Detroit Wiring Diagrams Full Size: 28.3mb Language: English Type: pdf Contents: DD Platform EPA07 (DDECVI) EPA10 (DDEC10) GHG14 (DDEC13) EPA07 DD13 Motor Control Module (MCM) Engine Harness (page 1) EPA07 DD13 Motor Control Module (MCM) Engine Harness (page 2) EPA07 DD15 Motor Control Module (MCM) Engine Harness (page 1). DiagnosticLink™ is a computer-based diagnostic software for Detroit™ powertrain and Freightliner™ vehicle systems. It can display ECU information, diagnostic fault codes, instrumentation and run service routines.Certain features are available for authorized users only.
Section 2.13
Assembly Fuel Filter and Water Separator
If the PRO-CHEK valve has cracks, leaks, or other signs of damage, replace the valve. Section 2.13.4 Installation of PRO-CHEK Fuel System Check Valve. The PRO-CHEK fuel system check valve is an optional item that, when properly installed, removes air from the fuel supply line between the secondary filter and the cylinder head. Driver & Maintenance Manuals Learning the details and technical specifications of your truck is an important part of achieving optimal performance. The better you know your Freightliner, the better equipped you are to maximize its profitability.
The fuel filter and water separator assembly facilitates the settling of water in a collection bowl. See Figure 'Typical Fuel Filter and Water Separator Installation' .
1. Collection Bowl | 4. Reducer Bushing |
2. Spin-on Element | 5. Filter Head to Transfer Pump Hose |
3. Priming Pump | 6. Hose to Secondary Fuel Filter |
Figure 1. Typical Fuel Filter and Water Separator Installation
Section 2.13.1
Replacement of Fuel and Water Separator Element
Use the following procedure:
- Drain off some fuel by opening the drain valve on the collection bowl. Close the valve.
- Remove the element and bowl together, then remove the bowl from the element. Clean the bowl and the O-ring gland.
- Apply a coating of clean fuel or grease to the new O-ring and element seal. Spin the bowl onto the new element and them spin the assembly onto the filter head by hand until snug. Do not use tools to tighten.
- To eliminate air from the filter, operate the primer pump until the fuel purges at the filter assembly.PERSONAL INJURYDiesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm.
- Always start and operate an engine in a well ventilated area.
- If operating an engine in an enclosed area, vent the exhaust to the outside.
- Do not modify or tamper with the exhaust system or emission control system.
- Start the engine and check for fuel leaks. Correct any leaks with the engine shut off.
Section 2.13.2
Fuel Return System Check Valve
The purpose of the check valve is to reduce the risk of fuel prime loss and fuel siphoning from the head when the fuel filter is removed. See Figure 'Typical Fuel Return Check Valve Locations' .
Figure 2. Typical Fuel Return Check Valve Locations
NOTICE: |
The check valve must be included in the fuel system. If the check valve is removed for any reason or found to be defective, a new valve must be installed and the fuel system primed before start-up. The R80 — 2.0 mm (0.080 in.) restricted fitting (elbow connector) which is ahead of the check valve must also be included in the fuel system. |
NOTICE: |
Do not increase the size of the orifice in restricted fittings. Increasing restricted fitting hole size can cause injector cavitation, resulting in reduced durability of injectors and other engine components, and increased engine emissions. |
A check valve is connected to a hose in the fuel return line coming from the rear of the cylinder head or at the cylinder head restricted fitting, depending on individual installation requirements. See Figure 'Typical Fuel Return Check Valve Locations' .
Section 2.13.3
Removal of PRO-CHEK Fuel System Check Valve
Remove the valve as follows:
NOTICE: |
The PRO-CHEK fuel system check valve is installed after the secondary filter. Any dirt or debris entering the fuel system at this point may cause severe injector damage. |
- Clean the area around the PRO-CHEK®valve thoroughly to remove loose dirt or debris.
- Disconnect the fuel supply and return lines from the bottom of the valve and cap the hoses immediately to prevent the entrance of dirt.
- Disconnect the air purge line from the top elbow on the valve and cap the line to prevent the entrance of dirt.
- Remove the valve and bracket assembly from the engine as follows:
- If rear mounted, remove the two 12 mm bolts securing the valve to the rear lifter bracket.
- If side mounted, remove the two 10 mm bolts and spacers holding the valve to the cylinder head.
Section 2.13.3.1
Inspection of the PRO-CHEK Fuel System Check Valve
Inspect the PRO-CHEK fuel system check valve as follows:
- Visually inspect exterior casing of the PRO-CHEK valve for cracks, leaks, or other signs of damage.
- If the PRO-CHEK valve has no cracks, leaks, or other signs of damage, reuse the valve.
- If the PRO-CHEK valve has cracks, leaks, or other signs of damage, replace the valve.
Section 2.13.4
Installation of PRO-CHEK Fuel System Check Valve
The PRO-CHEK fuel system check valve is an optional item that, when properly installed, removes air from the fuel supply line between the secondary filter and the cylinder head. No priming is required even after filter change, since any air that may get into the lines is automatically removed when it reaches the PRO-CHEK valve.
Install the PRO-CHEK valve as follows:
- Mount the PRO-CHEK valve on the side or rear of the Series 60 engine.
- If side-mounted, install with two 10 mm bolts and spacers. The location may be ahead of or behind the location shown. See Figure 'Typical Side-mounted PRO-CHEK Installation' .
- If rear-mounted remove the two 12 mm bolts holding the rear lifter bracket and install the PRO-CHEK valve against the bracket with two 12 mm bolts that are 5 mm (approximately 0.20 in.) longer and two spacers. See Figure 'Typical Rear-mounted PRO-CHEK Installation' .
1. Secondary Fuel Filter4. Air Purge Line2. Fuel Inlet5. Fuel Outlet3. PRO-CHEK Valve6. Fuel Spill LineFigure 3. Typical Side-mounted PRO-CHEK Installation1. Fuel Inlet4. Air Purge Line2. PRO-CHEK Valve5. Fuel Spill Line3. Engine Lifter Bracket6. Fuel OutletFigure 4. Typical Rear-mounted PRO-CHEK Installation - Disconnect the fuel supply hose assembly at the rear of the engine and reconnect it to the PRO-CHEK 3/8 in. SAE flared bottom fitting marked with the words Fuel In.
- Connect a separate fuel hose assembly to the 1/4 in. 18 NPTF PRO-CHEK female bottom fitting marked with the words Fuel Out. Install the other end in the fuel manifold inlet port at the rear of the engine.
- An R80 2.03 mm (.080 in.) restricted fitting is installed in the fuel spill (return) opening in the cylinder head. Install a tee-fitting after the R80 spill fitting. The spill hose from this tee-fitting must be routed at least 101.6 mm (4 in.) above the fuel gallery. See Figure 'Typical Side-mounted PRO-CHEK Installation' and see Figure 'Typical Rear-mounted PRO-CHEK Installation' . Connect a 1/4 in. diameter fuel hose assembly to the elbow in the top port of the PRO-CHEK. Route this air purge hose to the spill tee— fitting.
- Tie-wrap the PRO-CHEK inlet and outlet fuel lines to prevent chafing and/or contact with metal parts.
- Prime the fuel system.
- Refer to '2.13.1 Replacement of Fuel and Water Separator Element' for the exhaust caution before proceeding. Start the engine and check for leaks.
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The PRO-CHEK valve is fully assembled and ready to install when received. If the Fuel In or Fuel Out fittings are accidentally loosened or removed for any reason, they must be reinstalled in their proper locations as follows:
- The male fitting with the long, solid pipe is installed in the fuel in port. See Figure 'PRO-CHEK Valve Cutaway View' .
- The female fitting with the short, perforated pipe is installed in the fuel out port. See Figure 'PRO-CHEK Valve Cutaway View' .
Figure 5. PRO-CHEK Valve Cutaway View
NOTICE: |
Fittings must remain clean when installed, since anything that gets inside the PRO-CHEK valve will be carried into the fuel manifold and may damage the injectors. |
NOTICE: |
Do not overtighten the Fuel In or Fuel Out fittings or the top elbow, since this may damage the threads on the fittings or the PRO-CHEK body, resulting in fuel leaks. If fitting or body threads are damaged, the complete assembly must be replaced. |
- Thread the inspected, clean dry fittings into the valve body for a few turns.
NOTICE:
Do not use Teflon® pipe sealant tape on the male pipe fittings, since this may flake off into the fuel system and damage the injectors. - Apply a light coating of pipe sealant with Teflon to the visible male threads.
- Torque the Fuel In fitting and top elbow to 14-19 N·m (10-14 lb·ft).
- Torque the Fuel Out fitting to 19-24 N·m (14-18 lb·ft).
Generated on 10-13-2008 |
Emissions
Simple, Economical, and Proven to Improve Fuel Economy
Within the past few years, the Environmental Protection Agency (EPA) has introduced strict emissions standards in order to reduce harmful pollutants from being released into the environment. Between 2002 and 2010, mandates have reduced allowable particulate matter and nitrogen oxides released into the atmosphere by over 90%. These regulations proved difficult to meet, but Detroit® engineers were successful by implementing Selective Catalytic Reduction (SCR) technology.
Detroit® engineers use our SCR emissions technology to reduce emissions and improve fuel economy. Our engines continue to provide the industry with clean, efficient and reliable technology and are certified to Greenhouse Gas 2017 (GHG17) regulations. These mandates and certifications are part of the EPA and the Department of Transportation’s Highway Traffic Safety Administration’s (NHTSA) first-ever program to reduce heavy and medium-duty truck Greenhouse Gas (GHG) emissions.
We are proud to be pacing the industry in technologies that not only reduce greenhouse emissions, but also improve fuel economy for our customers.
Selective Catalytic Reduction (SCR)
SCR Emissions Technology
Our emissions system combines exhaust gas recirculation (EGR), selective catalytic reduction (SCR), diesel oxidation catalyst (DOC) and the diesel particulate filter (DPF) to efficiently meet the current emissions standards. SCR treats the exhaust gases downstream of the engine instead of requiring complex changes under the hood. It does this by injecting a small amount of diesel exhaust fluid (DEF) into the exhaust stream. DEF reacts with the NOx in the SCR catalyst to form nitrogen and water. Then, the nitrogen and water, safe elements in the air we breathe, are released into the environment.
SCR emissions technology helps engines perform at their peak. It requires less EGR, helping our engines run more efficiently. This allows them to perform at optimal combustion ranges to provide peak power and reduce heat rejection on many of the internal engine components. Another major contributing factor to this improvement is that the engine’s diesel particulate filter (DPF) have been updated to help extend its regeneration intervals. Ultimately, SCR leads to better durability, greater reliability, and lower lifecycle costs.
Aftertreatment System (ATS)
The Aftertreatment System
The innovative 1-Box™ Configuration, available only with Detroit® engines, combines the SCR catalyst, the diesel oxidation catalyst (DOC), diesel particulate filter (DPF) and diesel exhaust fluid (DEF) into one compact component. Combining all of these systems lowers engine back-pressure and reduces overall weight, yielding better fuel economy. The 1-Box comes standard on every truck, in combination with the engine of your choosing. The system's job is to reduce NOx and capture and burn off (regenerate) the particulate matter (soot) in the engine’s exhaust gas. It does this using a DOC and a DPF. By monitoring exhaust gas temperature and system back pressure, DDEC® control module determines the most efficient way required to ensure complete regeneration of the soot captured in the DPF.
Stationary Regeneration
Depending on engine duty or application, DDEC may notify the driver that stationary regeneration is necessary. Once the driver begins the stationary high-idle regeneration process, it typically takes up to 45 minutes to complete.
Active Regeneration
When required, DDEC gets help from two key upstream components that assist in a process called active regeneration. This process of active regeneration happens during the normal operation cycle of the vehicle.
- The Intake Throttle is electronically actuated to help increase the Aftertreatment System temperature, assisting regeneration.
- The Dosing Valve injects a mist of diesel fuel into the exhaust system to further increase the Aftertreatment System temperature until satisfactory regeneration is complete.
Maintenance
Maintaining your Aftertreatment System is easy, because we designed it that way. The Diesel Particulate Filter (DPF) collects ash and will eventually need to be replaced, but the DDEC system will alert you when filter replacement is required. In addition to proper DPF maintenance, make sure the Detroit® recommended maintenance intervals are followed to ensure your Aftertreatment system is performing to its full potential. These include the following items, as well as any additional items mentioned in your Operator’s Manual.
• Oil Change
• Air Filter
• Fuel Quality
• Proper DEF and fluid levels. (Remember not to put DEF in the fuel tank or fuel in the DEF tank!)
• Air Filter
• Fuel Quality
• Proper DEF and fluid levels. (Remember not to put DEF in the fuel tank or fuel in the DEF tank!)
Reference your Detroit® Engine Driver’s Card for more information on DEF indicator lamps and the parked regeneration procedure.
Cleaning the Diesel Particulate Filter (DPF)
Note: Detroit® Reman DPF’s are currently not for sale or installation in California
If the DPF needs more extensive service, use the Detroit® Genuine Parts Replacement program. Your DPF will be replaced with our signature Detroit® Genuine Parts brand, while the old core is sent back to our factory for an extensive proprietary, environmentally friendly washing service.
Aftermarket cleaning methods, such as “bake & blow”, leave harmful ash residue in the filter. This will potentially lead to aftertreatment system damage, increased downtime, and additional maintenance costs. Only remanufactured Detroit® Genuine Parts DPF’s utilize a proprietary cleaning process proven to remove over 95% of the ash from your DPF. It’s the only DPF cleaning process you can trust.
Aftertreatment Systems need diesel fuel with sulfur content below 15ppm. Higher sulfur content may eventually cause damage to your Aftertreatment System by fouling or prematurely plugging the Diesel Particulate Filter. Using the correct fuel is essential to the proper function of your Aftertreatment System, while also helping lower emissions.
Learn more about DPF CleaningDEF
Diesel Exhaust Fluid (DEF)
DEF is a simple, non-toxic, inexpensive pre-mixed fluid composed of two-thirds pure water and one-third automotive-grade urea. It’s used as a catalyst by SCR-equipped engines to reduce oxides of nitrogen (NOx) emissions. Tanks range in size from 6 to 23 gallons depending on the truck’s application, which means you, can go thousands of miles between fill-ups. DEF is sold at thousands of locations throughout North America. To find your nearest DEF location, visitDiscoverDEF.com.
discover defConnect Today
Learn more by visiting your nearest Freightliner or Western Start dealership.
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