................................................... 16 Each Bank - in. (mm) .................................................... 12 (305
Piston Speed - ft/min (m/s) ............................................ 2431 (12.3) (Ambient to Engine Air Inlet) - °F (°C) .............................. 30 (17)
Engine Configuration Exhaust Mass Flow lb/min (kg/min) .................................. 517 (235)
Engine Type ............................................................... 90° Vee 4 Cycle Exhaust Volume Flow at STP - ft 3/min (m 3/s) ....................... 7099 (3.35)
Bore and Stroke - in. (mm) ............................................ 6.50 x 7.48 (165 x 190) Exhaust Temperature - °F (°C) ......................................... 790 (421)
Intake Valves Per Cylinder ............................................. 2 Back Pressure, Maximum - in. Hg (kPa) .............................. 1.5 (5.1)
Injection Device ........................................................... Electronic Common Rail Double - in. (mm) ........................................................ 10 (250)
Engine Crankcase Vent System ..................................... Open Oil Pressure at Rated Speed - (kPa)........................... 88 (606)
Dimensions Oil Pressure at Low Idle - lb/in. 2 (kPa) ................................ 50 (345)
Length - in. (mm) ........................................................ 118.4 (3008) Oil Flow @ Rated Speed - gal/min (Umin) ........................... 124 (470)
Width - in. (mm) .......................................................... 62.5 (1588) Oil Flow @ Low Idle Speed - gaVmin (Umin) ........................ 63 (240)
Weight, Dry- lb (kg) ..................................................... 15615 (7083) Oil Pan Capacity: Static High Mark-qt (L) 243 (230)
Weight, Wet - lb (kg) .................................................... 16598 (7529) Static Low Mark-qt (L) ........................... 201 (190)
Center of Gravity, Wet Total Engine Oil Capacity with Filters-qt (L) ........................ 264 (250)
From R.F.O.B. (x axis) - in. (mm) .................................... 44.1 (1121) Engine Angularity Limits, Front Up - Degrees ....................... 15
Above Crankshaft (y axis) - in. (mm) ................................ 9.3 (235) Engine Angularity Limits, Front Down - Degrees ................... 15
Right of Crankshaft (z axis) - in. (mm) .............................. 0 (0) Engine Angularity Limits, Left/Right Down - Degrees ............. 15
Mechanical Limits Crankcase Pressure, Maximum - in. H 2 O (kPa) .................... 10 (2.5)
Thrust Bearing Load Limit, Continuous - lb (kN) ................. 1596 (7.1) Electrical
Thrust Bearing Load Limit, Intermittent - lb (kN) ................. 3844 (17.7) Recommended Battery Capacity (CCA):
Vertical Load at Rear of Crankshaft, Maximum - lb (kN) ..... 2250 (10.0) 24 Volt System, Above 32°F / (0°C) ................................. 1900
Static Bending Moment at Rear 24 Volt System, Below 32°F / (0°C) ................................. 2500
Fuel Consumption - lb/hr (kg/hr) ..................................... 958 (434) * Altitude Capability-ft (m) ................................................. Not Available
Total Fuel Flow - gal/hr (Umin) ....................................... 333 (20) Friction Power.
Fuel Return Pressure, Maximum - lb/in. 2 (kPa) ................. 7 (50)
Fuel Filter Size, Secondary - microns .............................. 8
Fuel Injector - Part Number ........................................... 0000107851 Engine Speed Rated Power Rated Torque Rated BSFC *
Cooling System (r/min) bhp (kW) lb•ft (N•m) lb/bhp•hr (glkW-hr)
Heat Rejection: 1950 3000 (2238) 8080 (10955) 0.321 (195)
Engine Circuit to Coolant - Btu/min (kW) ........................ 45100 (793) 1800 2842 (2120) 8292 (11242) t 0.318 (193)
Coolant Flow, Rated: ( Minimum 95% of Rated Required) 1350 1896 (1414) 7376 (10000) t 0.319 (194)
Engine Circuit - gal/min (m 3/hr) .................................... 477 (108.8) 1200 1132 (844) 4954 (6717) 0.347 (211)
Engine Circuit External Restriction - lb/in. 2 (kPa) .............. 9 (62)
Aftercooler Circuit - gal/min (m 3/hr) ................................ 185 (42)
Aftercooler Circuit External Restriction - Ibrin 2 (kPa) ......... 11 (78) Emissions
Engine Coolant Out Temperature, Maximum - °F (°C) ........ 203 (95) Smoke, Bosch Number:
Aftercooler Coolant Out Temperature, Maximum - °F (°C) ... 174 (79) Rated Power ......................................................... 0.7
Engine Coolant Temperature, Minimum - °F (°C) ............... 160 (71) Peak Torque Speed................................................ 1.0
Engine Coolant Capacity - qt (L) .................................... 218 (206) Noise - dB(A) lm .................................................. Not Available
Thermostat: NOx - g/hr................................................................ Not Available
HTC Start to Open - °F (°C) ......................................... 170 (77) CO - glhr ................................................................. Not Available
HTC Fully Open - °F (°C) ............................................ 185 (85) HC - g/hr ................................................................. Not Available
LTC Start to Open - °F (°C) .......................................... 90 (32) SO2 - g/hr (0.1% sulfur fuel) ........................................ Not Available
LTC Fully Open - °F (°C) ............................................. 112 (44)
Rapid Warmup Radiator ............................................... Positive DIN EN 590 with a minimum L.H.V. of 42800 kJ/kg (18390 Btu/lb).
Conventional Radiator -in. Hg (kPa) .............................. -3 (-10)
Pressure Cap, Minimum - lb/in. 2 (kPa) ............................. 14 (97) t Revised
Engine Circuit - lb/in. 2 (kPa) ......................................... 50 (345) Standard pressure and temperature ref. - 1.169 kg/m 3
Intercooler Circuit - lb/in. 2 (kPa) .................................... 32 (221)
Coolant Fill Rate, Ivinimum - gal/min (Umin) ..................... 5 (19)
Drawdown, Minimum - Percentage of Total Cooling ............ 8% UNCONTROLLED Curve No. E4-T163-32-07
Deaeration, Maximum Time - .Minutes ............................. 30
Remote Pressurization - lb/in. 2 (kPa) ............................... 7-10 (48-69)
COPY Rev. / Date: 4 / 10 June 99
Sheet No. 2 of 2

7SA4000 9801 Copyright m 1999 DETROIT DIESEL CORPORATION
15-20
16 INSTALLATION DRAWINGS
Series 4000 8V Installation Drawing, 524 010 0401 (2SA947), sheet 1 of of 3


INSTALLATION DRAWINGS

17 OPTIONS
17.1 AIR COMPRESSORS ...................................................................................... 17-3

Figure 17-1 Series 4000 Air Compressor Air Delivery at Various Inlet Pressures —
UPC Group 06T00-1972 ................................................................... 17-3
SK-11324 Series 4000 Air Compressor .................................................................. 17-4
17.2 FLYWHEELS AND FLYWHEEL HOUSINGS ...................................................... 17-5
SK-11153 Series 4000 Flywheel — Solid ................................................................ 17-5
SK-11154 Series 4000 Flywheel — Flexplate ......................................................... 17-6
SK-11155 Series 4000 Adaptor — Flywheel Housing (GE Alternator) ....................... 17-7
17.3 OIL PANS AND FILTERS ................................................................................... 17-8
SK-11475 Series 4000-16V Oil Pan — Front Sump ................................................. 17-10
SK-11171 Series 4000 —16V Oil Pan — Rear Sump ............................................... 17-11
SK-11174 Series 4000 Oil Filter Adapter w/o Centrifuge ........................................ 17-19
17.4 FAN DRIVES ...................................................................................................... 17-20
SK-11159 Rockford Fan Clutch and Pulley ............................................................ 17-21
SK-11160 Series 4000 Front End — Fan Drive Mounting ........................................ 17-22
SK-11161 Series 4000 Pulley — Crankshaft (213.0 mm dia) ................................... 17-23
SK-11162 Series 4000 Pulley — Crankshaft (238.0 mm dia) ................................... 17-24
SK-11336 Series 4000 Fan to Fan Drive Spacer .................................................... 17-28

OPTIONS
SK-11023 Series 4000 Fan Spindle Mounting Instructions .................................... 17-29

17.5 FUEL FILTERS .................................................................................................. 17-30
SK-11173 Engine Mounted Fuel Filters Only ......................................................... 17-30
SK-11173 Remote Mounted Fuel Filter Only ......................................................... 17-31
17.6 ACCESSORIES .................................................................................................. 17-32
SK-11166 Series 4000 2 Bolt SAE-B Internal Spline Drive .................................... 17-32
SK-11156 Battery Charging Alternator (100A Delco) ............................................. 17-33
Figure 17-2 Series 4000 Delco 26SI (75 Amp 24 Volt)
Alternator Output ............................................................................... 17-34
Alternator Performance Curves ......................................................... 17-34
Alternator Output ............................................................................... 17-35
Alternator Performance Curve ........................................................... 17-35
SK-11157 Battery Charging Alternator (220 Niehoff) ............................................. 17-36
Figure 17-6 Series 4000 Niehoff (220 Amp 24 Volt) Alternator Output ................... 17-37
Figure 17-7 Series 4000 Niehoff (220 Amp 24 Volt)
Alternator Performance Curve ........................................................... 17-37
SK-11351 Battery Charging Alternator (220A Niehoff) ........................................... 17-38
SK-11158 Series 4000 Starter - Air (TDI T109) ...................................................... 17-39
SK-11325 Series 4000 Accessory Drive Pulley ...................................................... 17-40
SK-11352 Shutdown Controls - Shiploose - Coolant Level Sensor Kit ................. 17-41
SK-11353 Metric Port Adapters - Shiploose ......................................................... 17-42
SK-11624 Series 4000 Starter - Air ....................................................................... 17-43
SK-11437 DDEC Vechicle Interface Harness 12V & 16V ........................................ 17-46

17.1 AIR COMPRESSORS
Delivery - m 3 / min.
0.00 0.14 0.28 0.43 0.57 0.71 0.85 0.99 1.13 1.28 1.42 1.56
2100
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—.- 0 psi (0 kPa) (0 Hp/cylinder)
90 . 5 psi (35 kPa) (35 Hp/cyl)
,
-4- 1 0 psi (70 kPa) (60 Hp/cyl)
—0.— 15 psi (104 kPa) (85 Hp/cyl)
—A— 20 psi (138 kPa) (110 Hp/cyl)
—A— 25 psi (172 kPa) (135 Hp/cyl)
-- 30 psi (207 kPa) (160 Hp/cyl)
60 1. ! ' 1
0 10 15 20 25 30 35 40 45 50 55
Delivery - SCFM
29039
Figure 17-1 Series 4000 Air Compressor Air Delivery at Various Inlet Pressures
- UPC Group 06T00-1972,06T00-1990

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18 COLD WEATHER PACKAGE
Cold weather packages may be required in some operating environments. Some packages may
only contain devices that assist in engine starting while others may aid in maintaining engine
operating temperatures during engine operation. Typical cold weather packages may consist of a
combination of the following:
q Preheating devices
q Coolant circulating or thermosiphon heater
q Coolant immersion heaters
q Oil immersion heaters
q Electric oil pan heating pads
q Supplemental Heating Devices (Boost Heat or "Heatkeeper")
q Engine Compartment Curtains
q Winterfronts
1:1 Shutters
q High Idle Speed Option
Determining which of these systems is required for a particular application is highly dependent
on site experience. The main requirement is that the engine coolant temperature must never drop
below 160°F (71°C) as indicated on sheet 2 of the performance curves. For assistance in making
cold weather package decisions, contact your MTU/DDC application engineer.
18.1 ENGINE PREHEATING SYSTEMS

Engine preheating systems can be installed on engines in cold climates to assist in engine
starting. These systems preheat the engine coolant and/or oil prior to starting the engine.
18.1.1 COOLANT PREHEATING

There are three types of heaters that can be used to preheat the engine coolant:
q Circulating system
q Thermosiphon system
q Immersion heater system

COLD WEATHER PACKAGE
Coolant immersion heaters cannot be used on the Series 4000 because there are no coolant
immersion heater ports on the block. The choice between the remaining two systems becomes
quite easy when one considers the available power at the engine operating site and the cost of
each system. Thermosiphon and immersion systems require external electrical power while a
circulating system can be installed as a stand—alone system. A circulating pump will also require
some battery power. These power requirements vary between manufacturers and should be
considered prior to designing an installation.
See Figure 18-1 for the recommended installation schematic for the thermosiphon and
circulating heater systems. Engine connection points (i.e. CO3, CO5) are referenced on the
engine installation drawings (refer to chapter 16).
CO2 JACKET 01
ENGINE THERMOSTAT WATER
RADIATOR
PUMP • CO3
o.1 HEAT
SOURCE
ENGINE OIL k
COOLER
CO2:OEM CONNECTION - ENGINE OUTLET TO JACKET WATER RADIATOR

C01: OEM CONNECTION - ENGINE INLET TO JACKET WATER RADIATTOR
CO5: SUPPLY TO PREHEATER - CONNECT TO ENGINE AT PUMP INLET (30 mm)
CO3:RETURN FROM PREHEATER
BOLD LINES = ENGINE COOLANT CIRCUIT

THIN LINES = PREHEATING MODE CIRCUIT
37883
Figure 18-1 Installation Schematic for Thermosiphon and Circulating Heater

Systems

I 18.1.2 LUBE OIL HEATING AIDS

There are several methods of preheating oil prior to a cold engine start. In extreme cases lube oil
heating may be used to maintain oil temperature while the engine is running. Common lube oil
heating methods and applications are discussed in the following sections.
Electric Immersion Heaters

Electric immersion heaters are inserted near the bottom of the oil pan and warm the oil by
convection. The oil rises as it is heated. The cooler oil drops to the lower part of the oil pan
where the heating element is located (lube oil heating options are listed in Table 18-1).
auxiliary heater or coke the oil through failure to shut the heater off when the lube oil reaches
operating temperatures.
Circulating Heaters
A circulating heater has hoses that run from connection points in the oil pan to the heater. The
heater may be mounted on or off the application. The heater contains electric heating elements
which heat the oil by convection. A pump on the heater pulls oil from the oil pan and pushes it
through the heater (lube oil heating options are listed in Table 18-1).
auxiliary heater or overheat the oil through failure to shut the heater off when the lube oil
reaches operating temperatures.
Electric Heat Pads

Electric heat pads are mounted or adhered to the external surfaces of the oil pan. The electric
heating elements in the pad heat the oil pan by conduction. The heated oil pan transfers heat into
the lube oil by convection. The heated oil rises and the cooler oil drops to the lower areas of the
oil pan where the heating pad(s) is located (lube oil heating options are listed in Table 18-1).

Water Heated Plate

Water heated plates are mounted or adhered to the external surfaces of the oil pan. Water that is
heated by an external source (i.e. thermostatically controlled fuel fired or electric coolant heater)
is pumped through the channels in the heat plate which heats the oil pan by conduction. The
heated oil pan transfers heat into the lube oil by convection. The heated oil rises and the cooler
oil drops to the bottom of the oil pan where the heating pad is located (lube oil heating options
are listed in Table 18-1).
Functions
Options To Preheat And Continuous To Melt Gelled External Power
Maintain Heat Use Oil Required
Electric Immersion Heaters Yes No No Yes
Electric External System with Pump Yes Yes No Yes
/Electric Heat Pads Yes Yes Yes Yes
Water Heated Plate on Oil Pan Yes Yes Yes No
Table 18-1 Lube Oil Heating Options
18.2 SUPPLEMENTAL HEATING DEVICES

Supplemental heating devices add heat to the engine while the engine is running. The additional
heat allows the engine to maintain the proper operating temperature. Supplemental heating
devices are typically known as "diesel—fired" heaters because they burn diesel fuel to heat the
coolant as it circulates through the heater. Power requirements vary between manufactures and
should be considered prior to designing an installation.
Engines that are operated in extreme cold climates (arctic conditions) may need supplemental
heating to prevent the engine from running at engine coolant temperatures less than the
recommended minimum operating temperature. The need for such systems can be affected by
the design of the engine installation. Installation features that negatively impact cold weather
operation would be the use of vent lines that are too large, oversized radiators, fans that turn too
fast or have a high drag speed at engine idle speed and extended periods of idle. The
recommendations for supplemental heating systems are highly site dependent.
Supplemental heating devices should be installed according to the schematic (see Figure 18-2).
This schematic also shows a preheating option. While this may not be required, it is
recommended in severe cold climates. See Figure 18-2 for the required plumbing for
supplemental heating systems for both the Jacket Water and Intercooler for coolant heaters that
can withstand a maximum coolant pressure of 30 psi (2 bar).

>0 bar 3.7 bar —1.7 bar —1.2 bar

CO5 2 JACKET
ENGINE C0 FOlw
THERMOSTAT I • WATER
PUMP CO3 RADIATOR
—2.7 bar
JACKET
HEAT SOURCE
K
ENGINE OIL
COOLER
• bar
1 bar
>0 bar CHARGE IC2 INTERi
AIR THERMOSTAT COOLER
PUMP COOLER RADIATOR
INTERCOOLER
HEAT SOURCE
IC1 v G
CO2:OEM CONNECTION - ENGINE OUTLET TO JACKET WATER RADIATOR

B: SUPPLY TO JACKET SUPPLEMENTAL HEATER - CONNECT TO OEM PLUMBING
C01: OEM CONNECTION - ENGINE INLET FROM JACKET WATER RADIATOR
CO5: RETURN FROM JACKET SUPPLEMENTAL HEATER - CONNECT TO ENGINE (30 mm)
E: SUPPLY TO INTERCOOLER SUPPLEMENTAL HEATER - CONNECT TO ENGINE (1 in. NPT)
IC2: OEM CONNECTION - ENGINE OUTLET TO INTERCOOLER RADIATOR
G: RETURN FROM INTERCOOLER SUPPLEMENTAL HEATER - CONNECT TO OEM PLUMBING
IC1: OEM CONNECTION - ENGINE INLET FROM INTERCOOLER RADIATOR
CO3: SUPPLY TO JACKET SUPPLEMENTAL HEATER - PREHEATING MODE - CONNECT TO ENGINE (2 X 20 mm)
K: BALL VALVE OR SOLENOID ACTIVATED VALVE - REQUIRED IF BOTH SUPPLEMENTAL HEATING
AND PREHEATING MODES ARE DESIRED
DASHED LINES = PREHEAT MODE
THIN LINES = SUPPLEMENTAL HEATING MODE
* ALL PRESSURES LISTED WITHOUT RADIATOR PRESSURE CAP @ 1900 RPM -

PRESSURES WITH RADIATOR CAP ON WILL BE 1 bar HIGHER
37884
Figure 18-2 Supplemental Heating Schematic for Jacket Water and Intercooler
Coolant Heaters

7SA4000 9801 Copyright 1998 DETROIT DIESEL COPORATION 18-5
Other options may be designed if the heating unit can withstand pressures over
30 psi (see Figure 18-3).
>0 bar 3.7 bar —1.7 bar —1.2 bar

CO5 CO2 JACKET CO1 •
• ENGINE THERMOSTAT WATER
PUMP CO3 RADIATOR
]
—2.7 bar
ENGINE 44_
HEAT SOURCE
1 bar
ENGINE OIL
COOLER
1 bar
>0 bar CHARGE IC2 INTER-
—40 COOLER
AIR THERMOSTAT
COOLER RADIATOR
PUMP
INTERCOOLER
HEAT SOURCE
IC17 G
CO2 OEM CONNECTION - ENGINE OUTLET TO JACKET WATER RADIATOR

CO1 OEM CONNECTION - ENGINE INLET FROM JACKET WATER RADIATOR
CO5 RETURN FROM ENGINE SUPPLEMENTAL HEATER - SUPPLEMENTAL HEATING AND PREHEATING
CONNECT TO ENGINE (30 mm)
E: SUPPLY TO INTERCOOLER SUPPLEMENTAL HEATER - SUPPLEMENTAL HEATING -
CONNECT TO ENGINE (1 in. NPT)
IC2: OEM CONNECTION - ENGINE OUTLET TO INTERCOOLER RADIATOR
G: RETURN FROM INTERCOOLER SUPPLEMENTAL HEATER - SUPPLEMENTAL HEATING -
CONNECT TO OEM PLUMBING
IC1: OEM CONNECTION - ENGINE INLET FROM INTERCOOLER RADIATOR
CO3: SUPPLY TO ENGINE SUPPLEMENTAL HEATER - SUPPLEMENTAL HEATING AND PREHEATING

SOLID LINES = SUPPLEMENTAL HEATING MODE (PREHEATING PERFORMED WITH ENGINE SUPPLEMENTAL HEATER)
* ALL PRESSURES LISTED WITHOUT RADIATOR PRESSURE CAP 1900 RPM -
PRESSURES WITH RADIATOR PRESSURE CAP ON WILL BE 1 bar HIGHER
37891
Figure 18-3 Design Option for Supplemental Heating Systems for Jacket Water
and Intercooler Coolant Heaters

Supplemental heating units should be activated by their own internal thermostats. They should
work in conjunction with the radiator shutter and engine thermostats. See Figure 18-4 for the
recommended activation temperatures for radiator shutters and supplemental heating devices.
The fan control and engine thermostat ranges are also noted for clarity of operating logic.
INTERCOOLER COOLANT TEMPERATURE (°C)
INTERCOOLER
INTERCOOLER SUPPLEMENTAL HEATER
DDEC INTERCOOLER SHUTTER CON ROL
INTERCOOLER THERMOSTAT
DDEC INTERCOOLER
FAN CONTROL
1
JACKET WATER JACKET
SUPPLEMENTAL WATER
HEATER
I
DDEC JACKET WATER SHUTTER CONTROL
(I NACTIVE UNTIL DEC. 1999)
JACKET TER THERMOSTAT
DDEC JACKET WATER FAN CONTROL

1 1
0 10 20 30 40 50 60 70 80 90 11 0
ENGINE COOLANT TEMPERATURE (°C)
37885
Figure 18-4 Thermostat Selection For Supplemental Heaters and Shutter

Control
Supplemental heating systems must have an activation switch that allows the heaters to be turned
off during warmer operating conditions. If this is not installed, it is possible for the intercooler
heater to turn on in warm weather when it is not required.

7SA4000 9801 Copyright @ 1998 DETROIT DIESEL COPORATION 18-7
18.3 WINTERFRONTS
Winterfronts are not required under most operating conditions with a properly designed cooling
system. Some operators reduce the airflow through the radiator during cold weather operation to
increase engine operating temperature. Consider on/off fans and shutters if long term idling
during severe cold weather is necessary.
Improperly used winterfronts may cause excessive coolant, oil, and charge air temperatures. This
condition can lead to reduced engine life, loss of power, and poor fuel economy. Winterfronts
may 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 area
in the center of the grill should remain open at all times. All monitoring, warning, and shutdown
devices should be properly located and in good working condition. Consideration should be
given to implementing a higher idle speed and/or shutters prior to implementing winterfronts.
18.4 ENGINE COMPARTMENT CURTAINS

Engine compartment curtains capture radiated heat from the engine and provide a warmer
environment for the engine. Implementation of curtains and/or baffles should be tested to verify
that they will not interfere with the cooling of the engine during the highest expected ambient
temperature conditions.
18.5 SHUTTERS
Radiator shutters provide an additional means of preventing heat loss from the engine in cold
climates. By closing the shutters in cold weather operation, the fan will not be able to move air
across the radiator or engine compartment. The result is a warmer engine.
Recommended radiator shutter activation temperatures may be seen in the previous illustration
(see Figure 18-4). Note that there are two activation points, one for the Jacket Water and one for
the Intercooler. DDEC IV provides a digital output feature (refer to section 18.7, "Cold Engine
Operation Digital Output") for activation of the radiator shutters.
Radiator shutters must have an off/on switch that will prevent unnecessary operation during the
warmer months. Without the switch, the shutters may open and close in the warm weather when
they are not required.
All radiator shutters must be designed to be normally open so the shutters will allow full airflow
to the engine if there is any electrical failure.

If radiator shutters are activated by a pneumatic cylinder, it is recommended that an alcohol

injection system be used in the air system. The intention is to prevent ice from forming in the
cylinder and the consequent disabling of the shutter mechanism.
See Figure 18-5 for a typical wiring schematic for DDEC shutter control.
DDEC IV ECM
OPTIONAL
SHUTTER AIR SUMMER
CONTROL CONDITIONING WINTER
RELAY INTERLOCK SWITCH
GROUND —1101— 41 1.0--AC ON SUMMER

II WIRE 563M
DIGITAL OUTPUT #37 - AC OFF
• POWER
(+24V)
COLD ENGINE
WINTER
CLOSE SHUTTERS
TO SHUTTER OIL PRESSURE
ACTUATOR
SHUTTERS OPEN
(NORMALLY OPEN)
37886
Figure 18-5 Shutter Control Schematic
18.6 HIGH IDLE SPEED OPTION

The High Idle Speed option is used to maintain engine coolant temperatures during extended idle
periods in cold ambient conditions. Higher engine idle speeds create more friction heat in the
engine to aid in keeping the engine warm. The drawback to this feature is the increased fuel
consumption during the periods of high idle. However, the system is very simple and easy to
maintain.
This option must include:
q Park Brake Interlock
q Propulsion Selector Switch Interlock
q Summer/Winter switch to disable option during warm weather
NOTE:
Consult the OEM before wiring the High Idle Speed option.

High idle is activated by a relay using the DDEC Cold Engine Operation feature (digital output,
function number 37) (see Figure 18-6). The resulting engine speed is programmable with either
the DDR or DDDL to set the Alternate Minimum VSG (digital input, function number 16) value
to a maximum engine speed of 1050 RPM. If higher speeds are required to crate more frictional
heat, please contact your MTU/DDC application engineer.
DDC RESPONSIBILITY OEM RESPONSIBILITY
VEHICLE i
DDEC IV INTERFACE I HIGH FEATURE PROPULSION PARK
ECM HARNESS: IDLE ON/OFF SELECTOR BRAKE
CONNECTOR RELAY SWITCH SWITCH INTERLOCK
FORWARD
REVERS
WIRE 563M •
POWER
NEUTRAL
DIGITAL OUTPUT • (+24V)
#37 - COLD ENGINE 68
WIRE 542M
DIGITAL INPUT #16 -
ACTIVE
• 11i GROUND
ALT. MIN. VSG
INACTIVE
37887
Figure 18-6 High Idle Speed Option Schematic

18.7 "COLD ENGINE OPERATION" DIGITAL OUTPUT

DDEC IV is able to activate cold weather systems by using a specially designed digital output
called "Cold Engine Operation" (function number 37). This feature provides a signal to the
control system when the engine is operating below the set parameters for minimum engine
operating temperature. See Figure 18-7 for the basic logic of the system.
POSSIBLE CONTROL
OPTIONS
DDEC IV ECM
HIGH IDLE SPEED
SHUTTER CONTROL
WIRE 563M
Ai COOLANT HEATER
GROUND DIGITAL OUTPUT #37 - COLD ENGINE CONTROL
37888
Figure 18-7 Cold Engine Operation Logic

The current "Cold Engine Operation" logic is designed to monitor four different engine
temperatures:
q Engine Coolant Out - Jacket Water
q Intercooler Coolant Out - Intercooler
q Air Intake Manifold
q Engine Lube Oil
Any one of these temperatures can activate the signal. This signal can then be used to activate a
higher idle speed, open and close radiator shutters, or turn on a coolant heater. See Figure 18-8
for the current program values for activating and deactivating the shutters. These values
correspond with values shown in Figure 18-4.
NOTE:
Values in the ECM calibration may need to be modified to activate a
heater or raise the idle speed.
DDEC IV ECM
ENGINE JACKET WATER TEMP ACTIVE < 71°C

INACTIVE UNTIL DEC. 1999 INACTIVE > 74°C
GROUND WIRE 563M
DIGITAL
OUPTPUT
ENGINE INTERCOOLER TEMP n ACTIVE < 25°C #37 - COLD
ENGINE
INACTIVE > 28°C
AIR INTAKE MANIFOLD TEMP • ACTIVE < -15°C

INACTIVE UNTIL DEC. 1999 INACTIVE > -12°C
ENGINE OIL TEMP ACTIVE < -40°C

INACTIVE > -37°C
37889
Figure 18-8 Values for Activating and Deactivating Shutters

DETROIT DIESEL to
Engine Service Fluid and Filter
Requirements
DO C/MTU Series 2000TM

MTU/D DC Series 4000TM
1999 Detroit Diesel Corporation. Al rights reserved. Detroit Diesel, Spinning Arrows Design and Power Cool are registered trademarks of Detroit Diesel Corporation.
Series 2000 and Series 4000 are trademarks of Detroit Diesel Corporation. MTU is a registered trademark of MTU Motoren- and Turbinen-Union Friedrichshafen GMBH. Fuel Pro and Sea Pro
are registered trademarks of Davco Manufacturing, L.L.C.
7SE273 9903 As technical advancements continue, specifications may change. Printed in U.S.A.
Introduction Engine Oil Selection
These specific requirements cover the selection of The selection of the proper engine oil for use in the
engine fuels, lubricants and coolants for engines Series 2000 and Series 4000 engines is dependent
manufactured and marketed jointly by MTU Motoren upon fuel quality, oil drain interval, and the geographic
-und Turbinen Union-Friedrichshafen (MTU) and location in which any such engine will be operated. At
Detroit Diesel Corporation (DDC) as Series 4000 and the present time, no single industry performance
Series 2000 engines. These requirements are not definition exists worldwide which can address each of
intended to apply to engines manufactured and these criteria, therefore the correct engine oil must
marketed specifically by each company. Since the meet both European (ACEA) and U.S. (API)
engines are manufactured in Germany and the United performance requirements. Listed in Table 1 are the
States, and marketed worldwide, the fluids required general performance requirements for applications
for these engines must also meet worldwide operating with the recommended fuel quality listed in
specifications. This information is also available from Table 6.
MTU as publication A 060600/00.
Performance Oil
Performance Category 1 API CG-4 and ACEA E2-96
Performance Category 2 ACEA E3-96
Table 1. Engine Lubricating Oil Performance Requirements
The use of oils which do not meet the requirements In addition to meeting the performance requirements
listed in Table 1 is not recommended. In the event listed in Table 1, engine oil used in Series 2000 and
these oils cannot be found, then engine oils meeting Series 4000 engines must also meet the chemical and
ACEA E1-96 and API CF, or API CF-4 may be used, physical properties and bench test requirements listed
provided they have been reviewed and approved for in Table 2.
use by DDC or MTU. Their use will require a reduction
in oil drain interval.
Characteristic Test Method Limit

Alkalinity (TBN) 1 ASTM D 2896 > 8.0 mg KOH/g Minimum
Shear Stability ) ASTM D 6278 or CEC-L-14-A-88 Stay in Grade
Deposit Test 2 MN 5040 110 mg Maximum
Evaporative Loss (NOACK) 3 ASTM D 5800 or CEC-L-40-A-93 15% Maximum

lUse of an oil outside this range requires a field test with written review and approval by DDC and MTU.
2
Required for multigrade oils used in closed crankcase applications. Required for Category 2 oils.
3
Applies to Category 1 oils only. For Category 2, follow the requirements of E3-96.
Table 2. Engine Lubricating Oil Chemical Physical Properties and Bench Test Requirements
1
Engine Oils Meeting Series 2000 and Series 5, and 6. It is the customer's responsibility to verify
4000 Lubrication Requirements that the product meets DDC and MTU requirements.
To assist in identifying the engine oils that meet This is not a complete listing of approved products,
these requirements, a survey was conducted by and failure of the lubricant to perform as expected is
DDC and MTU. The results are listed in Tables 3, 4, not considered part of the normal engine warranty.
Market Area
co as cc
c.) 0 c)
r. . 17 r. cri
.—
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E E E a 1-. 9
Oil Company Product Name# Viscosity TBN < < < 2 .S2 in .E
• = Cl) ii-
Grade ictiOw <<<
Gulf Oil International Gulf Supreme Duty LE 40 9.3 X
Mobil Oil Corporation Mobil Delvac 1340 40 14.8 X
# The product names listed in this column are the registered trademarks or trademarks of their respective
manufacturers or product licensors.
Table 3. Monograde Category 1 Oils Meeting DDC / MTU Series 2000 and MTU / DDC Series
4000 Requirements
Market Area
ca as co
c.) 0 c.)
.
i: . 17 1: ._
0 0 0
EE E E ,-
Tti
, ct3)
Oil Company Product Name# Viscosity TBN < < < a= ._
co
u) •r.
Grade i vi 6 LE < < Zi
Abu Dhabi National Oil Adnoc Extra Super Engine Oil 40 10.0 X X X
Abu Dhabi National Oil Adnoc Extra Super Plus Engine Oil 40 11.0 X X X
Conoco, Inc. Hydroclear Power D 40 12.1 X
Detroit Diesel Corp. POWER Guard Gold 40 14.5 X X X X X X X
Egen DieseLube 630 30 12.0 X
Elf Performance Super D 30, 40 9.3 X
Elf Disola MT 30, 40 9.3 X
Mobil Oil Corporation Delvac HP30 / HP40 30, 40 11.4 X X X X X X
Mobil Oil Corporation Mobilgard 1 SHC 40 14.5 X X X X X X X
Pennzoil Supreme Duty SAE 40 40 12.7 X
Note: Monograde Category 2 oils also satisfy the requirements of Category 1.
Table 4. Monograde Category 2 Oils Meeting DDC / MTU Series 2000 and MTU / DDC Series
4000 Requirements
2
Market Area
co co a,
0 0 0
0 w 0 0 To
E E E a 1_ co
Oil Company Product Name# Viscosity TBN < < < 2 2 tn. .2
Grade i u i d a 4) •: Zi
(
76 Products Co. 76 Royal Triton QLTA 15W-40 15W-40 11.5 X

BP Australia, Ltd. Vanellus C3 Multi 15W-40 10.8 X
Castro! Myndio Plus (1) 15W-40 9.0 X
Cenex, Inc. Viking X.D. 15W-40 15W-40 10.0
Cenex, Inc. Superlube XL 15W-40 15W-40 10.0 X
Clark Oil Great Plains All Fleet HD 15W-40 10.0 X
Chevron Products Co. Delo 400 Multigrade 15W-40 11.3 X
Chevron Products Co. RPM Heavy Duty Engine Oil 15W-40 9.3 X
Conoco, Inc. HD Fleet Supreme 15W-40 9.2 X X X
Conoco, Inc. HD Fleet Supreme HI TBN 15W-40 10.3 X X X X X X
D-A Lubricants D-A Extra Treat Diesel Oil III 15W-40 11.1 X
Equilon Enterprises, L.L.C. Texaco Ursa Super Plus 15W-40 9.5
Esso Essolube XT 331 (1) 15W-40 10.5 X
Esso Essolube XT 301 (1) 15W-40 11.0 X
Farmland Super TMS Plus 15W-40 10.0 X
Gulf Oil International Gulf Supreme Duty LE 15W-40 9.3 X
Imperial Oil Limited Essolube VM 15W-40 15W-40 10.5 X
Mobil Oil Corporation Delvac 1300 Super 15W-40 11.8 X X
Mobil Oil Corporation Delvac HP 15W-40 11.4 X X X X X X
Mobil Oil Corporation Delvac MX 15W-40 10.1 X X X X X X
Petrobras Distributors S.A. Lubrax Top Turbo 15W-40 10.6 X X
Petro Canada Euro Canadian Gold 15W-40 15W-40 13.4 X
SF Services, Inc. SF Super TDA 15W-40 10.0 X
Shell International Pet. Co. Shell Rimula Super CH-4 15W-40 11.1 X X X X X X
Sun Company Inc. Dieselube XL 15W-40 10.0 X
Tennessee Farmers Co-Op AG Protection 15W-40 10.0 X
U.S. Oil Co. Diesel Supreme Gold 15W-40 15W-40 10.0 X
Valvoline Company Valvoline Premium Blue 15W-40 15W-40 10.5 X
(1) May be used in closed crankcase systems. All others for open crankcase systems only.
Table 5. Multigrade Category 1 Oils Meeting DDC / MTU Series 2000 and MTU / DDC
Series 4000 Requirements
3
Market Area
co Co Co
o 0 o
1-:
.
.c c. co
._
co 0 a) 0 To
ae . . ?x zi
E E E Q. &-. co
Oil Company Product Name# Viscosity TBN < < < .03 6 .
.2
Grade i co 6
Castrol Ltd. Castrol Dynamax 10W-40 17.4
Castrol Ltd. Castrol Syntruck 5W-40 17.4 X
Chevron Products Co. Chevron Euro 3 15W-40 10.2 X X
Conoco, Inc. Hydroclear Power-D 15W-40 15W-40 12.1 X
Equilon Enterprises, L.L.C. Texaco Ursa Premium TDX 15W-40 11.3 X
Exxon Oil Company Formulation 1820 Engine Oil 15W-40 10.5 X
Imperial Oil Ltd. Essolube VM 40 15W-40 10.5 X
Mobil Oil Corporation Delvac 1 5W-40 10.5 X X X X X
Mobil Oil Corporation Delvac 1 SHC 5W-40 16.4 X X X X X X
Mobil Oil Corporation Delvac XHP Extra 10W-40 16.0 X X
Pennzoil Supreme Duty 15W-40 15W-40 12.7 X
Shell Canada Products, Ltd. Shell Fleet T2, 15W-40 15W-40 10.3 X
Shell International Pet. Co. Rimula Ultra 10W-40 17 X X X X X X
5W-30
Note that oils previously identified in MTU publication A001061/20 may not meet the lubrication requirements of
Series 2000 and Series 4000 engines.
Table 6. Multigrade Category 2 Oils Meeting DDC / MTU Series 2000 and MTU / DDC
Series 4000 Requirements
4
Viscosity Grade Selection Single grade SAE 30 and SAE 40 oils are preferred
where crankcase ventilation is closed to the
Viscosity grade selection is based on the ambient atmosphere and ambient temperature is above 0°C
temperature in which the engine will be started and (32°F), such as marine and certain industrial engine
operated, engine application, and oil availability. applications. Multigrade oils are recommended in
Depending upon the application, Series 4000 and open crankcase ventilation systems, such as off-
Series 2000 engines will operate satisfactorily with highway heavy-duty vehicle applications. If multigrade
either single or multigrade oils when matched to the oils are to be used in closed crankcase ventilation
proper performance criteria. The recommended systems, they must pass the MTU test method MTV
viscosity grades for ambient temperature conditions 5040, "Deposit Forming Tendency of Engine Oils."
are shown in the following illustration (see Figure 1). Failure to pass this test may result in the formation of
deposits in the air intake system and performance
concerns.
°C
+40 — +104
+35 — — +95
+30 — – — +86
+25 — 0 — +77
+20 — –
co — +68
+15 — – u.1 +59
CO
0
+10 — – 0) +50
w
+5 — +41
co
+0 +32
UJ
-5 - — +23
- 10 - co — +14
- 15 - — +5
- 20 — -4
- 25 — -13
C
29851
1
SAE 30 and 40 grade oils must contain additive technology which meets the recommended ACEA or API performance listed in Table 1. That
performance may be based on equivalent multigrade formulations, provided the multigrade oil does not contain a multifunction viscosity modifier.
2
Must meet Performance Category 2 requirements.
Figure 1. Viscosity Grade Selection
5
Oil Drain Interval
Listed in Table 7 and Table 8 are the recommended oil
drain intervals when operating with fuel containing
normal levels of sulfur (below 0.5%).
Oil drain intervals are the shorter of the recom-
mended engine operating hours shown or overall time.
Extension of these oil drain intervals is not
recommended.
Series 4000 Engines - All Applications

Performance Category Maximum
1 250 hours or 2 years, whichever comes first
2 500 hours or 2 years, whichever comes first
Note: Oil filters must be changed and the centrifugal oil filter serviced at an interval not to exceed 250 hours.
Table 7. Series 4000 Engine Oil Drain Intervals
Series 2000 Engines

Performance Category Marine Construction/Industrial
1 250 hours or 1 year 500 hours or 1 year, whichever comes first
2 500 hours or 2 years 1000 hours or 1 year, whichever comes first
Note: For model 7K06 generator set the drain interval is 250 hours or 1 year, whichever comes first. When used as a
standby generator set with low usage, the drain interval may be extended to 2 years with an acceptable oil
analysis result.
Table 8. Series 2000 Engine Oil Drain Intervals
6
The Use of High Sulfur Fuel
The use of fuel with a sulfur content above 0.5%
requires the use of an engine oil with a TBN (ASTM D
2896) above 8 and a reduction in oil change interval to
one-half the normal oil drain recommendation or, if
used oil analysis is performed, a reduction to one-half
the new oil TBN. See Figure 2 for new oil TBN
selection and the minimum used oil TBN at oil drain.
The use of fuel with a sulfur content above 1.0% may
require a further shortening of the drain interval.
20
Recommended Minimum
New Oil TBN
15
10
Minimum Used Oil
TBN at Drain
5
MP •• • • • • r 0
0
00 05 10 15
Fuel Sulfur Content, % mass
28978
Figure 2. New Oil Total Base Number Selection Based on Fuel Sulfur Content
In addition to TBN, other factors such as engine condition and operational requirements may also
determine proper oil service life.
7
Used Oil Analysis single oil sample analysis should be considered
abnormal without other historical information about
A used oil analysis program is recommended for the engine or the oil. An abnormal result under these
monitoring crankcase oil in Series 2000 and Series
circumstances indicates a need for an immediate
4000 engines. Used oil samples should be taken at a investigation and correction of the abnormality
minimum when the oil is changed, more often identified. The engine should never be disassembled
depending upon the engine service and application. based on a single used oil analysis.
The tests and limits listed in Table 9 indicate when a
Condition
Test Methods Measured Limit Value
Precautionary Mandatory
Action Action
Viscosity at 100°C, cSt ASTM D445 Engine & Oil SAE 30
Maximum DIN 51562 SAE 5W-30 14.0 16.0
SAE 10W-30
SAE 40
SAE 10W-40 18.0 20.0
SAE 15W-40
Viscosity at 100°C, cSt ASTM D445 Engine & Oil SAE 30
Minimum DIN 51562 SAE 5W-30 8.0 7.0
SAE 10W-30
SAE 40
SAE 10W-40 11.5 10.0
SAE 15W-40
Pentane Insolubles, ASTM D893 Engine Maximum 25
Mass DIN 51365 Combustion
Total Base Number ASTM D2896 Oil 5 0% of new oil value
ISO 3771
Water, % Vol, Max. ASTM D1744 Engine 0.2 0.3
Fuel Dilution, % Vol. ASTM D3524 Engine Maximum 1.0 2.5
Glycol, Max. ASTM D2982 Engine Negative
DIN 51375
Flash Point, ASTM D92 Engine & Oil Minimum 190 180
COC, °C ISO 2592
The Limit Values are based on a single oil sample taken by an accepted sampling method.
1. Precautionary Limit - A used oil sample returning a result in this range should be resampled to confirm the test
result.
2. Mandatory Limit - A used oil sample result in this range indicates the need for an immediate oil and filter change
and corrective action. Never tear down an engine based on only a used oil analysis result. Always confirm any
necessary corrective actions by mechanical testing of the engine before any disassembly.
Table 9. Used Lubricating Oil Analysis Abnormal Condition Limits
8
Diesel Fuel Selection Series 2000 and Series 4000 engines are designed to
operate on most diesel fuels marketed worldwide.
The quality of fuel used is a very important factor in Listed in Table 10 are the properties and ranges for the
obtaining the satisfactory engine performance, long characteristics of fuels which will provide satisfactory
engine life, and acceptable exhaust emissions levels. engine performance.
General Fuel Classification Limit ASTM ISO
Specific Gravity 15°C 0.810 g/ml minimum D 1298 3675

0.860 g/ml maximum
API Gravity, @ 60°F 33 minimum D 287
43 maximum
Viscosity at 40°C 1.3 mm 2/s minimum D 445 3104
4.5 mm 2/s maximum
Sulfur (See Note 1) 0.5 mass % maximum D 2622 EN 24260
Distillation Temperature:
Initial Boiling Point (IBP) 160 - 200°C Typical D 86 3405
50% 225 - 275°C Typical
95% 360°C maximum
Recovery 97% minimum
Cetane Number 45 minimum D 613 5165
Cetane Index 42 minimum D 4737 4264
Total Contamination 24 mg/kg maximum DIN 51419
Water & Sediment 0.05 vol. % maximum D 2709
Ash 0.01 mass % maximum D 482 6245
3
Oxidation Stability 25 g/m maximum D 2274
Carbon Residue on 10% 0.3 mass % maximum D 189 10370
Distillation Residue
Copper Corrosion Class.: la D 130 2160
3 hr at 50°C
Flash Point (See Note 2) D 93 2719
Filter Plugging Point (See Note 3) D 4359 309
Lubricity 0.46 mm maximum D 6079 12156
(See Note 4) 3100 gm minimum D 6078
1)Sulfur levels above 0.5% require the use of a high TBN engine oil and reduced oil drain intervals. See Figure 2.
2) The flash point temperature is a safety related property which must be established according to applicable local
requirements.
3) It is the fuel supplier's responsibility to provide a fuel with adequate low temperature operability for the
geographic region and conditions anticipated to assure proper engine operation.
4) This requirement may be satisfied by either of the test methods and limits. The lubricity of the fuel must be
sufficient to prevent fuel injection system failures.
Table 10. Diesel Fuel Selection Criteria
9
Fuel Additives Although such blends purport to reduce exhaust
emissions particulates, they increase engine exhaust
Series 2000 and Series 4000 engines are designed to NOx content. They also tend to have poorer thermal
operate satisfactorily on a wide range of diesel fuels. stability and may deteriorate engine oil TBN more
Many of these fuels already contain performance rapidly than wholly petroleum-based diesel fuels. Use
additives. Supplemental additives are not recom- of biodiesel fuels may require the use of Category 2
mended and may cause damage to fuel injection oils at one-half the normal recommended oil drain
system components. Such damage would not be intervals. These fuel blends have not been fully
covered under the manufacturer's standard limited evaluated relative to diesel fuel system durability or
warranty. engine oil effects.
Biodiesel Fuels Other Fuels

Biodiesel fuels may be produced from a wide variety of Fuel oils classified as Burner fuels, Jet fuels, and
sources and may be used in Series 2000 and Series others may be used in Series 2000 and Series 4000
4000 engines if they are derived from soy methyl ester engines provided they meet the requirements listed in
(SME) and rape methyl ester (RME) and are blended to Table 10, "Diesel Fuel Selection Criteria." Fuels of a
a maximum of 20% by volume in diesel fuel. The lower specific gravity generally contain a lower specific
resulting blend must meet the properties listed in Table heat content and will likely result in a reduction in
10, "Diesel Fuel Selection Criteria." engine power.
10
Filter Selection
The filters listed in Table 11, Table 12, Table 13, Table
14, Table 15, and Table 16 are required on Series
2000 and Series 4000 engines.
Filter Type DDC Service Part Number

Full Flow 5361840001
Full Flow 23550401
Table 11. Series 2000 and Series 4000 Lubricating Oil Filter Requirements (All Applications)

Primary Spin-on 23518528
Secondary Spin-on 23518529
Table 12. Series 2000 Construction and Industrial Fuel Filter Requirements

Fuel Pro® 40 Primary 23512631
Secondary Spin-on 23518529 (2 used)
Table 13. Series 4000 Construction and Industrial Fuel Filter Requirements

Primary Spin-on 23518168
Table 14. Series 2000 Marine Fuel Filter Requirements

Sea Pro® 600 (30 micron filter) Primary 23519405
Table 15. Series 4000 Marine Fuel Filter Requirements

Sea Pro® 600 (20 micron filter 23519404
Water-in-fuel Sensor Kit 23518182
Table 16. Series 2000 and Series 4000 Optional Service
Fuel Pro® and Sea Pro® are registered trademarks of Davco Manufacturing, L.L.C.
11
Engine Coolant Selection Water Quality Requirements
The selection of proper coolant is important to ensure To minimize corrosion and deposit formation the use
cooling system protection for Series 2000 and Series of distilled or deionized water is recommended. If that
4000 engines. These specific requirements reflect is not available, the water used must meet the
years of experience, technology research, and requirements listed in Table 17.
product development.
The coolant used in Detroit Diesel engines must Characteristic Value
meet the following basic requirements: Total Hardness 140 ppm, maximum
n Provide an adequate heat transfer medium. pH 6.5 — 8.0 maximum
n Protect against cavitation damage to both cylinder Chloride 100 mg/L maximum
liners and water pumps. -
Total Cl + SO4= 200 mg/L maximum
n Provide a corrosion/erosion-resistant environment.
Total Dissolved Solids 340 ppm maximum
n Prevent formation of scale or sludge deposits.
n Be compatible with cooling system hose and seal
Table 17. Water Quality
materials.
n Provide adequate freeze protection. Specific Recommendations
The use of engine coolants which are different from
those listed in Tables 18, 19, 20 and 21 require prior
approval by DDC and MTU before they can be used in
Series 2000 and Series 4000 engines.
Manufacturer Product Name Initial Fill Maintenance

Detroit Diesel POWER Cool® 3000 3% Volume POWER Cool Plus Add POWER Cool 3149 to
Corporation P/N 23507855 and and 3% Volume POWER Cool maintain 800 to 2400 ppm
POWER Cool 3149 3149 Nitrate
(P/N 23518072)
Detroit Diesel POWER Cool Plus 6000 7% Volume POWER Cool Plus Add 3% volume POWER
Corporation P/N 23507855 6000 Cool Extender (P/N
23519400) @ 2 yrs or
5,000 hours, whichever
comes first
Table 18. Recommended Water Solutions for Construction and Industrial Applications
• See related notes on page 14.
12
Manufacturer Product Name# Initial Fill
Aral Lubricants Aral Antifreeze Extra 50% Volume in Water
Aral Antifreeze T
Avia Minerald AG Avia Frostschutz 50% Volume in Water
Avia Antifreeze APN
BASF Glysantin G03 = BASF Kuhlerschutz GO1 50% Volume in Water
Glysantin G05 = Glysantin Antikorrosion
Glysantin G48 = Glysantin mit Protect Plus
BP BP Antifrost X 2270 A 50% Volume in Water
BP Chemicals Napgel C2270/I 50% Volume in Water
Bremin Minerakil Glyco Star nitritfrei 50% Volume in Water
Clarinant Genatin super 50% Volume in Water
Detroit Diesel Corporation POWER Cool Prediluted P/N 23518918 100% by Volume
Detroit Diesel Corporation POWER Cool Plus Prediluted (P/N 23519398) 100% by Volume
Dow Europe Antifreeze 007/400 F 50% Volume in Water
Dow D452/1993
Elf Lubricants Glacelf SX 40% Volume in Water
Coolelf SX
Fuchs Ecofreeze Longlife Typ H2 NF 50% Volume in Water
Kraft Refrigerante ACU 2300 50% Volume in Water
Mobil Schmierstoff Frostschutz 600 50% Volume in Water
Shell Chemicals Europe Glyco Shell 50% Volume in Water
Table 19. Recommended Antifreeze Solutions for Construction and Industrial Applications
Manufacturer Product Name Initial Fill Maintenance

Detroit Diesel POWER Cool Plus 6000 7% Volume POWER Cool Add 3% volume POWER
Corporation P/N 23507855 Plus 6000 Cool Extender (P/N
23519400) @ 2 yrs or
5,000 hours, whichever
comes first
Table 20. Recommended Water Solutions for Marine Applications
13
Manufacturer Product Name# Initial Fill
Aral Lubricants Aral Antifreeze Extra 35% Volume in Water
Aral Antifreeze T
Avia Mineral! AG Avia Frostschutz 35% Volume in Water
Avia Antifreeze APN
BASF Glysantin G03 = BASF Kuhlerschutz G01 35% Volume in Water
Glysantin G05 = Glysantin Antikorrosion
Glysantin G48 = Glysantin mit Protect Plus
BP BP Antifrost X 2270 A 35% Volume in Water
BP Chemicals Napgel C2270/I 35% Volume in Water
Bremin Minerald Glyco Star nitritfrei 35% Volume in Water
Clarinant Genatin super 35% Volume in Water
Detroit Diesel Corporation POWER Cool Prediluted (P/N 23518918) 75% by Volume
Dow Europe Antifreeze 007/400 F
Dow D452/1993
Elf Lubricants Glacelf SX 40% Volume in Water
Coolelf SX
Fuchs Ecofreeze Longlife Typ H2 NF 35% Volume in Water
Kraft Refrigerante ACU 2300 35% Volume in Water
Mobil Schmierstoff Frostschutz 600 35% Volume in Water
Shell Chemicals Europe Glyco Shell 35% Volume in Water
Table 21. Recommended Antifreeze Solutions for Marine Applications
Notes to Tables 18, 19, 20 and 21:

• A water solution is the preferred engine coolant for marine applications where the raw water (seawater)
temperature is above 27°C.
• The recommended water quality is deionized water or as listed in Table 17.
• The use of coolant "filters" is not recommended in Series 2000 and Series 4000 engines.
14
Field Testing for Demonstration • Test Oil Drain and Filter Change Interval -
of Satisfactory Engine Oil Category 1 oil - 750 hours
Performance Category 2 oil - 1500 hours
Although the engine oil requirements provided in this • Monitor pressure drop (dP) across the oil filter during
publication are intended to cover most engine the service interval. It should not be higher than 65
operating conditions with engine oils which are kPa.
available in the marketplace worldwide, there may be • Engine and Oil Condition Monitoring - Used Oil
circumstances where these requirements cannot be Analysis every 100 hours.
satisfied. For example, a new engine application, fuel
type, or new engine oil technology may require the use • End of Test Engine Inspection of Components
of an engine oil not covered in these requirements. In n Pistons for crownland and ring belt deposits
these circumstances it will be necessary to n Ring face wear
demonstrate the compatibility of the lubricant with the n Cylinder Liner bore polish in percent of the ring
engine in that application. The application selected travel area
should be the same as the final intended use. n Bearings for overlay removal and wear reported
The following outlines a recommended field test plan in % area
which may be used by an oil company or a customer n Rocker covers and Oil Pan for sludge
for this purpose.
• Satisfactory performance is demonstrated when the
Field Testing Guidelines inspected components condition are equivalent or
better on average with the candidate test oil than
The performance of the test oil is compared with the with the reference oil.
performance of a reference oil which meets Series
2000 / Series 4000 engine oil requirements. • Engine damage as a result of a failure of the oil to
perform would not be considered a product defect
• Number of units to be tested: and would, therefore, not be the responsibility of
Marine -1 unit on reference oil and 1 unit on DDC or MTU.
test oil. It is recommended that the results of such field testing
Construction and Industrial -1 unit on reference oil be reported to DDC and MTU engineering, and a
and 3 units on test oil. written confirmation of the claimed performance be
obtained.
• Test Duration - 5000 hours for C&I applications /
1500 hours for Marine Applications
15
NOTES
16
NOTES
17
A
DICIC/MTU
13400 Outer Drive, West / Detroit, Michigan 48239-4001
CERTIFIED ORGANIZATION
9000
Telephone 313-592-5000 ^ORO
www.detroitdiesel.com
© 1999 Detroit Diesel Corporation. Al rights reserved. Detroit Diesel, Spinning Mows Design and Power Cool are registered trademarks of Detroit Diesel Corporation.
Series 2000 and Series 4000 are trademarks of Detroit Diesel Corporation. MTU is a registered trademark of MTU Motoren- and Turbinen-Union Hiedrichshafen GMBH. Fuel Pro and Sea Pro
are registered trademarks of Davco Manufacturing, L.L.C.
7SE273 9903 As technical advancements continue, specifications may change. Printed in U.S.A.
DETROIT DIESEL
Coolant Selections
For Engine Cooling Systems

Table of Contents
Page No.
Glossary ...................................................................................................... 1
Initial Fill Coolant Options Table ....................................................................... 2
Coolants for Detroit Diesel Engines ................................................................. 3
Detroit Diesel Engine Initial Fill Coolants .......................................................... 3
Ethylene Glycol / Water + SCA Inhibitor ........................................................... 3
Propylene Glycol / Water + SCA Inhibitor ......................................................... 3
Mixing EG or PG Antifreeze and Water ............................................................. 4
Recycled Antifreeze ...................................................................................... 5
Ethylene Glycol / Water + NOAT Inhibitor ......................................................... 6
Propylene Glycol / Water + NOAT Inhibitor ........................................................ 6
Water Only + SCA (POWER COOL® 3000) ....................................................... 6
Water Only + NOAT Inhibitor (POWER COOL Plus 6000) ................................... 6
Water Requirements ..................................................................................... 7
Coolants Not Recommended ......................................................................... 8
Additives Not Recommended ......................................................................... 8
Maintenance ................................................................................................ 9
Topping Off Coolant ...................................................................................... 9
Supplemental Coolant Additives For Fully Formulated Coolant ........................... 9
Silicate-Free SCAB for Series 149 and Series 4000 Construction and
Industrial Engines ......................................................................................... 10
SCA Test Procedures ..................................................................................... 10
POWER COOL Need Release Coolant Filters ................................................... 12
Drop-Out ..................................................................................................... 12
Coolant Extender Inhibitor Additive For "NOAT" Coolant ................................... 12
Detroit Diesel Cooling System Maintenance Products ........................................ 13
Summary of Coolant Recommendations .......................................................... 14
Warranty Information ..................................................................................... 15
POWER COOL Engine Products ..................................................................... 16
Initial Coolant Inhibitor Dosage and Maintenance Dosage For IEG,
IPG, and Water-Only Systems ........................................................................ 18-19
© Copyright 1998 Detroit Diesel Corporation. All rights reserved. Detroit Diesel, Detroit Diesel with
Spinning Arrows Design, Series 50, Series 60, POWER COOL, and PowerTrac are registered trademarks
of Detroit Diesel Corporation. DDC, Series 55, Series 92, Series 2000, Series 4000, and POWER Guard
are trademarks of Detroit Diesel Corporation. Printed in U.S.A.
Glossary OAT
Organic Acid Technology, an inhibitor system
Antifreeze based on organic acid inhibitors instead of con-
Ethylene Glycol or Propylene Glycol containing ventional inhibitor formulations.
a corrosion inhibitor package and which meets
an appropriate heavy-duty specification, i.e., SCA
TMC RP-329 "Type A" ethylene glycol, TMC RP- Supplemental Coolant Additives. SCAs are used
330 "Type A" propylene glycol or TMC RP- 338 in a preventative maintenance program to pre-
organic acid ethylene glycol.* vent corrosion, cavitation, and the formation of
deposits.
Coolant
The fluid mixture circulating in the engine cool- TMC
ing system, typically a mixture of 50% water and The Maintenance Council of The American
50% antifreeze. Trucking Association.
Drop-Out Coolant Fill Options

Precipitated sludge or deposit formation in or
on cooling system components. The coolants recommended for use in Detroit
Diesel engines are listed in Table 1. Refer to the
Fully Formulated Antifreeze bulletin for a complete explanation of their usage.
Contains all the necessary inhibitors to protect a
diesel engine, and does not, therefore, require a
pre-charge of SCA before its first use. NOTICE:
Required specifications for water, ethylene
Initial-Fill Coolant glycol, propylene glycol, inhibitor packages,
The coolant that is used in a new, or rebuilt, and inhibitor concentration are included in this
engine or any time the cooling system is emp- bulletin. To avoid possible engine damage from
tied and then refilled with new coolant. inadequate or over-concentrated coolant, this
bulletin should be read thoroughly before
NOAT replacing coolant.
Nitrite Organic Acid Technology, an inhibitor
system based on nitrite and organic acid
inhibitors instead of conventional inhibitor for-
mulations. NOTE: Coolant requirements in this publication
apply to all Detroit Diesel engines, except the
Series 40 and Series 40E.
*TMC RP Specifications are published by:

The Maintenance Council,
American Trucking Association, Inc.
2200 Mill Road
Alexandria, VA 22314-5388
Phone: 703-838-1763
1
Engine Coolant Fill Option Product
Series
50, 55, 60 Ethylene Glycol & Water + Corrosion Inhibitors 1 DDC POWER COOL
Commercial Equivalent of DDC POWER COOL Fully Formulated TMC RP-329 Type A
Antifreeze & Water
Propylene Glycol & Water + Corrosion Inhibitors Fully Formulated TMC RP330 Type A
Antifreeze & Water
Ethylene Glycol & Water + NOAT Inhibitors DDC POWER COOL Plus
Water Only + Corrosion Inhibitors 2 Water + DDC POWER COOL 3000
2
Water Only + NOAT Inhibitors Water + DDC POWER COOL Plus 6000
1
53, 71, 92 Ethylene Glycol & Water + Corrosion Inhibitors DDC POWER COOL
Commercial Equivalent of DDC POWER COOL Fully Formulated TMC RP-329 Type A
Antifreeze & Water
Propylene Glycol & Water + Corrosion Inhibitors Fully Formulated TMC RP330 Type A
Antifreeze & Water
2
Water Only + Corrosion Inhibitors Water + DDC POWER COOL 3000
2
1
149,2000, 4000 Ethylene Glycol & Water + Corrosion Inhibitors Fully Formulated TMC RP-329 Type A
(Except 2000/ Antifreeze & Water or DDC POWER COOL
4000 Marine)
Water Only + Corrosion Inhibitors Water + DDC POWER COOL 3149
2
2000 & 4000 Ethylene Glycol & Water + NOAT Inhibitors 3 DDC POWER COOL Plus
Marine
Water Only + NOAT Inhibitors 2 Water + DDC POWER COOL Plus 6000
'Preferred Coolant
2
Water-only coolant systems offer no freeze protection and should not be used where ambient temperatures can fall to 32°F (0°C).
3
1f the raw water temperature is over 80°F (27°C), do not use ethylene glycol. Use water only plus NOAT inhibitors.
Table 1 Initial Fill Coolant Options
2
Coolants for Detroit Diesel Engine
Detroit Diesel Engines Initial Fill Coolants
The intent of this bulletin is to provide the require- Table 1 lists the approved and preferred coolants
ments, directions and information required to ensure for each engine Series. This section details the
cooling system protection for Detroit Diesel engines. proper formulation of these coolants. Once in use,
These recommendations are general rules and these coolants should be maintained according to
reflect years of experience, technology research, procedures listed in the Maintenance Section of
and product development. Specific concerns not this brochure.
covered by this publication should be addressed to
your local Detroit Diesel representative. Ethylene Glycol / Water+
The coolant used in Detroit Diesel engines must SCA Inhibitor
meet the following basic requirements:
Propylene Glycol / Water+
n Provide an adequate heat transfer medium.
n Protect against cavitation damage to both cylinder SCA Inhibitor
li ners and water pumps.
n Provide a corrosion/erosion-resistant environment. These products are available as Fully formulated,
n Prevent formation of scale or sludge deposits. Phosphate-Free, Extended Service Interval (ESI)
n Be compatible with cooling system hose and seal coolants. They are commercially available from
materials. Detroit Diesel (recommended) and other manufac-
n Provide adequate freeze protection. turers, as either a concentrated antifreeze or as a
The rest of this bulletin will describe the require- pre-mixed antifreeze. The pre-mixed antifreeze is
ments for the proper usage of the water, ready for use, while the concentrated coolant must
antifreeze, and corrosion inhibitors. It will also be mixed with water prior to use. Do not use
describe the coolants and additives that are not this type of coolant in Series 2000 and
recommended by Detroit Diesel and have been 4000 marine engines.
proven harmful to Detroit Diesel engines.
3
Detroit Diesel POWER COOL Engine Coolant COOLANT FREEZING AND BOILING TEMPERATURES
(P/N 23512138) is the preferred ethylene glycol VS. IEG CONCENTRATION (SEA LEVEL)
coolant. If other commercial brands of ethylene 320 160

glycol are used, they must be equivalent to 300 1 149
POWER COOL. Detroit Diesel does not market a i
280 / 138
propylene glycol coolant. If a propylene glycol
260 ,' 127
coolant is used, it must also meet the requirements ...
240 .... .. *" 116
li sted below. , ..... '
220 — 104
Fully formulated ethylene glycol-based, low sili- —. — — - —
200 93
cate antifreeze or coolant must meet TMC RP-329
I
"Type A" requirements. Fully formulated propylene T
E 180 82 ,
M
glycol-based antifreeze or coolant must meet TMC M
p 160 71 p
BOILING POINTS E
RP-330 "Type A" requirements. Fully formulated R
A
140
FREEZING POINTS
60 R
A
antifreeze does not require a dosage of SCA prior T
u 120 49 T
u
to initial use. R
E 100
39 RE
(°F) 80 27 (°c)
Mixing EG or PG Antifreeze and Water 60 16
40 RECOMMENDED 4
If a concentrated Ethylene Glycol (EG) or 20
CONCENTRATION
RANGE 30-67% - 7
Propylene Glycol (PG) antifreeze is purchased, 0 -18
mix the antifreeze with water meeting the required
20 - 29
quality standards and fill the cooling system. Refer
- 40 - 40
to section titled Water Requirements. If a pre-
- 60 51
diluted, fully formulated coolant is purchased, sim- • •
•
- 80 - 62
ply fill the cooling system. For best overall • •
••
performance, a coolant consisting of 50% concen- - 90 • 68
tration of antifreeze (50% antifreeze, 50% water) is -100 73

0 10 20 30 40 50 60 70 80 90 100
recommended. An antifreeze concentration over
IEG CONCENTRATION (% BY VOLUME)
67% (67% antifreeze, 33% water) is not recom-
mended due to poor heat transfer, reduced freeze
Figure 1. Coolant Freezing and Boiling Tempera-
protection (IEG only), and possible silicate drop-
tures vs. Inhibited Ethylene Glycol (IEG)
out. An antifreeze concentration below 33% (33%
Concentration (Sea Level)
antifreeze, 67% water) offers too little freeze and/or
corrosion protection and is not recommended.
4
See Figure 1 for ethylene glycol-based coolant Boron 125 - 500 PPM
concentration versus freezing and boiling temper- Nitrite 800 - 2400 PPM
atures. See Figure 2 for propylene glycol-based Nitrate 200 - 750 PPM
coolant concentration versus freezing and boiling Silicon 50 - 250 PPM
temperatures. Always verify that the freeze point Phosphate 0 PPM Max.
and nitrite concentration of the antifreeze/water pH 8.0 - 11
mix are correct by using a Power Trac 3-Way Test Figure 3. Fully Formulated Glycol Coolant Limits
Strip. If chemical analysis is used, elements in the with TMC RP-329, RP-330, Chemistry Type A
coolant must fall within the limits shown below. (50/50 Coolant/Water Mixture)
See Figure 3.
Recycled Antifreeze
Antifreeze or coolant recycled by reverse osmosis,

PROPYLENE GLYCOL distillation, and ion exchange, properly re-inhibited to
IPG Boiling Point meet TMC RP-329 "Type A" or RP-330 "Type A"
190 374 requirements has been demonstrated to provide ser-
180 356 vice equivalent to virgin antifreeze. Recycled
e-,
170 338 antifreeze or coolants of these types are preferred.
160 320 Other recycled coolants, especially coolants recycled
co
150 302 u- through filtration processes, are not recommended.
140 266 0
130 248 a)
120 240 la
110 230
100 212
0 10 20 30 40 50 60 70 80 90 100
PG in Liquid, wt. %
IPG Freezing Point

0 32
-10 14
a)
-20 -4 171
0
E -30 -22 u.
a -40 -40 el
CI.
E
-50 -58
5 10 15 20 25 30 35 40 45
Wt. % PG in Water
Figure 2. Coolant Freezing and Boiling Tempera-

tures vs. Inhibited Propylene Glycol (IPG)
Concentration (Sea Level)
5
Ethylene Glycol / Water + Water Only + SCA
NOAT Inhibitor (POWER COOL 3000)
Propylene Glycol / Water + Water Only + NOAT Inhibitor
NOAT Inhibitor (POWER COOL Plus 6000)
Ethylene glycol and propylene glycol are also In warm climates where freeze protection is not
available with a Nitrite Organic Acid Technology required, water only with corrosion inhibitors is
(NOAT) corrosion inhibitor package. These approved for use. Water-only systems need to be
coolants require less maintenance over the useful treated with the proper dosage of corrosion
life of the engine. The cooling system should either inhibitors. Detroit Diesel-approved SCAs or NOAT
be equipped with a "blank" coolant filter or the corrosion inhibitors must be added to the water to
coolant filter and piping may be omitted from the provide required corrosion and cavitation erosion
system. protection. NOAT inhibitors such as POWER COOL
NOAT fully formulated antifreezes are available Plus 6000 are available for water-only systems.
as concentrated and pre-mixed. Concentrated Inhibitor should be mixed at 7.5% by volume with
antifreezes should be mixed at 50% (50% water. A listing of POWER COOL products is pro-
antifreeze/50% water). NOAT coolants should not vided at the end of this brochure. Traditional SCA
be mixed with conventional coolants. If NOAT and (POWER COOL 3000) can also be used to protect
conventional coolants are mixed, the coolant the engine. See Figure 4 for POWER COOL 3000
should be maintained as a fully formulated ESI coolant concentration limits. POWER COOL 3000
coolant, not as a NOAT coolant. SCA inhibitors should be mixed at 5% by volume
Detroit Diesel markets a NOAT-inhibited ethylene with water (1 quart per 5 gallons of water). These
glycol coolant, DDC POWER COOL Plus. POWER additions can be made by adding liquid SCAs
COOL Plus contains all of the required additives. If available in a variety of sizes. Coolant filters are
a non-DDC NOAT antifreeze is used, it must con- also available for different cooling system capaci-
form to TMC RP 338 specification. Do not add ties. These filters release the proper amount of
extender to new NOAT antifreeze or coolant. SCA at initial fill.
NOTE: In Series 2000, 4000, and 149 engines,

use a mix of 3% POWER COOL 3149 silicate-free
SCA and 3% POWER COOL 3000 in the coolant
water. Use only NOAT inhibitors in Series 2000 and
Series 4000 marine engines.
6
POWER COOL 3000 Coolant Concentration Limits maximum allowable limits shown. See Figure 6
and See Figure 7 for the procedure for evaluating
Boron 125 - 500 PPM the quality of water.
Nitrite 800 - 2400 PPM
Nitrate 0 - 750 PPM NOTICE:
Silicon 50 - 400 PPM Do not add additional SCA to new, fully formu-
Phosphate 0 PPM lated antifreeze or coolant. This can result in
pH 8 - 11.0 drop-out and/or the formation of deposits.
Figure 4. POWER COOL 3000 Concentration Maximum Allowable

Limits, (5% POWER COOL 3000, 95% water) Parts Grains
per Million per Gallon
Non-marine water-only systems for Series 2000,
Chlorides* 40 2.5
Series 4000, and all Series 149 engines should be Sulfates* 100 5.8
charged with a mix of 3% POWER COOL 3000 Total Dissolved Solids 340 20
Plus 3% POWER COOL 3149, or with POWER Total Hardness
COOL Plus, after which the inhibitor levels must be 170 10
Magnesium & Calcium
maintained with POWER COOL 3149, or with
"Limits currently under review.
POWER COOL Plus extender. See Figure 5 for the
coolant concentration requirements for these Figure 6. Satisfactory Water Limits
engines. Glycol (EG or PG) based coolant in
marine applications (Series 2000 and 4000) may Determine The Concentrations
of Chlorides, Sulfates, And
cause overheat problems if raw water temperature Total Dissolved Solids
In The Water
is above 80°F (27°C).
POWER COOL 3149 Coolant Concentration Limits
Chlorides Under 40 ppm Chlorides Over 40 ppm
And Or
Boron 125 - 500 PPM Sulfates Under 100 ppm Sulfates Over 100 ppm
And Or
Nitrite 1200 - 2400 PPM Total Dissolved Solids Total Dissolved Solids
Nitrate 0 - 750 PPM Under 340 ppm Over 340 ppm
Silicon 0 PPM
Determine Total
Phosphate 0 PPM Hardness Of The Water
Distill, De-mineralize
Or De-ionize The Water
pH 8.0 - 11.0
Figure 5. POWER COOL 3149 Concentration Limits Total Hardness Total Hardness Water Suitable For
Under 170 ppm Over 170 ppm Use in Coolant
Water Requirements
Plus Inhibitors
Soften
Distilled or de-ionized water which eliminates The Water
the adverse effects of minerals in tap water is
preferred. High levels of dissolved chlorides, sul-
fates, magnesium, and calcium in some tap water Water Suitable For
causes scale deposits, sludge deposits and/or Use in Coolant
corrosion. These deposits have been shown to

result in water pump failures and poor heat trans- Plus Inhibitors
fer, resulting in over-heating. If tap water is used,
the mineral content in the water must be below the
Figure 7. Procedure for Evaluating Water
7
COOLANTS NOT RECOMMENDED ADDITIVES NOT RECOMMENDED
n All antifreezes and coolants containing phos- Soluble Oils

phate should be avoided. Drop-out, overheat-
ing, and water pump seal failures can result Soluble oil additives are not approved for use in
from use of coolant or inhibitor packages based Detroit Diesel engine cooling systems. A small
on phosphate. amount of oil adversely affects heat transfer. For
n Automotive type coolants generally contain example, a 1.25% concentration of soluble oil
high levels of phosphate and silicate, offer no increases the fire deck temperature 6%. A 2.50%
li ner pitting protection, and are not suitable for concentration increases the fire deck temperature
use in Detroit Diesel engines. 15%. The use of soluble oil additives may result in
n Methyl alcohol-based antifreeze must not be engine overheating and/or failure.
used in Detroit Diesel engines because of its
effect on the non-metallic components of the Chromates
cooling system and its low boiling point.
n Methoxy propanol-based antifreeze must not Chromate additives are not approved for use in
be used in Detroit Diesel engines because it is Detroit Diesel engine cooling systems. Chromate
not compatible with fluoroelastomer seals found additives can form chromium hydroxide, common-
in the cooling system. ly called "green slime." This, in turn, can result in
n Glycol-based coolants formulated for heat- engine damage due to poor heat transfer. Cooling
ing/ventilation/air conditioning (HVAC) systems operated with chromate-inhibited coolant
should not be used in Detroit Diesel engines. must be chemically cleaned with POWER COOL
These coolants generally contain high levels of Twin Pack cooling system cleaner/conditioner (or
phosphates, which can deposit on hot internal equivalent sulfamic acid/sodium carbonate clean-
engine surfaces, reduce heat transfer, and er) and flushed.
cause water pump seal leaks.
8
Maintenance Check the nitrite concentration at the regular
intervals shown in Figure 8 with a Power Trac 3-
Topping Off Coolant Way Test Strip. See Figure 8. Additional SCA must
be added to the coolant when it becomes deplet-
ed, as indicated by a nitrite concentration of 800
Coolant level should be checked at each mainte-
PPM or less. If the nitrite concentration is greater
nance interval. If topping off is needed, add
than 800 PPM, do not add additional SCA. See
coolant which is identical to the initial fill coolant.
Figure 4 and see Figure 5. If the nitrite concentra-
tion is above 2400 PPM, the system is over-inhibit-
Supplemental Coolant Additives ed. The system should be partially drained, and
For Fully Formulated Coolant filled with a 50/50 mix of water and EG or PG. In
this case the EG or PG should contain no
The concentrations of some inhibitors will gradual- inhibitors, and should conform to ASTM D4985 or
ly deplete during normal engine operation. SCAs ASTM D5223. This will dilute the over-concentrat-
replenish the protection for cooling system compo- ed inhibitors.
nents. The coolant must be maintained with the
proper concentration of SCA. Detroit Diesel
POWER COOL maintenance products are recom- Service Application Inhibitor Test Interval
mended for use in all Detroit Diesel engines.
On Highway Trucks and 20,000 Miles
Motor Coaches (32,000 Kilometers)
The proper application of SCA will provide:
City Transit Coaches, 6,000 Miles
n pH control. Pick-up and Delivery, (9,600 Kilometers) or three
Short Trip, and months, whichever comes
n Restored Inhibitor levels to prevent corrosion
Emergency Vehicles first
n Water-softening to deter formation of mineral
Industrial, Marine, 200 Hours (300 Hours for
deposits.
n Cavitation protection to protect wet sleeve cylin- Generator Set, and Series 149) or yearly,
all other Applications whichever comes first
der liners.
NOTE: This does not apply to organic acid technology-based
inhibitor systems.
Figure 8. Required 1EG and IPG Coolant Inhibitor

Test Intervals for Traditional Nitrite-based SCA
9
Silicate-Free SCAs for Use the test strips as follows:
Series 149, 2000 and 4000
Construction and Industrial Engines 1. Dip the strip into coolant for one second.
Remove and shake briskly to eliminate excess
The high thermal gradients experienced by high fluid.
horsepower construction and industrial coolants 2. Immediately compare end pad (% Glycol) to
causes silicates to drop-out if maintained with tra- the color chart on the container.
ditional SCAs. This drop-out accumulates in the 3. Sixty seconds (one minute) after dipping, com-
radiator tubes, reducing heat transfer and over- pare the nitrite pad.
heating the engine. For this reason, Detroit Diesel 4. Color change of additive indicator (middle pad)
has developed an SCA package which is formulat- indicates the presence of inhibitor that is not
ed without silicates. The DDC-formulated package approved by Detroit Diesel.
is POWER COOL 3149 Silicate-Free SCA or
POWER COOL Plus. Series 149, 2000 and 4000 For best results make the tests while the coolant
engines should be initially charged with silicate- is between 50° -140°F (10.0° - 60°C). Wait at least
free SCAs at initial fill, and should be maintained 60, but not longer than 75, seconds before read-
with the silicate-free SCA. ing the nitrite level. Promptly replace and tighten
container cap after each use. Discard unused
strips if they have turned light pink or tan.
NOTICE: A factory coolant analysis program is available
through authorized Detroit Diesel service outlets.
Phosphate-based inhibitor packages should Refer to "POWER COOL Engine Products" section
not be used. Overheating and water pump seal
for part numbers. To verify coolant acceptability,
failures will result if used.
submit a sample for coolant analysis every three
(3) years, 300,000 miles, or 5,000 operating
hours, whichever comes first.
SCA TEST PROCEDURES
Nitrite concentration is an indication of the overall

coolant inhibitor concentration. Coolant must be NOTICE:
tested for nitrite concentration at the regular inter-
vals shown. See Figure 9. Power Trac 3-Way Test Failure to properly maintain coolant with SCA can
Strips (or equivalent) are recommended. Nitrite result in damage to the cooling system and its
related components. Conversely, over concen-
levels must be within the ranges shown in Figure
tration of SCA inhibitor can result in water pump
9. See Figure 9. seal leaks and poor heat transfer, leading to
Use Detroit Diesel Power Trac 3-Way Coolant engine damage. Always maintain concentrations
Test Strips to measure nitrite and glycol concentra- at recommended levels. Do not use traditional
tions. Refer to "POWER COOL Engine Products" SCAs with NOAT coolant.
section for part numbers. Cavitation/corrosion pro-
tection is indicated on the strip by the level of
nitrite concentration. Freeze/boil-over protection is
determined by glycol concentration.
10
Coolant Interval - Action
Whichever Comes First*
DDC POWER COOL 20,000 miles (32,000 km) Test nitrite concentration with test strip.
Antifreeze/Water 3 months or 500 hours Add SCA or dilute coolant as needed.
DDC POWER COOL and 120,000 miles (192,000 km) Test the freeze point and nitrite
Need Release filter (ESI) 15 months or 3,000 hours concentration with a PowerTrac test
strip. Replace the Need Release filter.
Ethylene Glycol 20,000 miles (32,000 km) Test nitrite concentration with test strip.
Antifreeze/Water + 3 months or 500 hours Add SCA or dilute coolant as needed.
SCA Inhibitor
300,000 miles (480,000 km) Drain and Clean System, Replace
2 years or 4,000 hours w/ New Coolant.
Propylene Glycol/ Water + 20,000 miles (32,000 km) Test nitrite concentration with test strip.
SCA Inhibitor 3 months or 500 hours Add SCA or dilute coolant as needed.
300,000 miles (480,000 km) Drain and Clean System, Replace w/
2 years or 4,000 hours New Coolant
Ethylene Glycol/ Water + 300,000 miles (480,000 km) Add POWER COOL Plus Extender
NOAT Inhibitor 2 years or 5,000 hours
600,000 miles (960,000 km) Drain and Clean System,
4 years or 10,000 hours Replace w/ New Coolant
Propylene Glycol/ Water + 300,000 miles (480,000 km) Add POWER COOL Plus Extender
WATER ONLY + 20,000 miles (32,000 km) Test nitrite concentration with test strip.
SCA Inhibitor 3 months or 500 hours Add SCA or dilute coolant as needed.
WATER ONLY + 300,000 miles (480,000 km) Add POWER COOL Plus Extender
* The nitrite inhibitor test intervals shown in Figure 9 are general recommendations and do not apply in all instances. Refer to
Figure 8 for specific inhibitor test intervals according to engine application.
Figure 9. Coolant Maintenance Intervals
11
POWER COOL NEED RELEASE other cooling system components. The wet gel
can be removed by using a non-acid (alkali) type
COOLANT FILTERS
heavy-duty cleaner such as Detroit Diesel POWER
COOL On-Line Cleaner (sodium nitrite/sodium
Spin-on coolant filters are available for Series 50 tetraborate). Refer to "POWER COOL Engine
and 60 engines. Membranes in the filters release Products" section for part numbers. If the gel is
SCAs before the coolant approaches a corrosive allowed to dry, it is necessary to disassemble the
condition, protecting the engine from corrosion. engine and clean it with a caustic solution or
The elements release the SCA charge as needed, physically clean individual components.
as opposed to the maintenance SCA elements,
which instantaneously release the SCA charge.
These elements should be replaced after
COOLANT EXTENDER
15 months, 120,000 miles (192,000 km) or 3000 INHIBITOR ADDITIVE FOR
operating hours, whichever comes first. "NOAT" COOLANT
A program is available for extending coolant life to The inhibitors in NOAT must also be maintained,
600,000 miles (960,000 km) or four years, but less often than traditional SCA-type coolants.
whichever comes first. Using these filters will elimi- The concentrations of some inhibitors will gradual-
nate the need for scheduled coolant changes. ly deplete during normal engine operation. An
With a properly maintained system, the coolant organic coolant analysis test is available under
and need-release filters will protect the engine for part number 23523399. Where this is not used,
600,000 miles (960,000 km) or four years, fleet testing has determined that a NOAT coolant
whichever comes first. Prior approval for extending extender package should be added to the
coolant life to this longer interval must be obtained coolant at 0.6% by volume at 300,000 miles
from Detroit Diesel Corporation through one of its (480,000 km), 2 years, or 5,000 hours, whichever
Regional Offices. Also, annual coolant analysis comes first. A properly maintained NOAT-inhibited
under part number 23516921 is required. coolant will last 4 years, 600,000 miles (960,000
km), or 10,000 hours, whichever comes first, at
DROP-OUT which time the coolant should be drained. This is
the only maintenance needed for the NOAT
Excessive amounts of some inhibitors in the coolants. This dosage should be added to the
engine coolant can cause a gel or crystalline water-only and the glycol systems at the same
deposit that reduces heat transfer and coolant interval.
flow. The deposit, called "drop-out," takes the
color of the coolant when wet, but appears as a NOTE: Do not use traditional SCAs in NOAT
white or gray powder when dry. It can pick up coolant, and do not use NOAT extender in tradi-
solid particles in the coolant and become gritty, tional coolants.
causing excessive wear of water pump seals and
12
DETROIT DIESEL COOLING Liquid SCA
SYSTEM MAINTENANCE
POWER COOL 3000 SCA is more compatible with
PRODUCTS hard water than POWER COOL 2000 SCA.
Detroit Diesel POWER COOL SCAs are water-sol- Cleaners

uble chemical compounds. These products are
available in coolant filter elements, liquid packages, Use POWER COOL Liquid On-Line Cleaner for
and in fully formulated POWER COOL antifreeze. li ght deposits. Use POWER COOL Dry Chemical
Cleaner/Conditioner for heavy deposits or scale.
Coolant Filter Elements
Replaceable coolant filter elements (spin-on canis-

ters) are available in various sizes suitable for
cooling systems of varying capacity. Selection of
the proper element size is vital when pre-charging
non-fully formulated coolant (i.e. water) at initial fill,
and at maintenance intervals. A fully formulated
antifreeze must NOT have SCA added at initial fill.
Do not use SCA-containing filters with NOAT
antifreeze or coolant. The need for maintenance
elements is determined by the results of the nitrite
concentration test performed at each cooling sys-
tem service interval. Do not automatically install
maintenance elements at maintenance intervals
unless the nitrite concentration level falls below
800 ppm.
13
Summary of Coolant 4. Maintain the inhibitor at the prescribed concen-
Recommendations tration. Test the nitrite concentration by using a
titration kit or Detroit Diesel Power Trac 3-Way
Coolant Test Strips. Add SCA only if the nitrite
A CAUTION:
concentration is below 800 PPM. Do not use
To avoid possible personal injury (scalding, Power Trac 3-Way Test Strips or SCA in NOAT
eye injury) from the hot coolant, never remove coolant.
the cooling system fill (pressure) cap while
coolant is hot. The system may be under pres- 5. Do not use another manufacturer's test kit to
sure. Remove the cap slowly and only when measure the SCA concentration of Detroit
coolant is at ambient temperature.
Diesel Maintenance Products.
1. Always maintain the engine coolant to meet 6. Pre-mix coolant makeup solutions to the proper
Detroit Diesel specifications. concentration before adding to the cooling system.
2. Only use water that meets Detroit Diesel speci- 7. Do not mix NOAT and other coolants in the
fications (see Figure 6). Distilled, de-mineral- same engine.
ized (reverse osmosis) or de-ionized water is
preferred. 8. Do not use automotive coolants or coolants with
phosphates.
3. The proper dosage of inhibitors must be includ-
ed in the coolant at initial fill for all Detroit Diesel 9. Where freeze/boil over protection is required, use
engines. This dosage is usually included in the only antifreeze that meets TMC RP-329 (EG) "Type
fully formulated antifreeze used, or it may need A" or TMC RP-330 (PG) "Type A" specifications. Do
to be added if water alone or if less than 50% not use propylene glycol in Detroit Diesel Series
antifreeze is used. The user is urged to refer to 149, Series 2000, or Series 4000 engines.
the full text of this publication to determine the
proper dosage. Mixing of different manufactur-
ers' technologies (brands) could cause cooling
system problems.
14
10.Always maintain coolant at the proper level. 12. Do not use the following in Detroit Diesel
engine cooling systems:
11.Coolant Life:
n A properly maintained cooling system, filled with n Soluble oil
phosphate-free coolant consisting of a 50/50 n High silicate, automotive type antifreeze
mix of antifreeze and water per TMC RP-329 n Chromate SCA
"Type A" or TMC RP-330 "Type A" can be oper- n Methoxy propanol-base coolant
ated until overhaul. The proper maintenance n Methyl alcohol-base coolant
involves periodic evaluation using Power Trac 3-
n Sealer additives or coolant containing
Way Test Strips and addition of SCA as needed,
as indicated by the strip test. To verify coolant sealer additives
acceptability, submit a sample for coolant analy- n HVAC coolant
sis every three (3) years, 300,000 miles n Phosphated coolants
(480,000 km), 5,000 operating hours, whichever
comes first. Submit the sample in DDC Power Warranty Information
Trac Coolant Test Bottle. Refer to "POWER
COOL Engine Products" section for part Any deviations from the coolant formulations or
numbers. maintenance requirements stated below require
prior written approval from Detroit Diesel
n NOAT Coolant: A properly maintained NOAT Corporation.
coolant may be operated 4 years, 600,000 miles
(960,000 km) or 10,000 operating hours, DEFECTS
whichever comes first. At this time, the system
must be completely drained and refilled. The engine warranty offered by Detroit Diesel
Corporation covers engine repairs to correct any
n NOAT Coolants require the addition of an exten- malfunction occurring during the warranty period
der at 300,000 miles (480,000 km) or 5,000 resulting from defects in material or workmanship.
hours, or two years, whichever comes first. Use
one pint of extender for every 20 gallons of MAINTENANCE
coolant (1:160 ratio).
Detroit Diesel Corporation is not responsible for
the cost of maintenance or repairs due to the lack
of performance of required maintenance services
as recommended by Detroit Diesel, or the failure to
use fuel, oil, lubricants, or coolant meeting DDC-
recommended specifications. Performance of the
required maintenance and use of the proper fuel,
oil, lubricating oil, and coolant are the responsibili-
ty of the owner.
15
Power Cool Engine Products
POWER COOL Fully Formulated IEG Coolant

Coolant Type Part Number Description
Concentrated 23512138 One Gallon Jug - 6 Per Case
23512139 55 Gallon Drum
23512140 Bulk Delivery-1,000 Gallon Minimum
Pre-Blended 50:50 23518918 55 Gallon Drum
POWER COOL 2000 Supplemental Coolant Additive

For Power Cool IEG Coolant 23507858 Pint Bottle - 12 Per Case
23507859 Half Gallon Jug - 6 Per Case
23507860 5 Gallon Pail

For Power Cool IEG Coolant 23507854 Pint Bottle - 12 Per Case
23507855 Half Gallon Jug - 6 Per Case
POWER COOL 3000 Supplemental Additive Coolant Filters

For Power Cool IEG Coolant 23507545 4 Ounce (1 Pint Equivalent)
23508425 8 Ounce (2 Pint Equivalent)
POWER COOL Supplemental Additive Need Release Coolant Filters

For Power Cool IEG Coolant 23516488 For 0-8 Gallon Systems
23516489 For 8-20 Gallon Systems

For Power Cool IEG Coolant 23518072 1 Gallon Jug - 6 Per Case
16
POWER COOL 3149 Supplemental Additive Coolant Filters
For Power Cool IEG Coolant 23518069 4 Ounce Maintenance
23518070 32 Ounce Pre-Charge
23518071 53 Ounce Pre-Charge
POWER COOL Plus Extended Life NOAT Coolant

Concentrated 23519397 One Gallon Jug - 6 Per Case
Pre-Blended 50:50 23519396 One Gallon Jug - 6 Per Case
POWER COOL Plus Extender for use with POWER COOL Plus NOAT Coolant
For POWER COOL Plus 23519400 One Quart Bottle - 6 Per Case
POWER COOL Plus 6000 NOAT Inhibitor for Water-Only Systems

Water Only 23522127 One Gallon Jug - 6 Per Case
POWER COOL Cooling System Cleaners

Cleaner Type Part Number Description
On-Line Cleaner 23507862 One - Half Gallon Jug - 6 Per Case
Twin Pack 23507867 Twin Pack - 2 Per Case
Power Trac Coolant Testing & Analysis Products

Application Part Number Description
Indicates Nitrite, Molybdate, & Glycol Levels 23519401 3-Way Coolant Test Strips (Single Foil Packs)
Indicates Nitrite, Molybdate, & Glycol Levels 23519402 3-Way Coolant Test Strips (Bottle of 50)
Indicates Nitrite, Molybdate, & Glycol Levels 23522774 3-Way Coolant Test Strips (Bottle of 10)
Complete Coolant Analysis 23516921 Coolant Analysis Bottle (Carton of 6)
Organic Coolant Analysis 23523398 Laboratory Coolant Analysis
Organic Coolant Analysis 23523399 Field Test Coolant Analysis
17
Coolant Inhibitor Element Size Requirements — Initial Fill Dosage for
IEG or IPG plus Water Coolant Mixtures
FILTERS ONLY LIQUID ONLY
Cooling System
Capacity (Gallons) Filter Quantity Part Number Number of Pints*
1-4 1 23507545 1/4 - 1
5-8 1 23508425 1 1/4 - 2
9-12 1 23508426 2 1/4 - 3
13-16 1 23507189 3 1/4 - 4
24-32 1 23508427 6-8
47-52 1 23508428 11 3/4 - 13
50-75 2 23508427 12 1/2 - 18 3/4
75-100 2 23508428 18 3/4 - 25
100-125 2 23508428 25 - 31 1/4
125-150 2 23508428 31 1/4 - 37 1/2
NOTE: Not necessary if POWER COOL coolant is used (already pre-charged).
* Refer to page 16 for POWER COOL 3000 part numbers.
Coolant Inhibitor Element Size Requirements — Initial Dosage for Water-Only Systems
FILTERS LIQUID ONLY
Cooling System Filter Part Number Additional SCA Number of pints
Capacity Quanity Required or Quarts
(Gallons) Needed*
3 1 23507545 None 2 Pints
4 2 23507545 None 2 Pints
5 1 23508425 None 3 Pints
7 1 23508426 None 4 Pints
10 1 23507189 None 5 Pints
15 2 23508426 None 8 Pints
20 1 23508427 None 10 Pints
25 1 23508427 None 13 Pints
1 23507545
30 1 23508427 None 15 Pints
1 23508426
35 1 23508427 None 18 Pints
1 23507189
40 2 23508427 None 2 1/2 Quarts
50 2 23508427 None 3 1/8 Quarts
60 1 23508428 None 3 3/4 Quarts
1 23508427
70 2 23508428 None 4 3/8 Quarts
85 2 23508428 1 Gallon** 5 3/8 Quarts
100 2 23508428 2 Gallons** 6 1/4 Quarts
125 2 23508428 3 1/4 Gallons** 7 7/8 Quarts
150 2 23508428 5 Gallons** 9 3/8 Quarts
* Refer to page 16 for POWER COOL 2000 and 3000 part numbers.
" Use POWER COOL 2000 or 3000 liquid SCA, or equivalent.
18
Coolant Inhibitor Element Size Requirements — Maintenance Dosage for
IEG, IPG, Precharged, and Water-Only Coolant Mixtures
FILTERS LIQUID ONLY
Cooling System
Capacity (Gallons) Filter Quantity Part Number Number of Pints*
1-4 1 23507545 1/4
5-8 1 23507545 1/4 - 1/2
9-12 1 23507545 1/2 - 3/4
13-16 1 23507545 3/4 - 1
24-32 1 23508425 1 1/2 - 2
47-52 1 23508426 3 - 3 1/4
50-75 2 23508426 3 1/4 - 4 3/4
75-100 2 23507189 4 3/4 - 6 1/4
100-125 2 23507189 6 1/4 - 7 3/4
125-150 2 23508427 7 3/4 - 9 1/4
NEED RELEASE FILTERS

0-8 1 23516488 N/A
8-20 1 23516489 N/A
Need Release: Use only per specific engine operator's guide instructions.
*Refer to page 16 for POWER COOL 2000 part numbers.
19
NOTES
NOTES
DETROIT DIESEL
CORPORATION
13400 Outer Drive, West / Detroit, Michigan 48239-4001

Telephone 313-592-5000
www.detroitdiesel.com
© Copyright 1998 Detroit Diesel Corporation. All rights reserved. Detroit Diesel, Detroit Diesel with Spinning Arrows Design, Series 50, Series 60, POWER COOL, and
Power Trac are registered trademarks of Detroit Diesel Corporation. DDC, Series 55, Series 92, Series 2000, Series 4000, and POWER Guard are trademarks of
Detroit Diesel Corporation.
7SE 298 9805 As technical advancements continue, specifications will change. Printed in U.S.A.
APPENDIX B: PROJECT FORM / ORDER

INFORMATION
The DDC Series 2000/4000 Project Form (see page B-3) is used by MTU/DDC to
evaluate new sales inquiries.
Forward a completed Project Form for every application of a Series 4000

engine to one of the following:
Detroit Diesel Corporation MTU Motoren-und Turbinen Union Gmbh
Application Engineering Construction and Industrial Sales,
Speed Code A01 Application Engineering Department VTO
13400 West Outer Drive 88040 Friedrichshafen, Germany
Detroit, MI 48239 Fax: 497547 90 3642
Fax: 313/592-5906
OEMs located in North America, Central America, and some countries in South
America should send the completed form to DDC.
OEMs located in all other countries should send the completed form to MTU.
If you are unsure of whom to send the form to, contact your local MTU/DDC
distributor.
Engine performance, durability, and feature compatibility are three areas that are
very important when DDC/MTU reviews your inquiry. Your inquiry will be reviewed
and responded to within approximately one week. Project engineering resources
and scheduling requirements will be evaluated per inquiry. Following review,
DDC/MTU will assist you in completing an engine specification and quotation.

7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION B-1
APPENDIX B. PROJECT FORM / ORDER INFORMATION

B-2 7SA4000 9801 Copyright 1998 DETROIT DIESEL CORPORATION
DDC/MTU Series 2000 & MTU/DDC Series 4000 Project Form

(DDC Assign)
REQ #: REQ File=Engine Inquiry. Prior to sale.
REP #: REP File=Engine Project. Following approval and sales order.
Project Type: Pricing Prototype Production

Customer / Application:
Equipment Model/ Description:
New Equipment or Repower:
Current Engine (if applicable)

Model: Engine Rating: bhp @ rpm
Peak Torque: lb—ft
Proposed Engine
Model: Engine Rating: bhp @ rpm
Peak Torque: lb—ft
Pricing Date Required:
Volumes
Year/Date
Prototype
Production
Comments:
Name Phone Date

Originator:
FOR DDC USE ONLY

Name Phone Date
Sales VP:
Sales Sponsor:
Engineering Manager:
Engineering Sponsor:

7SA4000 9801 Copyright 0 1998 DETROIT DIESEL CORPORATION B-3
APPENDIX B: PROJECT FORM / ORDER INFORMATION
DDC/MTU Series 2000 & MTU/DDC Series 4000 Project Form

Customer: Date:
Application Operating Conditions:
Operating Altitude Maximum:
Maximum Ambient Temperature:
Minimum Starting Temperature:
Gradeability Required: Continuous: Intermittent:
Anticipated Oil Change Interval:
Low Speed Torque Required: Low Idle Speed:
Engine Maximum Overspeed: Governing Required:
Application Code: Duty Cycle: Description %Load %Time
Engine Life Expectation: Customer Expected Life:
Current Engine : (if applicable)

Manufacturer: Rating: Life:
Special Fuel Requirements:
Emission Requirements:
Clutch/ PTO/ or Transmission description:
Flywheel Housing Size (SAE):
Engine Options and Accessories Required:

B-4 7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
APPENDIX C: STANDARD UNIT OF MEASUREMENT
English Metric
Quantity Application Abbreviations
Units Units
Acceleration, angular rad/s 2 rad/s 2
Acceleration, linear Vehicle (mile/h)/s (km/h)/s
General ft/s 2 m/s 2
in./s 2
Angle, plane Rotational calculations r (revolution) r (revolution)
rad rad
Geometric and general ° (deg) .
' (min) °(decimalized)

" (sec) °(decimalized)
Angle, solid Illumination calculations sr sr
Area Cargo platforms, frontal areas, in.2 m2
fabrics general ft2 m2
Small areas, orifices in. 2 mm 2
Brake & clutch contact area, in. 2 cm 2

glass, radiators
Land area
♦ small ft2 , yd2 m2
♦ large acre m2
♦ very large mile 2 km 2
Bending Moment,
See Moment of Force
Capacitance, electric Capacitors gF ii,F
Capacity, electric Battery rating A•h A•h
Capacity, heat General Btu/°F kJ/°C
Capacity, heat, specific General Btu/(1b•°F) kJ/(kg•°C)
Capacity, volume,
See Volume
Coefficient of heat transfer General Btu/(h•ft 2 •°F) W/(m 2 •°C)
Coefficient of linear Shink fit, general °F-1 , (1/°F) °C -1 , (11°C)
expansion
Conductance, electric General mho S
Conductance, thermal,
See Coefficient of heat
transfer
Conductivity, electric Material property mho/ft S/m
Conductivity, thermal General Btu•ft/(h•ft 2 .°F) W/(m•°C)

7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION C-1
Quantity Application English Metric

Abbreviations
Units Units
Consumption, fuel,
See Efficiency, fuel
Consumption, specific,
fuel,
Consumption, oil Vehicle performance testing qt/1000 miles U1000 km
Consumption, specific, oil Engine testing lb/(hp•h) g/(kW.h)
lb/(hp•h) g/MJ
Current, electric General A A
Damping coefficient General lb•s/ft N•s/m
Density, current General A/in. 2 kA/m 2
A/ft2 A/ m 2
Density, magnetic flux General kilogauss T
Density, (mass) Solid lb/yd 3 kg/m 3
lb/in. 3 kg/m 3
lb/ft3 kg/m 3
ton (short)/yd 3 kg/m 3
ton (long)/yd 3 kg/m 3
Liquid lb/gal kg/L
3
Gas lb/ft kg/m 3
Density of heat flow rate Irradiance, general Btu/(h•ft2 ) W/m 2
Diffusivity, thermal Heat transfer ft2/h m 2/h
Drag, See Force
Economy, fuel,
Efficiency, fuel Highway vehicles
• economy • mile/gal • km/L • MPG or mpg
• consumption •• — • I/100km
• specific fuel consumption • lb/(hp•h) • g/MJ
Off-highway vehicles
• economy • hp•h/gal • kWh/L
• consumption • gal/h • Uh
• specific fuel consumption • lb/(hp•h) • g/(kW•h)
• specific fuel consumption • lb/(hp•h) • g/MJ
Efficiency, oil Highway vehicles mi/qt km/L

C-2 7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION
English Metric Abbreviations

Quantity Application
Units Units
Energy, work, enthalpy, Impact strength ft•lb J
quantity of heat
Heat Btu kJ
kcal kJ
Electrical kWh
• kWh
•
kWh
• MJ
Mechanical, general ft•lb J
ft•pd1 J
hp•h MJ
Energy, specific General cal/g J/g
Btu/lb kJ/kg
Enthalpy, See Energy
Entropy, See Capacity,
heat
Entropy, specific,
See Capacity, heat
specific,
Floor Loading,
See Mass per area
Flow, heat, rate,
See Power
Flow, mass rate General lb/min kg/min
lb/s kg/s
Flow, volume Airs gas, general ft3/s m 3/s
ft 3/min m 3/min
Liquid flow, pump capacity gal/s Us
gal/s m 3/s
gal/min Umin
Seal and packing leakage oz/s mUs
oz/min mUmin
Flux, luminous Light bulbs Im Im
Flux, magnetic Coil rating maxwell Wb
Force, thust, drag Pedal, spring belt, hand lever, lb,oz N
general
Drawbar, breakout, general lb kN

General pdl N
kg
Force per length Beam loading lb/ft N/m

Quantity English Metric

Application Abbreviations
Units Units
Force per mass General lb/ton (short) N/Mg
Frequency System, sound and electrical Mc/s MHz
kc/s kHz
Heat flow rate, See Power,
Heat flow—density of,
See Density of heat flow
Heat, specific General cal/g kJ/kg
See Capacity, heat; Also Btu/lb
see Capacity, heat, specific
Heat transfer coefficient,

See Coefficient of heat
transfer
Illuminance, illumination General fc lx
Impact strength,
See Strength, impact
Inductance, electric Filters, chokes, permeance H H
Intensity, luminous Light bulbs candlepower cd
Leakage, See Flow,
volume
Length Land distances, maps, mile km
odometers
Field size, turning circle, brak- rod m
ing distance, cargo platforms yd m
ft m
Engineering drawings, in. mm

engineering part
specifications, motor vehicle
dimensions
Coating thickness, filter rating mil gm
gin. gm
micron gm
Surface texture
• Roughness, average • gin. • gm
• Roughness sampling • in. • mm
length waviness height
and spacing
Radiation wavelength, optical gin. nm

measurements, (interference)
Load, See Mass
Luminance Brightness footlambert cd/m 2
Magnetization Coil field strength A/in. A/m

C-4 7SA4000 9801 Copyright 0 1998 DETROIT DIESEL CORPORATION
English Metric
Units Units
Mass Vehicle mass ton (long) Mg, t
(weight axle rating, rated load, ton (short) Mg, t
tire load, lifting capacity, tip- lb kg
ping load, load, general) kg
slug
Small mass oz g
grain g
Mass per area General lb/ft2 kg/m 2
Mass per length General lb/ft kg/m
Modulus of elasticity General lb/in. 2 MPa
Modulus, section General in. 3 mm 3
Moment of area, second; General in. 4 mm 4
Moment of section in. 4 cm4
Moment of force, torque, General, engine torque, lb•in. N•m
bending moment fasteners lb•ft N•m
N•m
Locks, light torque oz•in. mN•m
Moment of inertia Flywheel, general lb•in. 2 g. m2
lb•ft 2 kg•m 2
Moment of mass Unbalance oz•in. kg•mm
Momentum General lb•ft/s kg•m/s
2
Momentum, angular; Torsional vibration lb•ft /s kg•m 2/s
Moment of momentum
Permeability Magnetic core properties H/ft H/m
Potential/ electric General V V
Power General, light bulbs W W
Air conditioning, heating Btu/min W
Btu/h W
Engine, alternator, drawbar, hp(550 ft•lb/s) kW
power take—off, general
Power quotient Engine performance lb/hp kg/kW
Pressure All pressure except very small lb/in. 2 kPa PSI or psi
in.Hg (60°F) kPa
in.H 2 0 (60°F) kPa
bar kPa
Pressure, sound, level Acoustical measurement dB dB
Quantity of electricity General C C
Resistance, electric General Q (ohm) Q (ohm)
All intonation subject to change without notice. (Rev. 6/99)

English Metric Abbreviations

Quantity Application
Units Units
Resistivity, electric General 52•ft am
aft •cm
Spring rate, linear General spring properties lb/in. N/mm
Spring rate, torsional General lb•ft/deg N•m/°
Strength, field, electric General V/ft V/m
Strength, filed, magnetic General oersted A/m
Strength, impact Materials testing ft•lb J
Stress General lb/in. 2 MPa
Temperature General use °F °C
Absolute temperature, °R °K
thermodynamics, gas cycles
Temperature interval General use °F °C
Tension, surface lb/in. mN/m
Thust, See Force
Time General s s
h h
min min
Torque, See Moment of
force
Toughness, fracture Metal properties ksi(in.)1/2 mpa•m1/2
Velocity, linear Vehicle mile/h km/h MPH or mph

General ft/s m/s
ft/min m/min
in./s mm/s
Velocity, rotational General rad/s rad/s
r/s r/s, r. s-1
r/min r/min, •min -1 RPM or rpm
Viscosity, dynamic General liquids centipoise mPa•s
Viscosity, kinematic General liquids centistokes mm2/s

English Metric
Units Units
Volume Truck body, shipping or freight, yd 3 m3
general
ft3 m3
bushel m3
Automobile luggage capacity ft3 L
Gas pump displacement, air in. 3 cm 3
compressor, small gaseous,
air reservoir
Engine displacement in. 3 L
large engines
in. 3 cm 3
small engines
Liquid—fuel, lubricant, etc. gal L
qt L
pt L
Small liquid oz mL
Irrigation, reservoir acre.ft m3
Volume, air flow See Flow
Volume per area General gal/acre L/ha
Weight, See Force or Mass
Wobbe Index (WI) Natural Gas Btu/ft 3
Work, See Energy
Young's Modulus, See
Modulus of Elasticity

7SA4000 9801 Copyright 0 1998 DETROIT DIESEL CORPORATION C-7

APPENDIX D: ABBREVIATIONS / ACRONYMS
A/ACC Air-to-Air Charge Cooling

AC Alternating Current
A/F Air Fuel Ratio
ALCC Advance Liquid Charge Cooling
Amb. Ambient
API American Petroleum Institute
Approx. Approximately
ATB Air to Boil
ATW Air to Water
AWHP Available Wheel Horsepower
C Centigrade
CAC Charge Air Cooler
CEL Check Engine Light
CFM Cubic Feet per Minute
Cool. Cooling/Coolant
Corr. Corrected
CFPS Common Rail Fuel Pressure Sensor
Cyl. Cylinder
DC Direct Current
DDC Detroit Diesel Corporation
DDEC Detroit Diesel Electronic Control
DDR Diagnostic Data Reader
DVB Decompression Valve Brake
ECM Electronic Control Module
EEPROM Electronically Erasable Programmable Read Only Memory
EFPA Electronic Foot Pedal Assembly
EMA Engine Manufacturers' Association
EPQ End Product Questionnaire
EUP Electronic Unit Pump
F Fahrenheit
ga gage
gal/min Gallons per Minute
Hd. Head
Hg Mercury

7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION D-1
APPENDIX D: ABBREVIATIONS /ACRONYMS
HP Horsepower
HTC High Temperature Circuit
I. D. Inner Diameter
ILCC Integrated Liquid Charge Cooling
ITT Integral Top Tank
JWAC Jacket Water After Cooled
lb Pound
LTC Low Temperature Circuit
m Meters
mile/hr Miles per Hour
MTU MTU-Friedrichshafen
NA Naturally Aspirated Engine
OEM Original Equipment Manufacturer
PTO Power Take Off
Ps Static Pressure
Rad. Radiator
r/min Revolutions per Minute
SCA Supplemental Coolant Additive
SCCC Separate Circuit Charge Cooling
SEL Stop Engine Light
SRS Synchronous Reference Sensor
STP Standard Temperature and Pressure
Turbocharged Engine
TA Turbocharged Aftercooled Engine
TBN Total Base Number
TI Turbocharged Intercooled Engine
TRS Timing Reference Sensor
TT Tailor Torqued Engine
VEPS Vehicle Electronic Programming System
VIH Vehicle Interface Harness
WOT Wide Open Throttle

D-2 7SA4000 9801 Copyright © 1998 DETROIT DIESEL CORPORATION

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MTU/DDC SERIES 4000

CONSTRUCTION AND INDUSTRIAL APPLICATION AND INSTALLATION

REGISTRATION CARD FOR SERIES 4000

For faster service, register this piece of literature online at:

REGISTRATION CARD Complete and mail this card

BUSINESS REPLY MAIL

POSTAGE WILL BE PAID BY ADDRESSEE

DETROIT DIESEL CORPORATION

Application and Installation

Detroit Diesel Corporation MTU Motoren—und Turbinen Union

MTU/DDC SERIES 4000 CONSTRUCTION AND INDUSTRIAL

All information subject to change without notice.. (Rev. 6/99)

All information subject to change without notice. (Rev. 6/99).

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

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

3 ENGINE IDENTIFICATION ............................................................................................. 3 1

3.1 MAJOR COMPONENT LOCATIONS (FRONT VIEW) ............................................. 3-2

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

4.1 AIR FILTER SYSTEM ........................................................................................... 4-3

All information subject to change without notice. (Rev. 699)

4.2.3 INLET LOCATION ................................................................................... 4-17

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

6 COOLING SYSTEM ........................................................................................................ 6-1

7 FUEL SYSTEM ............................................................................................................... 7-1

All information subject to change without notice. (Rev. 6/99)

7.2.7 FUEL TANK ............................................................................................. 7-7

8 LUBRICATION SYSTEM ................................................................................................. 8-1

9 ELECTRICAL SYSTEM ................................................................................................... 9-1

10 ENGINE MOUNTS ........................................................................................................... 10-1

11 TORSIONAL AND BENDING VIBRATION ANALYSIS .................................................... 11-1

12 ELECTRONIC CONTROLS ............................................................................................. 12-1

All information subject to change without notice. (Rev. &99)

PROGRAMMING FLEXIBILITY ................................................................ 12-20

13 FLYWHEEL HOUSING & FLYWHEEL ............................................................................ 13 1 -

13.1 GENERATOR-TO-FLYWHEEL ALIGNMENT ....................................................... 13-2

14 ACCESSORY DRIVES .................................................................................................... 14 1 -

14.1 ACCESSORY DRIVE PULLEY ............................................................................. 14-2

15 PERFORMANCE CURVES ............................................................................................. 15-1

16 INSTALLATION DRAWINGS ........................................................................................... 16-1

17 OPTIONS ......................................................................................................................... 17-1

18 COLD WEATHER PACKAGE .......................................................................................... 18 1 -

18.1 ENGINE PREHEATING SYSTEMS ........................................................................ 18-1

All information subject to change without notice. (Rev. 6/99)

All information subject to change without notice. (Rev. 699)

All information subject to change without notice. (Rev. 6/99)

SK-11324 Series 4000 Air Compressor ................................................................ 17-4

All information subject to change without notice. (Rev. 6/99)

All information subject to change without notice. (Rev. 6/99)

AU information subject to change without notice. (Rev. 6/99)

Diesel fuel is relatively harmless at normal ambient

All information subject to change without notice. (Rev. 6/99)

Check for fuel or oil leaks before welding or carrying an

2.4 WORK PLACE

To avoid injury, immediately clean up any spilled liquid.

All information subject to change without notice. (Rev. 6/99)

To avoid injury when working near or on an operating

2.6 POWER TOOLS

Do not use defective portable power tools. Check for frayed

To prevent injury when using compressed air, wear ade-

All information subject to change without notice. (Rev. 6/99)