Used detroit diesel 3-53 power unit for sale. All complete and run tested. Skid mounted with radiator, starter, alt., muffler, and hand clutch with 3 sheave pulley. 55 lbs oil pressure. 30 day guarantee on the block and the crank. Our complete inventory of power units found here. Series 60 Oil Pressure Regulator Valve Mounting Posted on September 30, 2011 November 27, 2014 by sam An oil pressure regulator valve maintains stable lubricating oil pressure within the engine, regardless of the oil temperature. Don Hayward's Detroit Diesel 2 Stroke Engine Forum. Welcome to this forum, Feel free to ask for information or leave articles of help for other people interested in DD 2 Stroke's & GM 8.2L/GM 6.2L. I Have Service Manuals for Inline71 - V71 - 53 Series - GM6.2l. Also Parts Books 53-71-92-110. Please use REFRESH after posts.
Used lube oil analysis can identify a potential source of engine trouble before it occurs. A
program such as the Detroit Diesel Oil Analysis Program is recommended for monitoring crankcase oil in all engines. One of the most serious conditions used oil analysis can uncover is the presence of excessive fuel in the lube oil which should not exceed 2.5% maximum of oil volume, reference Detroit Diesel’s Publication 7SE270 “Engine Requirements for Lubricating Oil, Fuel and Filters.” While used oil analysis can uncover the presence of excessive fuel in the lube oil, other methods must be used to determine its source. A particularly effective test involves the use of special test fuel containing dye additives.
2.13.1
Prepare Test Fuel
The use of fluorescent dye(J–28431–B) is effective in fuel leak detection and should be the technician’s choice in preparing a test fuel mixture. However, if a “Black light“ or fluorescent dye are not available, red LTO 1140 may be substituted.
To prepare fluorescent dye (J–28431–B), mix 118 ml (four ounces) of fluorescent dye additive
with 15.1 liters (four gallons) of diesel fuel in a clean container marked with the words “Test Fuel”.
To prepare Red LTO 1140, mix 59 ml (two ounces) of Red LTO 1140 dye additive with 18.9 liters
(five gallons) of diesel fuel in a clean container marked with the words “Test Fuel”.
2.13.1.1
Fuel Leak Tests (E3 Injectors Installed/Engine Off)
To locate a leaking injector the tests below should be completed in the sequence indicated and stopped at a point when the leaking injector is diagnosed. If a leaking injector is found, do not
arbitrarily replace more than that injector, as multiple injector malfunctions are rare on the same engine.
NOTE:
During fuel pressure testing (engine off, 5 minutes at 345 kPa [50 psi]) fuel leakage will be evident at the injector body/plunger spring seat area see Figure 2-2. Factory tests have shown that accumulation of fuel at each injector, approximately a tablespoon may be evident during these tests. Evidence of fuel in this area is expected, as there is no other place for it to go when the injector cavities are pressurized, forcing fuel between the injector body and plunger.
Figure 2-2
Acceptable-Fuel Leakage Between injector Plunger and Body
2.13.1.2
Fuel Pressure Test
Since there is no known fuel leak tester available in the commercial market today, one must be
fabricated. Use the following guidelines to help in fabricating:
Although test fuel can be pressurized by variety of methods, Detroit Diesel recommends an air/fuel accumulator design capable of safely withstanding a minimum pressure of 345 kPa (50 psi).
The tester should have a capacity of 9.5 liters (2.5 gallons) of test fuel and provide for contamination free storage of the test fuel when not in use.
Regulated shop air may be used to charge the accumulator tank and maintain a constant test fuel pressure.
A shut-off valve should be installed at the accumulator outlet to start and stop pressurization during the test sequence.
Fuel Leak Tester
1. Fill fuel system tester with the fluorescent or red dye fuel mixture approximately 9.5
liters (2.5 gallons).
2. Charge tester (outlet valve closed) with shop air regulated at 345 kPa (50 psi).
3. Hook-up the tester to the engine fuel system. There are two options for fuel tester to engine hook-up as determined by the ease of access.
□ Option 1–Remove the fuel line from the outlet side of the fuel pump and connect the fuel system testers line in this fuel hose fitting. This hook-up location will require the fuel system shut-off valve to remain in the open position during testing. About 3.8 liters (1 gallon) of test fuel will be necessary to charge the engine’s fuel system from this hook-up location. Test fuel will not harm the engine’s fuel filters and may remain in the fuel system at the conclusion of testing.
□ Option 2–Remove the fuel line from the outlet side of the fuel by-pass filter adapter and connect the fuel testers line in this fuel hose fitting. It is recommended that the fuel system shut-off valve be placed in the closed position before removing the engine fuel line and remain closed until reinstalled. About 1.9 liter (0.5 gallon) of test fuel will be necessary to charge the engine’s fuel system from this hook-up location.
4. Remove rocker cover and disconnect the fuel outlet line at a convenient location between
the cylinder head and the fuel tank. Install an appropriate size pipe plug (loose) in the
fuel outlet line end and place it in a container to catch the fuel while priming the cylinder
head. If equipped, Jake Brakes® should be removed to allow for the visual examination
of the injectors during fuel leak testing.
5. Slowly open the fuel tester’s shut-off valve and charge the cylinder head fuel galley. When
test fuel is flowing from the fuel return line and air has been purged from the system, tighten the pipe plug at the engine fuel outlet line fitting.
6. With the fuel tester shut-off valve completely open and the cylinder head galley pressurized to 345 kPa (50 psi), visually monitor the overhead using a black light for five minutes if the test time goes beyond five minutes it will become more difficult to determine the faulty injector due to expected leakage at the injector plunger/body. Pay special attention to any leaks at the injector body, high and low pressure body plugs, see Figure 2-3and see Figure 2-5, injector nut to body and nut to tube seals see Figure 2-4, and stop valve cover see Figure 2-6.
NOTE:
Injector plunger/body leakage at the follower spring area is normal and expected during this test.
NOTE:
The figures that follow do not illustrate amount of fuel leakage but rather its origin or location. If injector(s) are removed and reinstalled in the head, the injector nut ‘O’ ring seals should be replaced with new parts.
7. Correct the cause of any abnormal fuel leaks.
8. Bleed the pressure from the accumulator tank and remove the pipe plug from the fuel outlet line. Reinstall the fuel outlet line in the engine’s fuel system. Disconnect the fuel tester and reinstall the fuel inlet line in the engine’s fuel system.
9. Completely open the engine’s fuel shut-off valve and assure that all fuel connections are tight. Reinstall the rocker cover and start engine to purge the air from the fuel system. If the engine fails to start, it may be necessary to prime the fuel system.
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When low oil pressure is detected the immediate response is to think the worst. However, most issues can be resolved with simple solutions. This article explains 7 of the most common causes for low oil pressure in a Caterpillar C7 but the principals can apply to the majority of diesel engines.
Before any inspection begins it is important to take a few precautions before tearing into the engine. Remember to keep all parts clean and free of contaminants. Any dirt or debris that gets into the engine can cause wear, misalignment of critical parts or clog various oil passageways. Use of an oil pressure gauge will determine if the problem is in the top end or bottom end of the engine.
It is also important to note to contain all fluids when inspecting the parts of the engine. Try your best to maintain critical fluid levels as best you can to ensure parts of the engine are not contaminated. Also dispose of all fluids according to local and federal regulations.
1. Engine Oil Level Is Low:
The first place to check if the oil level is low is the crankcase. The most common problem is that there is simply not enough oil in the engine. The oil level may simply be below the oil pump supply tube. Simply put, this will cause the oil pump not to work as it does not have the ability to pump oil to the engine components. The solution is to simply add the correct level of oil to the engine. Make sure to refer to “Refer to Operation and Maintenance Manual” for the recommended oil for your engine.
2. Engine Oil Is Contaminated:
Fuel or coolant in the oil will cause low engine oil pressure. Excess fluids in the oil consequently will cause high oil levels in the crankcase. High oil levels in the crankcase will generally always point to excessive fluid leaking somewhere else in the engine. Common contaminants include diesel fuel, coolant, or water. The engine builder will then have to determine the source of the fluid leak and make appropriate repairs. After the source of the contamination is found and fixed the oil should be drained and refilled with the approved grade of oil. It is also recommended to change the oil filter. Sometimes the low oil pressure is due to something so small as a clogged oil filter.
Caterpillar oil filters are built specifically for Caterpillar engines. That being said there are aftermarket oil filters that will do the job just fine. OEM dealers will recommend the use of propriety oil filters stating unauthorized filters will allow larger particles into the engine potentially causing damage to the bearings, crankcase etc… but most of that is simply untrue. Aftermarket filters are built to the exact same standards at the OEM ones.
3. Engine Oil Bypass Valves Are Open:
Oil Bypass Valve
If the engine oil bypass valvesare set in the “Open” position, it can result in lower engine oil pressure. The cause of open bypass valves is usually debris in the engine oil. Debris could be dirt or metal shavings from internal damage from one of the internal hard parts (camshaft, crankshaft, pistons etc…) The solution to this issue is to remove each oil bypass valve and clean out any dirt or debris. It is also wise to clean each bypass valve bore. Once the bypass valves are cleaned the oil should be changed as well as the oil filter.
4. Oil Lines or Oil Passages Are Not Working:
An oil line or oil passage that is open, broken or disconnected will cause low engine oil pressure. The engine builder should check each oil passage for debris and wear. Sometimes oil galleries can be out of alignment where the holes are not lined up correctly to allow normal oil flow. Check that the oil lines are hooked up properly and that there is not a tear in the line.
An open lubrication system could also be caused by a piston cooling nozzle that is missing or damaged. Piston cooling nozzles direct engine oil towards the bottom of the piston in order to cool the piston. These nozzles also provide lubrication for the piston pin. Incorrect installation, restriction of normal movement or breakage of the piston cooling nozzlescould result in the seizure of the piston itself.
5. Restriction in the Oil Suction Tube - Low Oil Pressure:
There is an inlet screen in the oil suction tube which can get clogged or damaged. This restriction will cause cavitation and a loss of engine oil pressure. The solution is to check the inlet screen on the oil pickup tube and remove any material that may be restricting oil flow. Low engine oil pressure may also come from the oil pickup tube not sitting properly and drawing in air vs. oil. Check the joints of the oil pickup tube for cracks, alignment or a damaged O-Ring seal. The best way gain access to the oil pickup tube is by removing the oil pan.
6. Problems with the Oil Pump:
Any sort of air leakage in the supply side of the oil pump will also cause cavitation (back pressure) and loss of oil pressure. The engine builder should check the supply side of the oil pump and make any necessary repairs.
The other common issue with the oil pump is excess wear to the gears. Gears that are out of tolerance will not have enough power to create suction. The engine builder must repair or replace the gears in the oil pump or purchase a new pump.
Detroit Diesel 353 Thermostat
7. Improper Bearing Clearance:
If the engine bearings have excessive clearance it could result in low oil pressure. Check the internal engine components where bearings are present to make sure they are in spec. If the bearings are worn it is advised to replace the bearings or make necessary repairs to the components.
Loss of engine oil pressure is a serious yet common matter with diesel engines. It should be noted that ignoring a low oil pressure warning could result in serious damage to your engine. The best way to keep your engine running is to regularly change the oil and keep the internal parts properly lubricated. Lubrication is life blood of any engine.