DDC Series 149 Maintenance

Series 149
13400 Outer Drive, West / Detroit, Michigan 48239-4001

Telephone: 313-592-5000
FAX: 313-592-7288
Copyright
1996 Detroit Diesel Corporation

Detroit Diesel, Power Cool, reliabilt, and the spinning arrows design are registered trademarks of Detroit Diesel Corporation.
6SE503 9603 As technical advancements continue, specifications will change. Printed in U.S.A.
Engine Operator's Guide
Table of Contents
To the Operator
This guide contains instructions on the safe operation and preventive maintenance of your Detroit
Diesel engine. Maintenance instructions cover routine engine services such as lube oil and filter
changes in enough detail to permit self-servicing, if
desired.
The operator should become familiar with the contents of this guide before operating the engine or
carrying out maintenance procedures.
Power-driven equipment is only as safe as the
person operating the controls. You are urged, as the
operator of this diesel engine, to keep fingers and
clothing away from the revolving belts, drive shafts,
etc., on the engine installation.
Throughout this guide CAUTIONS regarding
personal safety and NOTICES regarding engine
performance or service life will appear. To avoid personal injury and insure long engine service life,
always heed these instructions.
Whenever possible, it will benefit you to rely on an

authorized Detroit Diesel service outlet for all your
service needs from maintenance to major parts
replacement. Authorized service outlets worldwide
stock factory original parts and have the specialized
equipment and experienced, trained personnel to
provide prompt preventive maintenance and skilled
engine repairs.
The information and specifications in this publication are based on the information in effect at the time
of approval for printing. Contact an authorized
Detroit Diesel service outlet for information on the
latest revision. The right is reserved to make
changes at any time without obligation.
Keep this Operator's Guide with the engine
installation at all times. It contains important operating, maintenance, and safety
instructions.
Subject
Page
CAUTION SUMMARY .............................................................................................................................1-4

ENGINE MODEL AND SERIAL NUMBER DESIGNATION ...........................................................................5
Option Labels ............................................................................................................................................5
OPERATING INSTRUCTIONS ..............................................................................................................6-12
Preparations for Starting the Engine the First Time ..................................................................................6
Starting the Engine ..................................................................................................................................8
Running the Engine ................................................................................................................................11
Stopping the Engine ..............................................................................................................................12
Emergency Jump Starting ......................................................................................................................12
DDEC OPTIONS ................................................................................................................................13-20
Industrial Engines ...................................................................................................................................13
Marine Engines.......................................................................................................................................18
ENGINE SYSTEMS .................................................................................................................................21
LUBRICATION AND PREVENTIVE MAINTENANCE.............................................................................21-38
Preventative Maintenance Cautions...................................................................................................22-23
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its
constituents are known to the State of
California to cause cancer, birth
defects, and other reproductive harm.
"HOW TO" SECTION ..........................................................................................................................38-57

How to Select Lubricating Oil ................................................................................................................38
When to Change Oil ..............................................................................................................................41
How to Select Diesel Fuel ......................................................................................................................43
How to Replace the Lube Oil and Filters ..............................................................................................47
How to Replace the Fuel Filter and Strainer ...........................................................................................48
Engine Out of FuelHow to Restart ......................................................................................................51
How to Prime the Fuel System ...............................................................................................................52
WARRANTY
How to Select Coolant ..........................................................................................................................53
The applicable engine warranty is contained in

the booklet entitled Warranty Information on
Detroit Diesel Engines, available from authorized Detroit Diesel service outlets.
How to Drain and Flush the Cooling System ..........................................................................................56

SPECIFICATIONS ...............................................................................................................................58-59
SERVICE PUBLICATIONS .......................................................................................................................60
CUSTOMER ASSISTANCE .................................................................................................................60-62
Copyright
1996 Detroit Diesel Corporation

Detroit Diesel, the spinning arrows, Power Cool, Power Trac and reliabilt are trademarks or registered trademarks of Detroit Diesel Corporation.
Fuel Pro 40 and Mega Filter are registered trademarks of the Davco Manufacturing Corporation. Nalcool and Nalprep are licensed trademarks of the Penray
Companies.
6SE503 Rev. 9601 As technical advancements continue, specifications will change. Printed in U.S.A.
CAUTION SUMMARY
CAUTION:
The following cautions must be observed by the

operator of the vehicle, vessel, or machinery in
which this engine is installed and/or by those
performing basic engine preventive maintenance. Failure to read and heed these cautions
and exercise reasonable care for personal safety
and the safety of others when operating the
engine or performing basic engine preventive
maintenance may result in personal injury and
engine and/or vehicle, vessel, or machinery damage.
The operator of a DDEC-equipped vehicle must

not attempt to use or read a diagnostic data
reader of any kind while the unit is operating.
Doing so can result in loss of vehicle control,
which may cause vehicle damage and may
result in personal injury.
When engine or electronics system diagnosis
is required on a DDEC-equipped vehicle, this
must be done by a person other than the operator. The operator must maintain control of the
moving vehicle while the assistant performs the
diagnosis.
1. Observe the following cautions when operating the engine:
2. Observe the following cautions when performing basic preventive maintenance on the
engine:
CAUTION:
The operator of a DDEC-equipped engine
should know the extent of the warning system
on his vehicle in order to bring it to a safe stop
in the event of an engine malfunction. A
description of the warning system and detailed
instructions regarding its operation should be
obtained from the owner, the seller, or the manufacturer of the vehicle. This information may
also be obtained from any authorized Detroit
Diesel service outlet.
To be confronted with a power down/shutdown situation without knowing how the DDEC
system works could cause the vehicle to stop
in an unsafe location, posing the possibility of
damage to the vehicle and a threat to the safety
of the operator.
CAUTION:
Engine exhaust may be harmful to your health if
inhaled. Please note this caution and remember:
Always start and operate the engine in a well ventilated area.
If in an enclosed area, vent the exhaust to the outside.
Do not modify or tamper with the exhaust system.
CAUTION:
Personal injury and/or property damage may

result from fire due to the leakage of flammable
fluids such as fuel or lubricating oil. Contain
and eliminate all leaks as they occur.
The rotating turbocharger impeller wheel may

pose a hazard when the air inlet piping is
removed. To avoid possible personal injury when
an engine must be operated with the air inlet piping removed, do not start or run the engine without first installing the turbocharger air inlet shield
(J 26554-A).
CAUTION:
The rotating fan, pulleys, and belts of an operating
engine may pose certain hazards when servicing
the engine. To avoid possible personal injury, follow these precautions:
Improper use of caustic chemicals may result in

personal injury. If cleaning of an engine component should become necessary prior to
replacement, follow the solvent manufacturers
usage, handling, and disposal instructions and
observe all manufacturer cautions.
If this is not possible or practical (as during

transmission fluid level check), keep hands,
clothing, and tools away from the fan, pulleys,
and belts while the engine is running.
3. Observe the following cautions when using

compressed air:
Avoid wearing loose clothing or jewelry which

can get caught in the fan, pulleys, or belts. Do
not place tools where they can fall into the fan
system, becoming projectiles which may cause
personal injury or property damage.
CAUTION:
To prevent possible personal injury when using
compressed air, wear adequate eye protection
(face plate or safety glasses) and do not exceed
40 psi (276 kPa) air pressure.
Those with long hair should tie hair back or contain it in a hat to prevent possible entanglement
with the fan, pulleys, or belts.
CAUTION:
CAUTION:
When working near the engine, always remove

loose items of clothing or jewelry that could get
caught in a moving part of the engine and
cause personal injury. Safety glasses and hearing protection must also be worn.
Personal injury and/or engine damage may

result from direct, physical contact with the
vibration damper of an operating engine. This
may occur if tools or other objects strike or
become lodged behind the damper during
operation. An object coming in contact with the
damper of an operating engine may be thrown
off with force, becoming a dangerous projectile
which could cause personal injury, property
damage, or both.
To avoid personal injury (burns, eye injury) from

the hot oil, do not operate the engine with rocker covers removed for any reason.
CAUTION:
Shut down the engine before performing basic

preventive maintenance.
CAUTION:
CAUTION:
CAUTION:
Do not apply compressed air to any part of the

body or clothing. Compressed air directed at
the face or body may cause eye or hearing
injury or other serious physical injury.
4. Observe the following caution when using
starting aids:
CAUTION:
Starting fluid used in capsules is highly
flammable, toxic, and possesses sleep-inducing properties. Do not inhale vapors from starting fluid capsules.
5. Observe the following cautions when jump

starting an engine, charging a battery, or
working with the vehicle electrical system:
CAUTION:
When the temperature of diesel fuel is elevated,
as occurs when the fuel is circulated through
an operating engine, it may pose the following
hazards which should be guarded against:
Heated liquid fuel may cause scalding if
allowed to come in contact with the skin.
Heated diesel fuel can form combustible
vapor mixtures in the area around the fuel
source.
Whenever possible, it is recommended that
the engine and fuel be given an opportunity
to cool down to ambient temperature before
performing service operations which could
result in spillage of fuel from the engine or
vehicle fuel system.
When this is not possible, protective clothing
and safety gear (insulated gloves, apron, face
shield) should be worn when performing
these operations.
CAUTION:
To avoid possible personal injury and/or engine
damage from accidental engine start-up, always
disconnect the battery before servicing the electrical system.
CAUTION:
Reversing battery polarity may result in personal injury caused by the sudden discharge of
electrolyte from the battery vents and/or the
sudden rupture of the battery case by explosion
of internal hydrogen gas. Always establish the
correct polarity before connecting cables to the
battery or battery circuit.
7. Observe the following cautions when servicing

the cooling system:
9. Observe the following cautions when replacing the engine lubricating oil and filters:
CAUTION:
CAUTION:
To avoid personal injury, do not remove the

pressure control cap from the radiator or
attempt to drain the coolant until the engine
has cooled. Once the engine has cooled, use
extreme caution when removing the cap. The
sudden release of pressure from a heated cooling system can result in a loss of coolant and
possible personal injury (scalding, eye injury,
etc.) from the hot liquid.
When the temperature of engine lubricating oil is elevated, as occurs when the oil is circulated through
an operating engine, it may pose the following hazards which should be guarded against:
Heated oil may cause scalding if allowed to come
in contact with the skin.
Protective clothing and safety gear (insulated
gloves, apron, face shield) should be worn when
draining hot lubricating oil.
Lubricating oil should be drained and replaced in a
well ventilated area that is kept free of bystanders.
CAUTION:
Mop up or absorb spilled coolant immediately
to avoid danger of possible slip and fall injury.
CAUTION:
8. Observe the following cautions when working

on the engine air intake system:
Keep open flames, sparks, electrical resistance

heating elements, or other potential ignition sources
away and do not smoke when draining or replacing
lubricating oil.
CAUTION:
CAUTION:
Do not touch battery terminals, alternator terminals, or wiring cables while the engine is
operating. Severe electrical shock, which may
lead to personal injury, may result from improper shielding of electrical components.
Engine or vehicle fuel system service operations should be performed in a well ventilated
area that is kept free of bystanders.
6. Observe the following cautions when fueling

the vehicle, replacing fuel filters or working
with the engine fuel system:
CAUTION:
Keep open flames, sparks, electrical resistance
heating elements, or other potential ignition
sources away and do not smoke during vehicle
refueling or other service operations which
could result in the escape of liquid or vaporized
diesel fuel.
CAUTION:
The addition of gasoline to diesel fuel will create a serious fire hazard. Do not mix gasoline
with diesel fuel.
CAUTION:
Mop up or absorb spilled fuel immediately to
avoid danger of possible slip and fall injury.
CAUTION:
To avoid personal injury (burns from the turbocharger or engine) or turbocharger damage,
do not remove, attach, or tighten turbocharger
air intake ducting while the engine is operating
or operate the engine with the ducting
removed.
CAUTION:
Mop up or absorb spilled lubricating oil immediately to avoid danger of possible slip and fall
injury.
CAUTION:
(J 26554-A).
Option Labels
ENGINE MODEL AND SERIAL

NUMBER DESIGNATION
Computerized, paper laminate engine option labels

are attached to the valve rocker cover(s). These
labels contain the engine serial number and model
number and, in addition, list any optional equipment
used on the engine.
With any order for parts, the engine model and
serial number must be given. If a type number is
shown on the option label covering the equipment
required, this number should also be included on the
parts order.
Marine gears, transmissions, and power take-offs
generally carry their own name plates. The model
and serial number information on these plates is
useful when ordering parts for these assemblies.
The engine serial number and model number are

stamped on the cylinder block in the following locations (as viewed from the flywheel end):
8V-149
Left, rear on rocker cover rail
12V, 16V, 20V-149
Right side of front block,

on rocker cover rail
0228
0140
0110
1075
0400
0123
0093
1019
0921
UNIT
1671
0189
0122
0271
0038
0004
0849
1372
0550
UNIT
AIR BOX DRAIN

ENG LIFT BRKT
CRANKSHAFT
FLYWHEEL
CONN ROD/PSTN
OIL PUMP
OIL FIL TUBE
DIPSTICK
VENT SYSTEM
16E0011785 S.O.
FAN MOUNTS
WATER PUMP
WAT OTLT ELBO
FUEL PUMP
BLO DRV SHAFT
INTERCOOLER
AIR INLT HSG
AIR COMP
ROCKER COVER
16E0011785 S.O.
0221 CYL HEAD

0796 F/W HOUSING
0165 VIB DAMPER
0037 F/HSG ADAPT
0860 OIL PAN
0491 OIL DIST
1246 OIL COOLER
0465 OIL FILTER
0182 C/S COVER
7A36827 MODEL 91637C01
0306 C/S PULLEY

0145 WAT PUMP CVR
0048 WATER FILTER
0310 INJECTOR
0002 BLWR BP CONTR
0870 FUEL FILTER
0332 INJ CONT ELEC
0877 CAM/GR TRAIN
0922 VENT SYSTEM
7A36827 MODEL 91637C01
THIS ENGINE DESIGNED

TO OPERATE AT 1800 HP
AT 01900 RPM
INJ. TIMING
VALVE LASH.
STARTING AID
THRTDLY/FMOD
MAX RPM NL 01920
STD GT STD CAM
SPEC PBB8502
NONE C/S PUL BELT

0177 THERMOSTAT
0560 EXH MANIFOLD
0652 BLOWER
1472 TURBOCHARGER
1891 FUEL LINES
0562 ENGINE MOUNTS
0376 VALVE MECH
2289 GEN PULLEY
SPEC PB8502
Typical 16V-149 industrial engine option label
add coolant until the level stabilizes at the Full

Cold level, usually the bottom of the filler neck
extension. If a coolant recovery bottle is used, fill
the surge tank completely and add coolant to the
proper level in the bottle. For more detailed
coolant recommendations, refer to How to
Select Coolant (page 53).
CAUTION:
Before operating or servicing the engine, read
the Cautions shown on pages 2-5. Failure to
heed Cautions may result in personal injury
and/or engine damage.
OPERATING INSTRUCTIONS
4. After filling the cooling system, close all air bleed

petcocks.
Preparations for Starting

the Engine the First Time
5. Entrapped air must be purged after filling the cooling

system. To do this, refer to Inspection - Cooling
System under Running the Engine (page 11).
6. On radiator-cooled units:
Check to make sure the front of the radiator is
unblocked and free of debris.
Maintain 7 - 10 psi (48.3 - 69 kPa) pressure during
engine operation. Make sure a 14 psi (97 kPa)
minimum pressure cap is installed.
7. On marine units, perform these additional steps:
Check sea water strainers and remove any accumulations of seaweed or debris. Make sure all thruhull valves, other valves in the cooling system, and
raw water sea lines are open.
Remove the cover from the JABSCO raw water
pump. Visually inspect the impeller for signs of
damaged or broken vanes. Replace the impeller if
damaged. Reinstall the cover with a new gasket.
When preparing to start a new or newly overhauled

engine or an engine which has been in storage, perform all of the operations listed below. Failure to follow these instructions may result in serious engine
damage. Before a routine start, see Daily checks in
the Lubrication and Preventive Maintenance chart
(page 27).
CAUTION:
U.S.A.
L13188
When working near the engine, always remove

loose items of clothing or jewelry that could get
caught in a moving part of the engine and
cause personal injury. Safety glasses and hearing protection must also be worn.
Cooling System Checks
1. Make sure all the drain cocks in the cooling system are installed (drain cocks are often removed
for shipping) and are closed tightly.
U.S.A.
L13188
2. Open the air bleed petcock on the water return line of

the water-cooled turbocharger (if used) and any other
air bleed petcocks in the cooling system.
3. Remove the radiator or heat exchanger fill cap
and fill with genuine Detroit Diesel Power Cool
antifreeze or an equivalent ethylene glycol-base
antifreeze solution in the required concentration.
In extremely hot environments, clean, soft, water
properly inhibited with silicate-free Detroit Diesel
Power Cool 3149 SCA may be used. Continue to
NOTICE:
Failure to install a new gasket and tighten cover
bolts securely can result in pump leakage at
start-up.
Prime the JABSCO raw water pump by removing

the pipe plug or zinc provided in the pump outlet
elbow and pouring at least a pint of water into the
pump. Reinstall the plug or zinc.
bearings at start-up, disconnect the oil supply lines

from the turbocharger and manually fill the center
housings with clean engine oil. Replace the oil supply lines.
The oil should be the same weight and viscosity
as that used in the crankcase. After pre-lubricating,
add additional oil to bring the level to the proper
mark on the dipstick. Refer to How to Select
Lubricating Oil (page 38) for lubricant recommendation.
Make sure the transmission or marine gear and all
optional equipment is filled to the proper level with
the fluid recommended by the manufacturer.
NOTICE:
Failure to prime the raw water pump may result in
damage to the flexible pump impeller and engine
overheating.
Prime the GILKES raw water pump by removing
the primer section outlet hose and filling the priming section with one gallon of water. Replace the
hose before starting.
On heat exchanger or keel-cooled units, make

sure a 14 psi (97 kPa) minimum pressure cap is
installed. Check for proper rating.
Check lube oil level before starting
Extended StorageAn engine in storage for an

extended period of time (over winter, for example)
may accumulate water in the oil pan through normal
condensation of moisture (always present in the air)
on the cold internal surfaces of the engine. Lube oil
diluted by water cannot provide adequate bearing
protection at engine startup. For this reason, Detroit
Diesel recommends replacing the engine lube oil and
filter(s) after extended storage.
Prime the raw water pump
Lubrication System Checks
NOTICE:
Failure to eliminate water-diluted lube oil may lead
to serious engine damage at startup.
The lubricating oil film on the rotating parts and

bearings of a new or newly overhauled engine, or
one which has been in storage for six months or
more, may be insufficient when the engine is started
for the first time. Insufficient lubrication at start-up
can cause serious damage to engine components.
To insure an immediate flow of oil to all bearing
surfaces at initial engine start-up, the engine lubrication system should be charged with a commercially
available pressure pre-lubricator set at 25 psi (172
kPa). If this is impractical, rocker covers should be
removed and clean lubricating oil should be poured
over the rocker arms.
To insure an immediate flow of oil to turbocharger
Fuel System Checks

Fill the tank with the recommended fuel. Keeping
tanks full reduces water condensation and helps
keep fuel cool, which is important to engine performance. Full tanks also reduce the chances for
microbe (black slime) growth. Refer to How to
Select Diesel Fuel (page 43) for fuel recommendation. Make sure fuel supply shutoff valves (if used)
are open.
Check for matted, crushed, or oil-soaked turbocharger or riser insulation blankets (if equipped). Have damaged or oil-soaked blankets replaced.
Check engine mounting bolts for tightness.
Retighten, if necessary.
To insure prompt starting and even running and

avoid injector damage, the fuel system must be
primed before starting fuel system. Refer to How to
Prime the Fuel System (Page 52) for priming
instructions.
Starting the Engine
NOTICE:
Do not use the electric starting motor and engine
fuel pump to prime the fuel system. This can
result in damage to the starter, fuel pump, and
injectors, and cause erratic engine operation due
to the amount of air in the lines and filters from
the supply tank to the cylinder head.
Engines equipped with starting devices dependent on compressed air or gas reservoirs must
also be primed before initial startup. Otherwise,
reserve pressure can be exhausted and injectors
may be damaged from lack of lubrication and
cooling.
Under no circumstances should a starting aid
such as ether be used to run the engine until the
fuel system is primed. Injector damage will
occur if this method is used. The heat generated by the external fuel source will cause the
injectors to be damaged without the fuel to cool
and lubricate them.
Before starting the engine the first time, perform the

operations listed under Preparations for Starting
the Engine the First Time (pages 6-8).
If the engine has an emergency manual or automatic shutdown system, make sure the controls are
set in the open position before starting. The blower
and turbocharger may be seriously damaged if the
engine is cranked with the air shutdown in the
closed position. On units with multiple air shutdown
housings, all shutdown valves must be in the open
position before starting the engine.
If the unit is located in a closed room, start the
room ventilating fan or open the windows, as weather conditions permit, so ample air is available for the
engine.
The engine may require the use of a cold weather
starting aid if the ambient temperature is below 40F
(4C).
CAUTION:
If the engine is equipped with a fuel/water separator, drain off any water that has accumulated. Water
in fuel can seriously affect engine performance and
may cause engine damage. Detroit Diesel recommends installation of a fuel/water separator on
marine units and wherever water contamination is
a concern.
Starting fluid used in capsules is highly

flammable, toxic, and possesses sleep-inducing properties. Do not inhale vapors from starting fluid capsules.
Initial Engine Start
Non-DDEC Engine
Other Checks
1. Position the transmission or marine gear in

neutral.
With the engine stopped, check drive belts to make

sure they are in good condition (not cracked, torn,
worn, or glazed) and are properly adjusted.
Make sure the air intake system is free of foreign
objects, rust, or scale.
Make sure cable connections to the engine batteries are clean and tight and battery electrolyte level
is normal.
Check turbocharger(s) for signs of oil, coolant, or
exhaust leaks. Leaks should be corrected before
starting the engine.
2. Set the speed control lever at part throttle, then

bring it back to the desired no-load speed. In
addition, make sure the stop lever on the cover of
mechanical governors is in the run position.
Electric Starter. Start an engine equipped with an

electric starting motor as follows:

DDEC Industrial Engine

DDEC Marine Engine
1. Press the starter switch firmly.
1. With the transmission (if equipped) in neutral or

park, turn the ignition key on.
1. With the marine gear in neutral, turn the ignition key

on. You will notice that both the Check Engine and
Stop Engine lights on the Marine Interface Module
or MIM will come on. This is the result of the DDEC
computer diagnosing the system to ensure everything is functional, including the light bulbs for the
Check Engine and Stop Engine warning lights. If
everything is okay, both lights will go out in approximately five seconds. A green light will remain lit as
long as the ignition is on.
The electronic display panels at the control bridge
also complete a diagnostic check when the ignition
key is turned on. The electronic display module or
EDM (if used) does not contain Check Engine and
Stop Engine lamps, but features the words STOP
and CHECK on the panel face. When the
ignition key is turned on, the EDM checks every segment on the panel face and sets itself for
display of engine parameters.
If the vessel is equipped with the DDEC Imaging
System, you will notice that it also does not contain
Check Engine and Stop Engine lamps, but does
a self-diagnostic check when turned on.Should a psi
system fault be present at any time, both display versions will present on the screen the diagnostic code
number and a brief word description of the fault condition.
2. Start the engine after the lights go out. Start the
engine by pressing the starter switch firmly.
You will notice that the Check Engine and

Stop Engine lights will come on. This is the
result of the DDEC computer diagnosing the system to ensure everything is functional, including
the light bulbs for the Check Engine and Stop
Engine warning lights. If everything is okay, all
lights will go out in approximately two seconds.
NOTICE:
To prevent serious starting motor damage, do not
press the starter switch again after the engine has
started.
2. If the engine fails to start within 15 seconds,
release the starter switch and allow the starting
motor to cool for 15 seconds before trying again.
If the engine fails to start after four attempts, an
inspection should be made to determine the
cause.
2. With foot OFF the foot pedal, or in minimal

throttle/speed control setting, start the
engine after the lights go out. Start the
engine by pressing the starter switch firmly.
NOTICE:
If the warning lights stay on, or if they do not come
on momentarily after turning on the ignition, consult
with a Detroit Diesel technician. Operating the
engine under these circumstances may result in
engine damage.
Starting Tip: Some white smoke is normal at startup when the engine is cold and will clear up shortly
after the engine warms. However, if you experience
excessive smoke at cold start-up, depress the stop
button or cable at the same time you press the
starter button and crank the engine for a few seconds. Release the stop button or cable and continue
to crank the engine until it starts (but not longer than
15 seconds). This will preheat the cylinders and
reduce white smoke at start-up.
NOTICE:
To prevent serious starting motor damage, do not
press the starter switch again after the engine has
started.
Air Starter. Because of the limited volume of most

storage tanks and the relatively short duration of the
cranking cycle, it is important to make sure the
engine is ready to start before activating the air
starter. Start an engine equipped with an air starter
as follows:
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. If the engine fails
to start after four attempts, an inspection should be
made to determine the cause.
1. Check the pressure in the air storage tank. If necessary, add air to bring the pressure up to at least
the recommended minimum for starting.
2. Press the starter button firmly and hold until the
engine starts.
Electronic Display Module
If the engine fails to start within 15 seconds, release

the starter switch and allow the starting motor to cool
for 15 seconds before trying again. If the engine fails to
start after four attempts, an inspection should be
made to determine the cause.
DDEC Imaging System
NOTICE:
If the warning lights on the MIM (Marine Interface
Module) stay on, or if they do not come on
momentarily after turning on the ignition key, consult with a Detroit Diesel service technician. In the
former case, the bridge displays will show the
active fault codes. Operating the engine under
these circumstances may result in engine damage.
NOTICE:
To prevent starting motor damage, do not press
the starter switch again after the engine has started.
10
If all of the coolant is drawn out of the recovery bottle

when the engine cools, remove the pressure control cap
from the radiator or heat exchanger tank and check to
make sure the coolant level is at the bottom of the filler
neck. Add coolant as required, replace the pressure cap,
and fill the recovery bottle to the Full Cold level, or no
more than one-quarter of its volume. Pressurize deaeration tank on direct radiator-cooled units as indicated
above before restarting.
Running the Engine

Oil Pressure
CAUTION:
To avoid personal injury from the hot oil, do not
operate a Series 149 engine with rocker covers
removed for any reason.
NOTICE:
Failure to properly fill the cooling system and purge
it of air can result in engine overheating and serious
engine damage.
Observe the oil pressure gauge or electronic display

immediately after starting the engine. A good indicator that all of the moving parts are getting lubrication
is when the oil pressure gauge registers pressure (10
- 69 kPa at hot idle speed). If there is no oil pressure
indicated within 10 to 15 seconds, stop the engine
and check the lubricating system. The pressure
should not fall below 65 psi (448 kPa) at 1800 rpm,
and normal operating pressure should be higher. If
pressure does not fall within these guidelines, it
should be checked with a remote gauge.
Do not overfill the recovery bottle, since this can

result in spillage as the coolant expands during
engine operation.
On marine units check to make sure that raw water
is flowing out the exhaust outlet or raw water discharge pipe. Look for coolant, fuel, or lubricating oil
leaks at this time. If any are found, shut down the
engine immediately and have leaks repaired after
the engine has cooled.
Crankcase If the engine oil was replaced, stop
the engine after normal operating temperature has
been reached. Allow the oil to drain back into the
crankcase for approximately thirty (30) minutes, and
check the oil level. If necessary, add oil to bring the
level to the proper mark on the dipstick. Use only the
heavy-duty oils recommended in How to Select
Lubricating Oil (page 38) in this guide.
Turbocharger Make a visual inspection of the turbocharger for air leaks, oil leaks, coolant leaks,
exhaust leaks, excessive noise or vibration. Stop the
engine immediately if a leak or unusual noise or vibration is noted. Do not restart the engine until the
cause of the concern has been investigated and
corrected. Authorized Detroit Diesel service outlets are properly equipped to perform this service.
Warm-up
Run the engine at part throttle for about five (5) minutes to allow it to warm up before applying a heavy
load.
Inspection
Cooling System Entrapped air must be purged
after filling the cooling system. To do this, proceed as
follows:
Industrial Radiator-Cooled Units Make sure regulated pressure of 7-10 psi (48.3-69 kPa) is maintained
during warm-up and that the pressure cap is sealing
properly. If the cooling system is equipped with open
petcocks, vent petcocks on engine deaeration fittings
until coolant (no air) comes out. Close petcocks.
Other Units Allow the engine to warm-up without
the pressure cap installed. With the transmission or
marine gear in neutral, run at high idle speed, and add
coolant as required. Vent the petcock on the deaeration line at the water-jacketed turbocharger (if
equipped) until coolant (no air) comes out. Install the
pressure cap after the coolant level has stabilized at
the bottom of the radiator or heat exchanger tank filler
neck.
11
Stopping the Engine
NOTICE:
If the emergency air shutdown is used to stop the
engine in an emergency situation, always have the
shutdown checked for damage and for proper
operation before the engine is returned to service.
This is especially important if shutdown is made at
high engine RPM. To ensure positive valve closure
should another emergency shutdown be required,
the shutdown must be checked and required
repairs or adjustments made at this time. Failure to
observe this precaution may permit engine run-on
when the emergency shutdown is activated.
Normal Stopping
NOTICE:
Stopping a turbocharged engine immediately after
high speed operation may cause damage to the
turbochargers, as they will continue to turn without
an oil supply to the bearings.
1. Decrease engine speed back to normal idle and
put all shift levers in the neutral position.
2. Allow the engine to run between idle and 1000 rpm
with no load for several minutes. This allows the
engine and the turbochargers to cool down.
Emergency Jump Starting

The DDEC III electronic control system operates on
12 or 24 volts DC. If a DDEC III engine with electric
starting motors requires emergency jump starting,
do not exceed 32 volts DC.
Emergency Stopping
The emergency shutdown should be used only
when the engine does not respond to the normal stop engine procedure.
To shut down the engine, simply activate the
emergency shutdown control. This is an electrical
switch or mechanical lever which is normally identified as such on the control panel.
CAUTION:
Reversing battery polarity may result in personal injury caused by the sudden discharge of
electrolyte from the battery vents and/or the
sudden rupture of the battery case by explosion
of internal hydrogen gas. Always establish the
correct polarity before connecting cables to the
battery or battery circuit.
NOTICE:
Never use the emergency shutdown system, except in
an emergency. Use of the emergency shutdown can
cause lubricating oil to be sucked past the blower oil
seals and into the air stream and may also cause
blower and turbocharger damage.
NOTICE:
Jump starting with voltages greater than those indicated or reversing battery polarity may damage the
ECM (Electronic Control Module). Failure to
observe this precaution can also result in alternator
and/or equipment damage.
The air shutdown, located in the air inlet housing, must

be reset by hand and the emergency stop knob
pushed in before the engine is ready to start again.
Before attempting to jump start the engine, make

sure jumper cables are connected properly (positive
to positive, negative to negative) and in the proper
sequence (negative to negative ground last).
12
The DDEC engine is equipped with an electronically controlled fuel injection system. There are
no control racks or mechanical linkages to adjust.
This system not only helps to improve fuel economy
and engine performance, it also helps to reduce cold
starting time and may increase initial idle speed for
fast engine warm-up and virtual elimination of cold
smoke.
The DDEC engine has no mechanical governor. Engine horsepower, torque, idle, and engine
speed are contained in the internal electronics.
Therefore, there are no mechanical governor spring
adjustments for idle and high speed control.
There is no need for a throttle delay, since
emission control is performed through the Electronic
Control Module (ECM).
When used, the Electronic Foot Pedal Assembly,
or EFPA, eliminates the need for any throttle linkage.
The DDEC engine has the ability to perform
diagnostics for self-checks and continuous
monitoring of other system components. DDEC
also monitors oil temperature, oil pressure, coolant
level, engine coolant temperature and pressure,
intercooler temperature and (on SCCC units) pressure, intake air temperature, and boost pressure,
crankcase pressure, fuel pressure and temperature,
and remote sensors. This diagnostic system is connected to the Check Engine and Stop Engine
lights to provide a visual warning of a system malfunction.
The DDEC engine may be equipped with an
engine protection system that features a 30
second, stepped-power shutdown or an immediate speed reduction. Both can be programmed
with or without complete shutdown in the event a
major engine malfunction occurs.
The DDEC engine may also have an optional
3-100 minute idle shutdown system. The purpose of this system is to conserve fuel by eliminating
excessive idling and to allow for a turbocharger cool
down period. To activate the shutdown, the transmission must be in neutral, with the parking brake
on. Idling in any other manner will not activate the
five-minute idle shutdown system.
Many more DDEC system options are available.
For complete information on your engine, contact an
authorized Detroit Diesel distributor.
DDEC OPTIONS
DDEC III Industrial Engines
Detroit Diesel engines equipped with DDEC III electronic control systems are identified by a K in the
sixth position of the model number. Example:
91637K11.
NOTICE:
If the warning lights stay on, or if they do not come
on momentarily after turning on the ignition, consult
with a DDEC technician. Operating the engine
under these circumstances may result in engine
damage.
Engines having the Detroit Diesel Electronic Control
(DDEC) can be equipped with a variety of options
designed to warn the operator of an engine malfunction. The options can range from Check
Engine and Stop Engine panel lights to automatic
reduction in engine power followed by optional automatic engine shutdown. The power-down shutdown
or propulsion cutout option may be activated by low
coolant level, low oil pressure, high oil temperature,
high coolant temperature, low engine or intercooler
coolant pressure, high intercooler coolant temperature, or high crankcase pressure.
The cause of the shutdown must be determined
before attempting to restart the engine.
Typical shut-down override switch and engine lights
13
DDEC Power Requirements
NOTICE:
Since the DDEC system is electronic, a battery is

required to operate the computer.
The system operates with 12 or 24 volt electrical
systems. However, in the event of a power supply
malfunction, the system will continue to operate at
reduced voltage.
At reduced voltage, the electronic control system
will detect a malfunction. When this occurs the
Check Engine light will come on.
You should not notice any change in engine performance until the battery voltage drops to below 10
volts. At this time a lag in power may occur.
While you can still operate the vehicle and
proceed to your destination when the Check
Engine light comes on, a report should
be made to a Detroit Diesel technician as soon
as possible.
For some applications holding the Stop Engine

Override switch in will not prevent the engine shutdown sequence. You must continue to reset the
automatic shutdown system 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 and continue to do so until
the vehicle can be brought to a safe stop.
The immediate speed reduction option will
bring engine rpm back to a predetermined speed.
The engine may or may not shut down, depending
on how it is programmed.
NOTICE:
When the Stop Engine light comes on, the computer has detected a major malfunction in the
engine that requires immediate attention. It is the
operators responsibility to safely pull the vehicle off
the road as quickly as possible and shut down the
engine to avoid serious damage.
Engine Protection
The Stop Engine malfunction is recorded in the
Electronic Control Module. With the 30 second shutdown option, the engine will begin a 30 second,
ramped power down. The unit will shut down completely only 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 may be 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 override switch
every 15 to 20 seconds to prevent engine shutdown
from occurring.
Typical shut-down override switch and engine lights
The engine should not be restarted after it has

been shut down by the engine protection system
unless the problem has been located and corrected.
The conditions that will cause the Stop Engine
light to come on are:
Loss of coolant
High engine or intercooler coolant temperature
Low engine or intercooler coolant pressure
High oil temperature
Low oil pressure
High crankcase pressure
Auxiliary shutdown
Engine overspeed
14
It is important to point out that whenever the Check

Engine light or the Stop Engine light comes on,
the DDEC computer will determine where the problem is, and will then store this information in its
memory.
If the malfunction is intermittent, the lights will
come on and go off as the computer senses the
changing engine condition.
A special diagnostic tool is available that can be
plugged into the engine computer memory to extract
information related to the cause of the problem.
Once the malfunction has been corrected, the
DDEC system will return the engine to normal operation.
The malfunction code recorded in the computer
memory will remain until it is erased by a technician,
using the diagnostic data reader.
Diagnostic Codes DDEC II
NOTICE:
If the vehicle is equipped with an OEM-supplied diagnostic switch which connects pins A and M in the
Diagnostic Data Reader connector together, the
switch must not be switched on when operating the
vehicle. If this is done while operating on the limiting
speed governor, the diagnostic mode line will be
grounded, and the throttle will be forced to idle,
affecting vehicle operation. The diagnostic mode will
have no effect on engine operation while operating
on the variable speed governor.
CAUTION:
on his vehicle in order to bring it to a safe stop
in the event of an engine malfunction. A
description of the warning system and detailed
instructions regarding its operation should be
obtained from the owner, the seller, or the manufacturer of the vehicle. This information may
To be confronted with a power down/shutdown situation without knowing how the DDEC
system works could cause the vehicle to stop
in an unsafe location, posing the possibility of
damage to the vehicle and a threat to the safety
of the operator.
Welding Precaution
Diagnostic data reader J38500
NOTICE:
The malfunction code can also be obtained by the

operator. A diagnostic switch may be provided
which, when pressed, will cause the Check Engine
light (or CEL) to flash a code number. It will, for
example, flash twice...pause...flash five
times...pause. In other words a code 25.
Code 25 indicates all systems are O.K.
The codes will continue to flash and repeat as long
as the diagnostic switch is held in the On position
with the ignition on. Other diagnostic codes are shown
in the charts on pages 16 and 17.
To prevent damage to the DDEC electronic control

system, disconnect the following before welding:
battery power and ground cables and the 6-pin
power connector at the ECM (Electronic Control
Module). Failure to isolate the DDEC system
from high current can result in severe ECM
damage.
Diagnostic Connector
D C B A
G H J
K L M
Industrial Engines
8V-149, 12V-149
and 16V-149
TO READ CODES: Use diagnostic data

reader or short pin A to pin M. The latter
method will flash codes at the CEL
CODE
8V-149 ECM
12V, 16V-149 MASTER ECM
12V, 16V-149 RECEIVER ECM
11
12
13
14
15
16
21
22
23
24
25
26
31
32
33
34
35
36
37
38
41
42
43
44
45
46
47
48
51
52
53
54
55
56
61 - 68
71 - 78
81
82
84
85
VSG Input Sensor Lo Volt

VSG Input Sensor Hi Volt
Coolant Level Sensor Lo Volt
Intercooler Coolant or Oil Temp Sensor Hi Volt
Intercooler Coolant or Oil Temp Sensor Lo Volt
Coolant Level Sensor Hi Volt
Throttle Position Sensor Hi Volt
Throttle Position Sensor Lo Volt
Fuel Temp Sensor Hi Volt
Fuel Temp Sensor Lo Volt
No Codes
Power Control Enabled
Fault on Auxiliary Output
ECM Backup System Failure
Turbo Boost Sensor Hi Volt
Turbo Boost Sensor Lo Volt
Oil Pressure Sensor Hi Volt
Oil Pressure Sensor Lo Volt
Fuel Pressure Sensor Hi Volt
Fuel Pressure Sensor Lo Volt
Timing Reference Sensor
Synchronous Ref Sensor
Low Coolant Level
Engine Overtemperature
Low Oil Pressure
Low Battery Voltage
Hi Fuel Pressure
Lo Fuel Pressure
EEPROM Error
ECM A/D Failure
EEPROM Memory Failure
N/A
N/A
ECM A/D Failure
Inj Response Time Long
Inj Response Time Short
Crankcase Monitor Hi Volt
Crankcase Monitor Lo Volt
Crankcase Pressure Hi
Engine Overspeed
PTO Sensor Lo Volt

PTO Sensor Hi Volt
Intercooler Coolant or OIl Temp Sensor Hi Volt
Intercooler Coolant or Oil Temp Sensor Lo Volt
Throttle Pos Sensor Hi Volt
Throttle Pos Sensor Lo Volt
No Codes
Power Control Engine Protection
Front Turbo Boost Sensor Hi Volt
Front Turbo Boost Sensor Lo Volt
Oil Prs Sensor Hi Volt
Oil Prs Sensor Lo Volt
Fuel Prs Sensor Hi Volt
Fuel Prs Sensor Lo Volt
Timing Reference Sensor - Front
Low Coolant Level
Engine Overtemperature
Low Oil Pressure
Low Battery Voltage
Hi Fuel Pressure
Lo Fuel Pressure
EEPROM Error
ECM A/D Failure
Vehicle Speed Sensor
Proprietary Comm. Link
ECM A/D Failure
Engine Overspeed
PTO Sensor Lo Volt

PTO Sensor Hi Volt
N/A
Eng Oil Temp Sensor Hi Volt
Eng Oil Temp Sensor Lo Volt
N/A
N/A
N/A
No Codes
Power Control Engine Protection
Rear Turbo Boost Sensor Hi Volt
Rear Turbo Boost Sensor Lo Volt
Eng Cool Pressure Sensor Hi Volt
Eng Cool Pressure Sensor Lo Volt
N/A
N/A
Timing Reference Sensor - Rear
N/A
Engine Oil Overtemperature (TOPS)
Low Engine Coolant Pressure
Low Battery Voltage
N/A
N/A
EEPROM Error
ECM A/D Failure
N/A
ECM A/D Failure
N/A
N/A
N/A
Engine Overspeed
N/A = Not Applicable
CEL EXAMPLES
NOTE: The CEL flashing gives both active and inactive codes.
15
16
DDEC OPTIONS
Diagnostic Codes DDEC II

Diagnostic Connector
D C B A
G H J
DDEC Operation
Industrial Engines
20V-149
K L M
TO READ CODES: Use diagnostic data

reader or short pin A to pin M. The latter
method will flash codes at the CEL
CODE
20V-149 MASTER (CENTER) ECM
20V-149 RECEIVER 1 ECM - FRONT
20V-149 RECEIVER 2 ECM - REAR
11
12
13
14
15
16
21
22
23
24
25
26
31
32
33
34
35
36
37
38
41
42
43
44
45
46
47
48
51
52
53
54
55
56
61 - 68
71 - 78
81
82
84
85
PTO Sensor Lo Volt

PTO Sensor Hi Volt
Eng Oil Temp Sensor Hi Volt
Eng Oil Temp Sensor Lo Volt
Throttle Position Sensor Hi Volt
Throttle Position Sensor Lo Volt
No Codes
Center Turbo Boost Sensor Hi Volt
Center Turbo Boost Sensor Lo Volt
Oil Pressure Sensor Hi Volt
Oil Pressure Sensor Lo Volt
Fuel Pressure Sensor Hi Volt
Fuel Pressure Sensor Lo Volt
Timing Reference Sensor - Ctr
Low Coolant Level
Engine Oil Overtemperature
Low Oil Pressure
Low Battery Voltage
Hi Fuel Pressure
Lo Fuel Pressure
EEPROM Error
ECM A/D Failure
Vehicle Speed Sensor
ECM A/D Failure
Engine Overspeed
PTO Sensor Lo Volt

PTO Sensor Hi Volt
N/A
Eng Cool. Temp Sensor Hi Volt
Eng Cool. Temp Sensor Lo Volt
N/A
N/A
N/A
No Codes
Front Turbo Boost Sensor Hi Volt
Front Turbo Boost Sensor Lo Volt
Eng Cool Press Sensor Hi Volt
Eng Cool Press Sensor Lo Volt
N/A
N/A
Timing Reference Sensor - Front
N/A
Engine Coolant Overtemperature
Low Engine Coolant Pressure
Low Battery Voltage
N/A
N/A
EEPROM Error
ECM A/D Failure
N/A
ECM A/D Failure
N/A
N/A
N/A
Engine Overspeed
PTO Sensor Lo Volt

PTO Sensor Hi Volt
N/A
Intercooler Temp Sensor Hi Volt
Intercooler Temp Sensor Lo Volt
N/A
N/A
N/A
No Codes
Rear Turbo Boost Sensor Hi Volt
Rear Turbo Boost Sensor Lo Volt
Intercooler Cool Pressure Sensor Hi Volt
Intercooler Cool Pressure Sensor Lo Volt
N/A
N/A
Timing Reference Sensor - Rear
N/A
Intercooler Cool Overtemperature
Low Intercooler Coolant Pressure
Low Battery Voltage
N/A
N/A
EEPROM Error
ECM A/D Failure
N/A
ECM A/D Failure
N/A
N/A
N/A
Engine Overspeed
N/A = Not Applicable
CEL EXAMPLES
Since the DDEC system is electronic, a battery is

required to operate the computer.
The system operates at 12 volts. However, in the
event of a power supply malfunction, the system will
continue to operate at reduced voltage.
At voltage less than 10.5V, the electronic control
system will detect a malfunction. When this occurs,
The Check Engine light will come on and a diagnostic code will show on the bridge display. You may
notice a change in engine operation, because DDEC
operates with reduced accuracy below 10.5 volts.
You will be able to operate the engine at reduced
voltage until the battery voltage has reached a point
where it will no longer function and the engine will
shut down.
You can still operate the engine and proceed to your
destination when the Check Engine light (or CEL)
comes on. However, a report should be made to a
Detroit Diesel technician as soon as possible.
Marine Engines
Marine engines having Detroit Diesel Electronic
Controls (DDEC) can be equipped with two display
options designed to warn the operator of an engine
malfunction. The options are an electronic display
module panel (page 10) that displays critical powertrain parameters or a DDEC imaging system (page 10)
display that includes many vessel functions as well.
The DDEC engine is equipped with an electronically controlled fuel injection system. There
are no control racks or mechanical linkages to
adjust. This system not only helps to improve fuel
economy and engine performance, it also helps to
reduce cold starting time and increase initial idle
speed for fast warm-up and reduction of cold
smoke.
The DDEC engine has no mechanical governor.
Engine horsepower, torque, idle, and engine speed
schedules are contained in the internal electronics.
Therefore, there are no mechanical governor spring
adjustments for idle and high speed control.
There is no need for a throttle delay either,
since emission control is performed through the
Electronic Control Module (ECM).
There is no throttle linkage to go out of adjustment.
DDEC engines have the ability to perform diagnostics for self-checks and continuous monitoring of other system components. Depending on
the application, DDEC can also monitor oil temperature, coolant temperature, oil pressure, coolant pressure, fuel spill pressure, coolant level, and remote
sensors (if used). This diagnostic system is connected to the Check Engine and Stop Engine lights
and the bridge displays to provide a visual warning
of a system malfunction.
In the event a major engine malfunction occurs,
such as low oil pressure, high oil temperature, low
coolant level, or high coolant temperature, the Stop
Engine and Check Engine lights are turned on.
The electronic displays at the bridge present the
diagnostic code numbers and a brief word description of the fault on the display screen.
NOTICE:
When the Stop Engine light comes on or the word
STOP appears on the display screen, the computer
has detected a major malfunction in the engine that
requires immediate attention. It is the operator's
responsibility to shut down the engine to avoid serious damage.
The conditions that will cause the Stop Engine
light to come on for marine applications are:
Loss of Coolant
High Oil Temperature
Low Oil Pressure
Auxiliary Warning
High Crankcase Pressure
Engine Overspeed
High Engine or Intercooler Coolant Temperature
High Engine Oil Temperature
Low Engine or Intercooler Coolant Temperature
NOTE: The CEL flashing gives both active and inactive codes.
17
18
It is important to point out that whenever the Check

Engine light or the Stop Engine light comes on,
The DDEC computer will determine where the problem is, and will then store this information in its
memory.
If the malfunction is intermittent, the Lights will
come on and go off as the computer senses the
changing engine condition.
A special diagnostic tool (Diagnostic Data Reader,
or DDR) is available that can be plugged into the
engine computer data link to extract information
related to the problem.
NOTICE:
The diagnostic switch on the MIM must NOT be
switched on when operating the vessel. If this is
done, the diagnostic mode line will be grounded, and
fuel injection timing will be altered, affecting engine
operation.
Welding Precaution
NOTICE:
To prevent damage to the DDEC electronic control
system, disconnect the following before welding:
battery power and ground cables and the 6-pin
power connector at the ECM (Electronic Control
Module). Failure to isolate the DDEC system
from high current can result in severe ECM
damage.
CAUTION:
on his vessel in order to bring it to a safe stop in
the event of an engine malfunction. A description of the warning system and detailed instructions regarding its operation should be
obtained from the owner, the seller, or the manufacturer of the vessel. This information may
Diagnostic Data Reader J-38500-C
The Stop Engine malfunction is recorded in the

Electronic Control Module for later retrieval by the
service technician.
Once the malfunction has been corrected, the DDEC
system will return the engine to normal operation.
The DDR can distinguish between codes now active
and those stored in the historic code memory.
The malfunction code recorded in the computer memory will remain until it is erased by a technician.
The historic malfunction codes can also be obtained
by the operator. A Diagnostic Request switch is located at the MIM which, when pressed, will cause the
Check Engine light (or CEL) to flash a code number. It
will, for example, flash twice...pause...flash five
times...pause. In other words a code 25.
Code 25 indicates all systems are working satisfac
torily.
The codes will continue to flash and repeat as long as
the Diagnostic Request switch is held in the On position with the ignition on. Other diagnostic codes are
shown in the chart (page 20).
CAUTION:
The operator of a DDEC-equipped vessel must
not attempt to use or read a diagnostic data
reader of any kind while the unit is operating.
Doing so can result in loss of vessel control,
which may cause vessel damage and may
result in personal injury.
When engine or electronics system diagnosis
is required on a DDEC-equipped vessel, this
must be done by a person other than the operator. The operator must maintain control of the
moving vessel while the assistant performs the
diagnosis.
DDEC III Diagnostic Codes

Marine Engines
TO READ CODES: Use diagnostic data reader or depress and hold the diagnostic request switch on the Marine Interface Module
(MIM) with the ignition on, engine at idle or not running. Press and hold the switch. Active codes will be flashed on the Stop
Engine light (SEL) followed by the inactive codes being flashed on the Check Engine light (CEL). The cycle will repeat until the
operator releases the diagnostic request switch. NOTE: This is a complete list of all DDEC III diagnostic codes. Some of these
codes may not apply to DDEC III marine engines, but are included for reference.
Flash
Codes
11
12
13
14
15
16
17
18
21
22
23
24
25
26
27
28
31
32
33
34
35
36
37
38
41
42
43
44
45
46
47
Description
VSG sensor input voltage low
VSG sensor input voltage high
Coolant level sensor input voltage low
Oil, coolant, or intercooler, temp. sensor input voltage high
Oil, coolant, or intercooler, temp. sensor input voltage low
Coolant level sensor input voltage high
Bypass or throttle, valve position sensor input voltage high
Bypass or throttle, valve position sensor input voltage low
TPS input voltage high
TPS input voltage low
Fuel temp. sensor input voltage high
Fuel temp. sensor input voltage low
No active codes
Aux. engine shutdown #1, or #2, input active
Air inlet or intake air, temp. sensor input voltage high
Air inlet or intake air, temp. sensor input voltage low
Aux. high side output open circuit or short to ground
CEL or SEL short to battery (+) or open circuit
Turbo boost sensor input voltage high
Turbo boost sensor input voltage low
Oil pressure sensor input voltage high
Oil pressure sensor input voltage low
Fuel pressure sensor input voltage high
Fuel pressure sensor input voltage low
Too many SRS (missing TRS)
Too few SRS (missing SRS)
Coolant level low
Oil, coolant, intercooler, or intake air, temp. high
Oil pressure low
ECM battery voltage low
Fuel, air inlet, or turbo boost, pressure high
Flash
Codes
Description
48
52
53
54
55
56
57
58
61
62
63
64
65
66
67
68
71
72
73
74
75
76
81
82
83
84
85
86
87
88
Fuel or air inlet pressure low

ECM A/D conversion fault
ECM non-volatile memory fault
Vehicle speed sensor fault
J1939 data link fault
Torque overload
Injector response time long
Aux. output short to battery (+) or open circuit
PWM driver short to battery (+) or open circuit
Turbo speed sensor input fault
Throttle valve position input fault
Engine knock sensor input fault
Coolant or air inlet, pressure sensor input voltage fault
TPS idle validation switch open circuit or short to ground
Injector response time short
Vehicle overspeed
Gas valve position input fault
Optimized idle safety loop short to ground
ECM Battery voltage high
Engine overspeed with engine brake
Oil level, crankcase prs, dual fuel BOI, or exh. temp. volt. high
Oil level, crankcase prs, dual fuel BOI, or exh. temp. volt. low
Oil level, crankcase prs, exh. temp., or external pump prs. high
Oil level or crankcase pressure, low
Engine overspeed
External pump or barometer, pressure sensor input volt. high
External pump or barometer, pressure sensor input voltage low
Coolant pressure low
SEL/CEL EXAMPLES
RED = SEL
SELActive Codes
1 Flash
Short
Pause
YELLOW = CEL
CELInactive Codes
3 Flashes
2 Flashes
Long Pause
Code 13
1 Flash
Short
Pause
Code 21
NOTE: The SEL flashing gives active and codes. The CEL flashing gives inactive codes.
19
20
ENGINE SYSTEMS
Electrical System
Fuel System
The electrical system generally consists of a starting

motor, starting switch, battery-charging alternator,
storage batteries, and the necessary wiring.
The fuel system consists of the DDEC electronic fuel

system controls (DDEC units only), the fuel injectors,
fuel pipes, external fuel manifolds, fuel pump, fuel
strainer, fuel filter, fuel junction block, and the necessary connecting fuel lines.
A fuel/water separator and filter may be used in
the fuel system to remove impurities from the fuel.
The filter (marked S for secondary filter) removes
the smaller particles.
Exhaust System
Hot exhaust gas flowing from the exhaust manifold(s)
into the exhaust riser(s) is used to drive the turbocharger(s).
LUBRICATION AND PREVENTIVE

MAINTENANCE INTERVALS
The following is intended as a guide for establishing
preventive maintenance intervals. The recommendations given should be followed as closely as possible
to obtain long life and optimum performance from
Series 149 engines. Intervals indicated on the chart
are time (hours) of actual operation.
The intervals shown apply only to the maintenance
functions described. These functions should be
coordinated with other regularly scheduled maintenance.
The each shift and daily instructions apply to
routine or daily starting of an engine. Additional
instructions apply to a new engine or one that has
not been operated for a considerable period of time.
For new or stored engines, refer to the engine service manual. Follow instructions given under
Preparations for Starting the Engine the First
Time (section 13.1).
Preventive maintenance other than the each shift
and daily checks should be performed by authorized Detroit Diesel service outlets. These outlets
have the trained personnel and special tools to properly perform these services.
Refer to pages 21-38 for preventive maintenance cautions and detailed preventive maintenance recommendations.
Lubrication System
The lubricating oil system consists of an oil pump, oil
cooler, full flow oil filters, bypass valves at the oil
cooler and filter(s), and pressure regulator and relief
valves at the lube oil pump and in the cylinder block
main oil gallery.
Air System
In the air system used on Series 149 engines, outside air drawn into the engine passes through the air
filters, air separators, or air silencers and is pulled into
the turbochargers, where it is compressed. It then
moves through the blowers, where it is further compressed. Intercoolers before the blower may be used
to further increase the density of the charge. The air
then flows into the cylinders, where it mixes with
atomized fuel from the injectors.
Dry type air cleaners are used on Detroit Diesel
engines. For optimum protection of the engine from
dust and other airborne contaminants, service these air
cleaners when the maximum allowable air restriction
has been reached, or annually.
Cooling System
Radiator/fan cooling systems are used on engines in
off-highway, industrial, and generator set applications.
Heat exchanger/raw water pump systems or keel
cooling systems are used on marine engines. Each
system has a centrifugal type fresh water pump to circulate coolant within the engine. Some engines may
also have a separate circuit charge cooling (SCCC)
circuit to supply coolant to the intercoolers.
21
Observe the following cautions when performing

basic preventive maintenance on the engine:
CAUTION:
CAUTION:
The rotating fan, pulleys, and belts of an operating

engine may pose certain hazards when servicing
the engine. To avoid possible personal injury, follow these precautions:
Engine exhaust may be harmful to your health if

inhaled. Please note this caution and remember:
Always start and operate the engine in a well ventilated area.
If in an enclosed area, vent the exhaust to the outside.
Do not modify or tamper with the exhaust system.
Shut down the engine before performing basic

preventive maintenance.
If this is not possible or practical (as during
transmission fluid level check), keep hands,
clothing, and tools away from the fan, pulleys,
and belts while the engine is running.
Avoid wearing loose clothing or jewelry which
can get caught in the fan, pulleys, or belts. Do
not place tools where they can fall into the fan
system, becoming projectiles which may cause
personal injury or property damage.
CAUTION:
To avoid personal injury when working near the
engine, always remove loose items of clothing
or jewelry that could get caught in a moving
part of the engine and cause personal injury.
Safety glasses and hearing protection must
also be worn.
Those with long hair should tie hair back or contain it in a hat to prevent possible entanglement
with the fan, pulleys, or belts.
Be especially cautious when working on vehicles equipped with electric fans, since these
fans may start without warning to meet engine
cooling demands.
CAUTION:
To avoid personal injury (burns, eye injury) from
the hot oil, do not operate the engine with rocker covers removed for any reason.
CAUTION:
Personal injury and/or engine damage may
result from direct, physical contact with the
vibration damper of an operating engine. This
may occur if tools or other objects strike or
become lodged behind the damper during
operation. An object coming in contact with the
damper of an operating engine may be thrown
off with force, becoming a dangerous projectile
which could cause personal injury, property
damage, or both.
CAUTION:
22
CAUTION:
CAUTION:

(J 26554-A).
When the temperature of diesel fuel is elevated,

as occurs when the fuel is circulated through
an operating engine, it may pose the following
hazards which should be guarded against:
Heated liquid fuel may cause scalding if
allowed to come in contact with the skin.
Heated diesel fuel can form combustible
vapor mixtures in the area around the fuel
source.
Whenever possible, it is recommended that
the engine and fuel be given an opportunity
to cool down to ambient temperature before
performing service operations which could
result in spillage of fuel from the engine or
vehicle fuel system.
When this is not possible, protective clothing
and safety gear (insulated gloves, apron, face
shield) should be worn when performing
these operations.
Engine or vehicle fuel system service operations should be performed in a well ventilated
area that is kept free of bystanders.
Keep open flames, sparks, electrical resistance heating elements, or other potential
ignition sources away and do not smoke during vehicle refueling or other service operations which could result in the escape of liquid or vaporized diesel fuel.
CAUTION:
If cleaning of an engine component should
become necessary prior to replacement, follow
the solvent manufacturers usage, handling,
and disposal instructions and observe all manufacturer cautions. Improper use of caustic
chemicals may result in personal injury.
CAUTION:
CAUTION:
Do not apply compressed air to any part of the
body or clothing. Compressed air directed at
the face or body may cause eye or hearing
injury or other serious physical injury.
FUEL BLOCK
AIR COMPRESSOR
FUEL PUMP
TUBE AND SHELL

OIL COOLER
FLYWHEEL
STARTING MOTOR
OIL FILTERS
00020R
TYPICAL SERIES 149 INDUSTRIAL ENGINE (DDEC)
23
24
AIR INLET HOUSING

AIR SHUTDOWN
CRANKCASE
PRESSURE
MONITOR
INTERCOOLERS
AIR SEPARATOR
WATER MANIFOLD
FAN CLUTCH
PULLEY
BREATHER
TURBOCHARGER
THERMOSTAT
HOUSING
ELECTRIC STARTER
ROCKER COVER
HEAT EXCHANGER
EXHAUST
MANIFOLD
ENGINE (JACKET)
WATER PUMP
WATER-COOLED
EXHAUST MANIFOLD
VIBRATION DAMPER
AIR BOX
DRAIN TUBE
OIL FILLER TUBE
OIL PAN
OIL FILLER TUBE
CRANKSHAFT PULLEY
WATER BY-PASS TUBE
SCCC WATER PUMP
00012R
00012R
00021R
TYPICAL SERIES 149 INDUSTRIAL ENGINE (DDEC)
TYPICAL SERIES 149 MARINE ENGINE
25
26
SERIES 149 ENGINE

PREVENTIVE MAINTENANCE SCHEDULES
OFF-HIGHWAY, INDUSTRIAL, GEN SET, COMMERCIAL MARINE
Item
Each
Shift
1. Lubricating Oil*
2. Fuel & Fuel Tank*
3. Fuel Lines, Flexible Hoses*

4. Cooling System*
Daily
300
500
1,000
Hours Hours Hours
X
X
X
300
Hours
7. Air Separators*
8. Drive Belts*X
X
X
12. Emergency Shutdown*
13. Oil Pressure*
14. Battery-Charging Alternator*
NOTICE:
X
16. Crankcase Breather*
17. Engine Tune-up/Fuel Injector*
X
X
20. Marine Gear*
21. Blower Bypass Valve*
25. Throttle and Clutch Controls*
X
X
X
26. Air Box Drain Tube*
27. Radiator*
A galvanized steel tank should never be used for

fuel storage, because the fuel oil reacts chemically
with the zinc coating to form powdery flakes which
can quickly clog the fuel filters and damage the fuel
pump and injectors. Galvanized steel pipes and fittings in the fuel delivery system should not be used
for the same reasons.
X
X
Item 2 Fuel and Fuel Tank
29. Overspeed Governor*
NOTICE:
For lubricating oil change intervals, refer to When to

Change Oil in the How To section of this guide.
Before adding lube oil, refer to How to Select
Lubricating Oil in the How To section.
24. Air Compressor*
If the oil level is constantly above normal and

excess lube oil has not been added to the
crankcase, consult with an authorized Detroit
Diesel service outlet for the cause. Fuel or coolant
dilution of lube oil can result in serious engine damage.
23. Tachometer Drive*
Check oil level with engine stopped
X
X
22. Crankcase Pressure Monitor*
Refill at the end of each days operation to prevent

condensation from contaminating the fuel.
Condensation formed in a partially filled tank promotes the growth of microorganisms that can clog
fuel filters and restrict fuel flow. To prevent microbe
growth add a biocide such as Biobor JF (or equivalent) to the fuel tank or primary fuel supply. Follow
manufacturers usage, handling, and safety recommendations.
Water accumulation can be controlled by installing
a fuel/water separator. Drain accumulated water at
the end of each shift. See How to Select Fuel Oil
for additional information on fuel selection, storage,
and handling.
15. Eng., Trans., Marine Gear Mts.*
28. Shutter Operation*
Keep fuel tank filled to reduce condensation
X
X
19. Raw Water Pump*
11. Water Pump*
18. Raw Water System Zincs*
Check the oil level each shift with the engine

stopped. If necessary, add sufficient oil to raise the
level to the proper mark on the dipstick. All diesel
engines are designed to use some oil, so the periodic addition of oil is normal.
5,000
Hours
7. Air System, Cleaners*
9. Lubricating Oil, Filter*
1,000
Hours
X
X
10. Fuel Filters, Water Separator*
500
Hours
6. Battery*
Daily
X
X
5. Turbo, Exhaust Conns.*
5,000
Hours
PLEASURE CRAFT MARINE
Item 1 Lubricating Oil
Item 3 Fuel Lines, Flexible Hoses
CAUTION:
30. Throttle Delay*
31. Fan Hub*

32. Thermostats, Seals*
33. Power Generator*

Pre-Start Inspection. Check hoses daily as part of

the pre-start inspection. Examine hoses for leaks,
and check all fittings, clamps, and ties carefully.
Make sure that hoses are not resting on or touching
shafts, couplings, heated surfaces including exhaust
manifolds, any sharp edges, or other obviously hazardous areas. Since all machinery vibrates and
34. Power Take-off*

35. Clean Engine *
Keep the fuel tank filled to reduce condensation.

Before adding fuel, refer to How To Select Fuel Oil
in the How To section of this guide.
36. Lower Main Bearings*
*See Item in following Preventive Maintenance section.
27
28
Item 4 Cooling System
moves to a certain extent, clamps and ties can

fatigue with age. To ensure continued proper support, inspect fasteners frequently and tighten or
replace them as required.
Investigate leaks immediately to determine if fittings have loosened or cracked or if hoses have ruptured or worn through. Take corrective action immediately. Leaks are potentially detrimental to machine
operation and will result in added expense caused
by the need to replace lost fluids.
CAUTION:
Do not remove the pressure control cap from
the heat exchanger or radiator or attempt to
drain the coolant until the engine has cooled.
Once the engine has cooled, use extreme caution when removing the cap. The sudden
release of pressure from a heated cooling system can result in a loss of coolant and possible
personal injury (scalding, eye injury, etc.) from
the hot liquid.
CAUTION:
Check the coolant level each shift and maintain it near

the bottom of the filler neck on the radiator or heat
exchanger tank when cold. On some installations this
is done by checking an overflow bottle or sight glass.
Add coolant as necessary, but do not overfill. Before
adding coolant, refer to How to Select Coolant in
the How To section of this guide.
Detroit Diesel Power Cool 3149 SCA must be
added to the coolant if nitrite levels are at or below
800 PPM. Refer to How to Select Coolant for further information.
Service Life. A hose has a finite service life. With

this in mind, all hoses should be thoroughly inspected at least every 500 operating hours (1,000 hours
for fire-resistant fuel and lubricating oil hoses) and/or
annually. Look for cover damage and/or indications
of twisted, worn, crimped, brittle, cracked, or leaking
lines. Hoses with their outer cover worn through or
damaged metal reinforcement should be considered
unfit for further service.
All hoses in and out of machinery should be
replaced during major overhaul and/or after a maximum of five years of service. EXCEPTION: Raw
water or keel cooler connection hoses should be
inspected once a year and replaced, if necessary.
Fire resistant fuel and lube oil hose assemblies do
not require automatic replacement after five years
service or at major overhaul, but should be inspected thoroughly before being put back into service.
NOTICE:
To ensure proper inhibiting, make sure coolant filter/inhibitor plumbing system shutoff valve(s) are
fully open after installing a new element.
Make a daily visual check for cooling system leaks,
and make corrections immediately.
Cooling System Hoses All cooling system hoses

should be inspected at least every 500 hours for signs of
deterioration and replaced, if necessary.
Coolant Strainer. If installed, coolant strainers should be
removed and cleaned annually.
Raw Water Cooling System Drain at the end of
each boating season.
Sea Strainers Inspect sea strainers daily. Clean sea
strainers at least annually. Clean more often if surface seaweed growth or water contamination levels are fairly high.
Cooling System Pressure Cap Make sure a 14 psi
(97 kPa) minimum pressure cap is installed. Check for
proper rating. Check periodically for proper operation
and replace, if necessary.
Item 6 Battery
CAUTION:
To avoid possible personal injury and/or engine
damage from accidental engine startup, always
disconnect the battery before servicing the
electrical system. To avoid alternator damage
when removing battery connections, disconnect the negative () terminal first. Reconnect
the negative terminal last.
Eye
Item 5 Turbocharger, Exhaust

Connections
Visually inspect the mountings, intake and exhaust
ducting and connections for leaks daily. Check the
oil inlet and outlet lines for leaks or restrictions to oil
flow. Check for unusual noise or vibration and, if
excessive, stop the engine and do not operate until
the cause is determined.
The exhaust manifold retaining nuts, exhaust
flange clamp, and other manifold connections should
also be checked for leakage and tightened, if necessary.
Check heat-insulating exhaust system, turbocharger, and turbocharger riser blankets for damage daily. Torn, matted, crushed, oil-soaked, or otherwise damaged insulation blankets must be
replaced immediately.
Check eye of maintenance-free batteries
Check the hydrometer eye of maintenance-free

batteries for charge.
If lead-acid or low maintenance batteries are used,
check the specific gravity of each cell every 300
hours. Check more frequently in warm weather due
to the more rapid loss of water through evaporation.
Maintain the electrolyte level according to the battery
manufacturers recommendations, but do not overfill.
Overfilling can cause poor performance or early failure.
CAUTION:
To avoid personal injury (burns from the turbocharger or engine) or turbocharger damage,
do not remove, attach, or tighten turbocharger
air intake ducting while the engine is operating
or operate the engine with the ducting
removed.
29
CAUTION:
Battery electrolyte is a solution of sulfuric acid.
Avoid contact with clothing, skin, and eyes.
30
Keep the terminal side of the battery clean. When

necessary, wash with a solution of baking soda and
water. Rinse with fresh water. Do not allow the soda
solution to enter the cells.
Inspect the cables, clamps, and hold-down brackets regularly. Clean and reapply a light coating of
petroleum jelly when needed. Have corroded or
damaged parts replaced.
If the engine is to be out of service for more than
30 days, remove the batteries and store in a cool,
dry place. Keep batteries fully charged. Replace any
battery that fails to hold a charge.
CAUTION:
When batteries are being charged and tested,
an explosive gas forms inside the battery. Some
of this gas escapes through the holes in the
vent plugs or vents in the battery cover and
may form an explosive atmosphere around the
battery itself if ventilation is poor. Sparks or
flame can ignite this gas, causing an explosion
which can shatter the battery. Flying pieces of
the battery structure and splash of electrolyte
can cause personal injury.
CAUTION:
Reversing battery polarity can result in personal
injury caused by the sudden discharge of electrolyte from the battery vents and/or the sudden rupture of the battery case caused by
explosion of internal hydrogen gas. Always
establish correct polarity before connecting
cables to the battery or battery circuit.
Item 7 Air Cleaners
Item 8 Drive Belts
A clogged air cleaner element will cause excessive

intake restriction and a reduced air supply to the engine.
This, in turn, can result in high operating temperatures,
increased fuel consumption, inefficient engine operation,
and engine malfunction or damage.
Dry type air cleaner elements (if used) should
be replaced with new elements after one year of
service or when the restriction indicator or
manometer shows that the maximum allowable
air intake restriction has been reached, whichever comes first. Check restriction indicator each shift.
No attempt should be made to clean or reuse elements.
Inspect the entire air system for leaks daily. Look
especially for torn air inlet piping or boots and loose or
damaged clamps. Have worn or damaged parts
repaired or replaced, as required. Retighten any loose
connections.
Air Silencers Inspect mounting bands and clamps
for tightness daily. Clean or replace foam rubber elements (socks) annually.
Air/Oil Separators (Closed Crankcase Vapor
Collectors) Filter elements and vacuum regulators
must be cleaned when the air inlet restriction indicator
turns red. This indicates the maximum allowable system restriction has been reached. Replace filter elements when intervals between cleanings are reduced
to less than 300 hours or if damage occurs.
Cleaning If cleaned, the filter and the vacuum
regulator must be cleaned and recoated with fluids
specially designed for this purpose. Authorized
Detroit Diesel service outlets are properly equipped
to perform these services.
Drive belt tension should be checked daily and

adjusted every 300 hours to the values shown. Do
not exceed these limits. Check belts on marine pleasure craft units every 150 hours.
Periodically check battery connections for corrosion

and tightness. If necessary, remove connections and
wire brush any corrosion from terminals and cable
ends. Replace damaged wiring.
Typical air separator installation
31
Belt Selection The correct belt must be used

for each application.
Belt
Gage
Tension
Fan
18 rib
L section
J 33889
550-650 lbs.
Alternator
8 rib
K section
J 23586-B
125-155 lbs.
Fan
23 rib
J 33889
550-650 lbs.
Fan
27 rib
J 33889
NOTICE:
Failure to follow recommended application information
and recommended procedures for installation, care,
maintenance, and storage of belts may result in failure
to perform properly, which may result in severe engine
damage. Make sure the belt selected for any application is recommended for that service.
Environmental Conditions Exposing the belt
to extreme temperatures and engine fluids must
be avoided.
Abrasive Materials Belt ribs should be free of
small stones, sand, metal shavings, etc.
Foreign Objects Belt interference with objects
protruding into the path of belt drive and contacting the belt must be removed.
Belts may also make noise. A high-pitched howl or
rasping sound during engine acceleration or deceleration may be caused by insufficient belt tension.
.47 drive ratio =

750 lbs.
.44 drive ratio =
650 lbs.
Replace belts on pleasure craft marine engines

every 1,000 hours of operation, regardless of condition.
After extended service, belts may show signs of
wear. Signs of belt deterioration may include cracking, glazing, or wearing.
Cracks occur throughout the natural life of the
belt. Initially, minor rib cracks may appear. Usually
one or two cracks per inch of belt is considered normal, and belt replacement is not necessary. Replace
the belt when more than two cracks per inch per rib
are observed. Multiple deep cracks can lead to rib
material separating from the fabric backing.
Belt slippage is evident when the rib surfaces are
shiny or have a hard glazing. This indicates inadequate belt tension. The belt may need replacement if
it is glazed.
Excessive wear on any part of the belt, fabric,
backing, tensile cord, or rib runner is a sign that the
belt needs replacing. There are several causes of
excessive wear:
Drive Misalignment Belt performance will
begin to be adversely affected when misalignment
exceeds 1/16 inch for each 12.0 inch of belt span.
Item 9 Lubricating Oil Filter

Lubricating oil filters should be changed whenever
the engine oil is changed. Before changing filters,
refer to How to Replace the Lube Oil Filter in the
How To section of this guide. Refer to
Specifications (pages 58) for required filter part
number.
Item 10 Fuel/Water Separator, Filter

Drain water from fuel/water separator daily or
as required. Primary and secondary fuel filters should
be replaced every 300 hours or annually, whichever
comes
first
(or
sooner
if
plugging
is indicated). Replace Fuel Pro 40 Mega Filter
element (if used) every 300 hours or annually,
whichever comes first. Refer to Specifications
(pages 58) for required part numbers. Before changing filters, refer to How to Replace the Fuel Filter and
Strainer in the How To section of this guide.
32
Item 11 Water Pump
Item 13 Oil Pressure
The water pump drain hole should be inspected for

plugging every 500 hours and cleaned out, if necessary. The water pump seal must be replaced every
5,000 hours. These service intervals apply to both
pumps on separate circuit charge cooled (SCCC)
engines. Authorized Detroit Diesel service outlets
are properly equipped to perform these services.
Under normal operation, oil pressure is noted each

time the engine is started. Check and record pressure every 300 hours. If the engine is equipped with
a warning light instead of a pressure gauge, have the
oil pressure checked and recorded every 500 hours.
Item 14 Battery Charging Alternator
Item 12 Emergency Shutdown
CAUTION:
With the engine running at idle speed, the operation

of the emergency shutdown should be checked at
least once a year or every 700 hours of engine operation, whichever comes first. If the valve fails to shut
down the engine, it must be readjusted to provide
positive shutdown. Authorized Detroit Diesel service
outlets are properly equipped to perform this service.
The valve should be reset in the open position after
the check has been made.
Do not touch battery terminals, alternator terminals, or wiring cables while the engine is
operating. Severe electrical shock, which may
lead to personal injury, may result from improper shielding of electrical components.
Terminals should be checked every 300 hours for
corrosion and loose connections and wiring inspected for damaged or frayed insulation. Have wiring
repaired or replaced, as required.
Precautions must be taken when working on or
around the alternator. The diodes and transistors in
the alternator circuit are very sensitive and can be
easily destroyed.
NOTICE:
Do not use the emergency shutdown for normal or
routine engine stopping. Failure to observe this precaution can result in serious blower seal damage.
1. Avoid grounding the output terminal. Grounding

an alternators output wire or terminal (which is
always hot, regardless of whether or not the
engine is running) and accidentally reversing the
battery polarity will result in equipment damage.
NOTICE:
If the emergency air shutdown is used to stop the
engine in an emergency situation, always have the
shutdown checked for damage and for proper operation before the engine is returned to service. This is
especially important if shutdown is made at high
engine rpm. To ensure positive valve closure, should
another emergency shutdown be required, the shutdown must be checked and required repairs or adjustments made at this time. Failure to observe this
precaution may permit engine run-on when the
emergency shutdown is activated.
Item 17 Engine Tune-up/Fuel Injectors
CAUTION:
2. Do not reverse battery connections. This can also

cause damage.
Reversing battery polarity can also result in

personal injury caused by the sudden discharge
of electrolyte from the battery vents and/or the
sudden rupture of the battery case caused by
explosion of internal hydrogen gas. Always
establish correct polarity before connecting
cables to the battery or battery circuit.
Series 149 engines must be tuned-up every 5,000

hours of engine operation.
NOTICE:
The recommended injector changeout intervals
shown below for DDEC industrial, generator set,
pleasurecraft marine, and commercial marine
engines presume the installation of the three-path
fuel system, the fuel spill pressure regulator valve,
and the use of the required DDEC engine fuel filters. If these improvements are not installed, injectors should be replaced at the following intervals:
3. Never disconnect the battery while the alternator is

operating. Disconnecting the battery can result in
damage to the alternator diodes. In marine applications which have two sets of batteries, switching
from one set to the other while the engine is running will momentarily disconnect the batteries. This
can result in equipment damage.
DDEC pleasurecraft marine enginesEvery

1,000 hours of operation
4. If a booster battery is to be used, batteries must

be connected correctly (negative to negative, positive to positive) to avoid equipment damage.
DDEC industrial, generator set, and commercial

marine enginesEvery 5,000 hours of operation
5. Never use a fast charger with the batteries connected or as a booster for battery output.
Failure to observe these recommendations may

result in reduced engine efficiency and increased
fuel consumption.
Item 15 Engine and Transmission/Marine

Gear Mounts
The fuel injectors should be replaced at the following

intervals:
Non-DDEC pleasurecraft marine enginesReplace
injectors every 1,000 hours of operation.
DDEC pleasurecraft marine enginesReplace electronic unit injectors (EUIs) every 2,500 hours of operation.
Non-DDEC industrial, generator set, and commercial marine enginesReplace injectors every 5,000
hours of operation.
DDEC industrial, generator set, and commercial
marine enginesReplace electronic unit injectors
(EUIs) at the engine hour interval corresponding to
the fuel consumption rate shown in Table 1.
Example: If the average fuel consumption rate of a
16V-149 DDEC engine is 35 gallons per hour, the injectors should be replaced at 7,000 hours.
Minor adjustments to the governors and injector operating mechanisms on non-DDEC engines and to the
valve operating mechanisms may be required to compensate for normal wear on parts.
Engine and transmission or marine gear mounting

bolts and the condition of the mounting pads should
be checked every 1,000 hours or annually (whichever comes first) and tightened or repaired, as
required.
Item 16 Crankcase Breather, Pressure

The integral crankcase breather assembly should be
removed and the steel mesh pad cleaned in fuel oil
every 5,000 hours.
Crankcase pressure should be checked and
recorded every 1,000 hours. If an additional
crankcase breather collection device is used, the
crankcase pressure should be recorded with the
unit attached and removed.
NOTE: Crankcase pressure of 6 H2O to +1
H 2O is normal for marine engines equipped
with air/oil separators (closed crankcase vapor
collectors).
33
34
Item 20 Marine Gear
65
20V-149
Check marine gear oil level daily. Refer to Table 2 for

Detroit Diesel (Twin Disc) marine gear lube oil and
filter change requirements.
60
55
THREE-PATH FUEL SYSTEM WITH
16V-149
FUEL SPILL PRESSURE REGULATOR
45
Inspect daily for loose fittings, damaged fittings, and

coolant leaks.
The polyurethane sponge strainer parts should be
removed and cleaned every 300 hours, or replaced if
not serviceable. (Contact a Bendix or Midland air
compressor dealer for replacement parts.) If
reusable, they should be washed in commercial solvent or a detergent and water solution. The element
should be saturated in clean engine oil and
squeezed dry before being reinstalled.
The air compressor mounting bolts should be
tightened every 5,000 hours. If belt driven, the belt
should be checked for proper tension.
Item 21 Blower Bypass Valve
REQUIREMENTS:
50
AVERAGE FUEL CONSUMPTION (GAL/HR)
Item 24 Air Compressor
On engines with current piston-style blower bypass

valves, the setting on the control should be verified
every 5000 hours.
DDEC ENGINE FUEL FILTERS

40
12V-149
Item 22 Crankcase Pressure Monitor
35
30
25
The crankcase pressure monitor should be checked

for proper operation every 300 hours or at engine oil
change.
8V-149
Item 23 Tachometer Drive
20
15
10
5
4,000
5,000
6,000
7,000
8,000
9,000
10,000
RECOMMENDED ELECTRONIC UNIT INJECTOR CHANGE INTERVAL (HOURS)
11,000
The tachometer drive should be lubricated every

300 hours at the grease fitting. Use an all-purpose
No. 2 grade grease at temperatures of 30F (1C)and above. Use a No. 1 grade grease at temperatures below this.
Oil Service Class
Use API service classification CD, CD-II (CF-2 when available), CE, or CF-4 engine oil which is certified
to TO2 or TO4 and C-4 specifications or meet the requirements of MIL-L-2104E. Engine oil
may be used, provided it meets these requirements.
24973
Table 1. Recommended EUI Changeout Intervals for Series 149 Industrial, Generator Set, and Commercial Marine Engines,
Based on Fuel Consumption
Oil Viscosity
Item 18 Raw Water System Zincs
Item 19 Raw Water Pump
Heat exchanger zincs should be checked initially

every 60 hours, then as required or every 6 months.
Clean with a wire brush if serviceable. Replace if badly
deteriorated. Electrodes are generally found in the heat
exchanger assembly, the raw water pump elbows, and
the engine/marine gear auxiliary coolers.
A raw water pump seal malfunction is indicated by

leakage of water from the openings in the pump
housing. These openings, located between the
pump mounting flange and the inlet and outlet ports,
must remain open at all times. Leaky seals require
replacement. The raw water pump body or liner
should also be checked for cracks or wear and
replaced, if necessary. Authorized Detroit Diesel
service outlets are properly equipped to perform
these services.
Sump Temperature, also Oil Temperature

into Heat Exchanger
During
Start-Up
Recommended Oil Viscosity
Steady Operating
Conditions
Below 150F (66C)

This operating condition is not approved.
150-185F (66-85C)
SAE viscosity number 40 engine oil 1.21:1-2.54:1.
150-185F (66-85C)
175-210F (80-99C)
Above 210F (99C)
This operating condition is not approved.
Oil and Filter Change Interval
First element filter change should take place after 10 hours and thereafter every 1000 hours of
operation for both filter element and oil, or 6 months, whichever occurs first.
Filter Screen
Remove and clean after first 10 hours and thereafter every 1000 hours of operation, or 6 months, whichever occurs first.
32F (0C) Min.

32F (0C) Min.
32F (0C) Min.
Table 2. DDC (Twin Disc) Marine Gear Lube Oil and Filter Change Requirements
35
36
Inspect daily for loose linkage and tighten as

required.
Lubricate the throttle control mechanism every 300
hours. Use an all-purpose grease (No. 2 grade) at
temperatures of 30F (-1C) and above. Use a No. 1
grade grease at temperatures below this.
Lubricate all other control mechanisms, as
required, with engine oil.
Item 26 Air Box Drain Tube

Air flow from the air box drain tubes and check
valves should be checked every 1000 hours with the
engine running. If tubes or valves are clogged they
should be removed, cleaned, and reinstalled. They
should be cleaned periodically, even though a
clogged condition is not apparent.
If the engine is equipped with an air box drain
tank, drain the sediment periodically.
Item 28 Shutter Operation
Item 34 Power Take-off
Check the operation of the shutters and clean the

linkage and controls daily.
Follow the power take-off manufacturers lubrication,

preventive maintenance, and service interval recommendations.
Item 29 Overspeed Governor
Item 35 Clean Engine
A. How to Select Lubricating Oil
If the overspeed governor is equipped with a hingetype cap oiler or oil cup, lubricate with 5 or 6 drops
of clean engine oil every 500 hours. Avoid excessive
lubrication, and do not lubricate while the engine
is running.
Steam clean or pressure wash the engine every

1,000 hours.
Hundreds of commercial oils are marketed today, but

labeling terminology differs among suppliers and can
be confusing. Some marketers may claim that their
lubricant is suitable for all makes of diesel engines and
may list engine makes and types, including Detroit
Diesel, on their containers. Such claims by themselves
are insufficient as a method of lubricant selection for
Detroit Diesel engines.
The proper lubricating oil for all Detroit Diesel engines
is selected based on SAE Viscosity Grade and API
(American Petroleum Institute) Service Designation.
Both of these properties are displayed in the API symbol which is illustrated within the specific requirements.
For Series 149 engines, the proper lubricant must also
possess a sulfated ash content below 0.8 percent
mass.
Exception: Oil formulated without zinc may exceed
the 0.8 percent mass ash limit.
Item 30 Throttle Delay

The throttle delay (used on non-DDEC engines)
should be inspected and adjusted every 5,000
hours. The spring-loaded yield link must be inspected for proper operation every 1,000 hours. It must
be replaced after 5,000 hours, or earlier if shaft wear
is noted.
Item 27 Radiator
Item 31 Fan Hub
Inspect the outside of the radiator core every 500

hours and, if necessary, clean it with a quality grease
solvent such as mineral spirits and dry it with compressed air.
CAUTION:
To avoid personal injury, wear adequate eye
protection (face plate or safety glasses), and do
not exceed 40 psi (276 kPa) air pressure.
This section covers Detroit Diesels recommendations

on how to select lubricating oil, fuel oil, and coolant and
includes basic engine maintenance procedures which
can be performed by the operator.
Lubricating Oil Requirements
NOTICE:
Do not apply steam or solvent directly to the batterycharging alternator, starting motor, electrical or DDEC
electronic components as damage to electrical
equipment may result.
Item 36 Lower Main Bearings

If fuel or coolant dilution of engine lubricating oil is
detected through oil analysis and damage has
occurred to lower main bearing shells, they must be
replaced immediately. If lube oil dilution is detected
before the normal engine overhaul period is
reached but damage has not occurred, the lower
main bearing shells must be replaced at 5,000
hours. If lube oil dilution is recurrent, lower main
bearing shells must be replaced at regular intervals
of 5,000 hours.
API Symbol:
RVICE C
SE
2
F-
The bearings in the fan hub assembly should be

replaced with new bearings at major engine overhaul. The hub assembly should be packed with
Mobilgrease HP or an equivalent lithium-base multipurpose grease before installing.
HOW TO SECTION
AP
I
Item 25 Throttle and Clutch Controls
SAE
40
Item 32 Thermostats and Seals

Thermostats should be removed and checked at
5000 hours of operation and, if serviceable, reinstalled with new seals. Thermostats and seals must
be replaced at overhaul.
Do not use fuel oil, kerosene, or gasoline.

Clean the radiator more frequently if the engine is
operated in extremely dusty or dirty areas.
Radiators with replaceable tubes. Every 5,000
hours and at engine overhaul, remove a tube and
cut it in half to determine the condition of the
remaining tubes. If plugged or restricted, rod out or
replace tubes as required. Always replace the sacrificed tube with a new one.
SAE Viscosity Grade: 40

API Classification: CF-2
Sulfated Ash: less than 0.8% in
Series 149 engines
Item 33 Power Generator

Follow the power generator manufacturers lubrication, preventive maintenance, and service interval recommendations.
37
38
Lubricant Recommendation
API Symbol
Synthetic Oils
Lubricant Selection Outside North America
Lubricants meeting these criteria have provided maximum engine life when used in conjunction with recommended oil drain and filter maintenance schedules.
API Performance category CF-2 represents an
enhanced level of lubricant performance over the CD-II
category which it replaces. Only API CF-2 oils should
be used.
Sulfated Ash content as determined by ASTM D874 is limited to 0.8 % mass in Series 149 engines.
Although not required, these lower ash oils may also
be used in all series DDC two-cycle engines.
Engine oils meeting military specification Mil-L-2104
are intended for use in military engines. Due to the
specific operating and life cycle requirements of military engines, the oils for these engines tend to be specialized toward that application. Military specified oils
(Mil-L-2104 suffixes A through F) should not be used in
commercial Detroit Diesel two-stroke cycle engines.
A more detailed description of each of these selection criteria may be found in a further section of this
publication. Certain engine operating conditions may
require exceptions to these requirements:
Lubricant marketers have adopted a uniform method

of displaying the SAE viscosity and API (American
Petroleum Institute) service classification on product
containers and in product literature. The three segment donut contains the SAE grade number in the
center and the API service in the top segment. The
lower segment is used to designate energy conserving
status for gasoline engines and has no significance for
diesel engine use.
A marketer is required to license his oil with API in
order to display the symbol. Beware that some marketers may indicate that their products meet API
requirements. This is not adequate. Although the
licensing process does not guarantee good oil performance, the marketer must be able to produce support
data to substantiate that the service classification is
met. Only oils licensed by API should be used in
Detroit Diesel engines.
Synthetic oils may be used in Detroit Diesel engines provided they are API licensed and meet the performance
and chemical requirements of non-synthetic oils outlined
in this publication. However, only synthetic oils that do not
contain viscosity improver additives may be used in
Detroit Diesel two-stroke cycle engines. Their use does
not permit extension of recommended oil drain intervals.
Product information about synthetic oils should be
reviewed carefully. Synthetic oils offer improved low temperature flow properties and high temperature oxidation
resistance. However, they are generally more costly than
non-synthetic oils. Performance additive systems often
respond differently in synthetic oils.
Although the API service classification system is generally

utilized worldwide, lubricants meeting Detroit Diesel
requirements may not be marketed in all areas of the
world. Selection of lubricants in these situations should be
made based on viscosity grade first, ash content second,
and performance specification third. Oils meeting API CF
may be used if they also meet military specification Mil-L2104 E or F. Oils which meet European CCMC D4 or D5
may also be used. Modification of oil drain interval may be
necessary, depending on fuel quality. Contact Detroit
Diesel Corporation for further guidance.
Sulfated Ash and Total Base Number

Sulfated ash is a lubricant property measured by a laboratory test (ASTM D 874) to determine the potential
for formation of metallic ash. The ash residue is related
to the oils additive composition and is significant in
predicting lubricants which may cause valve distress
under certain operating conditions. Sulfated ash is
related to Total Base Number (TBN), which measures
an oils alkalinity and ability to neutralize acid using a
laboratory test (ASTM D 2896 or D 4739). As TBN
increases, sulfated ash also increases to where lubricants with TBNs above 10 will likely have sulfated ash
contents above 1.0% mass.
Total Base Number is important to deposit control in
four-stroke cycle diesel engines and to neutralize the
effects of high sulfur fuel in all diesel engines. For
Series 149 engines Detroit Diesel recommends lubricants with a sulfated ash content below 0.8% mass
and TBNs between 6 and 10 (D 2896) for engines
operating on less than 0.5% sulfur fuel.
When the use of a high ash oil is required, such as
with high sulfur fuel, the oil selected should have the
highest TBN (D 2896) to Ash (D 874) ratio possible.
For example, an oil with a TBN of 10 and an Ash of
1.2% mass is less desirable than an oil with the same
TBN and 1.0% Ash. Also refer to section Oil Change
Intervals.
1. SAE grade 50 lubricants are required for all Series

149 engines where ambient temperatures are
above 95F (35C).
NOTICE:
Do not use multigrade or SAE 30 grade lubricants
in two-stroke cycle marine engines or Series 149
engines under any circumstances.
2. When the use of high sulfur fuel (greater than
0.5% mass) is unavoidable, the use of lubricants
with higher alkalinity is recommended. Be aware that
such lubricants may have a sulfated ash content
above 0.8% mass. The use of high sulfur fuels also
requires modification to oil drain intervals. For further
information refer to section The Use of High Sulfur
Fuels (page 43).
3. The use of greater than 0.8% sulfated ash oils are
exceptions for special circumstances. The use of
such lubricants under normal circumstances may
not provide satisfactory service.
39
Waste Oil Disposal and Rerefined Oils

With over one billion gallons of waste oil generated annually in the U.S. alone, disposal of waste oil has become a
serious environmental concern. Rerefining waste oils provides an environmentally viable way of handling this material. Several states have established collection and recycling programs. A few states have also designated used
oil as a hazardous waste requiring special handling and
disposal. Detroit Diesel favors the recycling of waste oil
and permits the use of rerefined oils in all engine product
lines, provided the rerefined oil meets the SAE Viscosity
and API specifications previously mentioned.
Several processes are used to rerefine oil. The only
true rerefining process is one which treats the
used oil as a crude oil, subjecting it to the same refinery processes normally used for geological crude such
as dehydration, vacuum distillation, and hydrogenation.
Waste oil provides a more consistent feedstock, compared to the geological crudes that a refinery typically
processes. As a result, the finished oil should also be
consistent in properties and quality. Unfortunately, this
is not the norm. It is the inconsistencies of the processing and product quality which make most users
reluctant to utilize rerefined products.
Consideration for the disposal of waste oil should
begin when negotiating the purchase of new oil. Oil
supplier selection criteria should include a proposal for
handling waste oil. It is important to know exactly how
the oil will be disposed of since it is the generator, not
the hauler, that is ultimately responsible for its proper
disposal.
Marine Lubricants,
Railroad Diesel Lubricants
The petroleum industry markets specialty lubricants for
diesel engines designed specifically for marine propulsion or railroad locomotive use. These oils are characterized by their high TBN and the absence of magnesium and zinc in their composition. These lubricants
take into consideration the unique environments and
operational characteristics of this type of duty, and
consequently, they are formulated quite differently from
the types of lubricants specified by Detroit Diesel.
Marine and railroad lubricants may be used in DDC
two-stroke cycle engines provided they are SAE 40 viscosity grade and API CF-2.
Specific product selection should be based on demonstrated performance provided by the oil supplier.
The Use of Supplemental Additives

Lubricants meeting the Detroit Diesel specifications outlined in this publication contain a carefully balanced additive treatment. The use of supplemental additives, such as
break-in oils, top oils, graphitizers and friction-reducing
compounds in these fully formulated lubricants are not
necessary and can upset the oils formulation, causing a
deterioration in performance. These supplemental additives may be marketed as either oil treatments or engine
treatments and should not be used in Detroit Diesel
engines. Engine damage resulting from the use of such
materials is not covered by your Detroit Diesel Corporation
warranty. Detroit Diesel will not provide statements relative
to their use beyond this publication.
40
Extended skin contact with used motor oil may

be harmful and should be avoided.
Oil Change Intervals

During use, engine lubricating oil undergoes deterioration from combustion by-products and contamination by the engine. Certain components in a lubricant
additive package are designed to deplete with use.
For this reason, regardless of the oil formulation, regular oil drain intervals are necessary. These intervals
may vary in length, depending on engine operation,
fuel quality, and lubricant quality. Generally, shorter oil
drain intervals extend engine life through prompt
replenishment of the protection qualities in the lubricant. Conversely, extending oil drain intervals beyond
the useful life of the lubricant can significantly reduce
engine durability.
The oil drain intervals listed in Table 4 (normal operation with low sulfur fuel) and the oil change intervals listed in Table 5 (normal operation with high sulfur fuel)
should be considered maximum and should not be
exceeded. Always install new engine oil filters when the
oil is changed.
Brand Name Approved Lubricants

Detroit Diesel does not maintain a list of brand name
approved products. All lubricants which meet the qualifications listed in this publication will provide satisfactory performance when used in conjunction with the oil drain and
filter requirements. To ensure that the lubricant selected
meets these qualifications, the customer should make sure
that the candidate oil has a current API license number.
Although the lubricant supplier should be able to supply
this information, it may also be obtained from other
sources, such as the EMA.
The Engine Manufacturers Association publishes the
EMA Lubricating Oils DataBook, which contains information on several hundred engine oils. The data in the
DataBook is provided by oil companies in response to a
questionnaire. Information includes viscosity grade, API
category, ash content, and other useful engine oil properties. It may be obtained directly from the Engine
Manufacturers Association, Chicago, Illinois.
Service Application
Industrial and Marine
Stationary Units
Continuous
Stationary Units
Standby
Typical Properties
Listed in Table 3 are the typical chemical and physical
properties of a lubricant meeting Detroit Diesel requirements in normal applications. Exceptions to these requirements were noted in previous sections. This table is for
information purposes only. It should neither be construed
as being a specification, nor used alone in selection of an
engine lubricant.
Viscosity Grade
API Service
Viscosity Kinematic, cSt
40C
100C
Viscosity Index
Pour Point C, Max.
Flash Point C, Min.
Sulfated Ash, % mass
Total Base Number
Zinc, ppm
Oil Drain Interval

300 Hours or 1 Year*
300 Hours or 3 Months*
*Whichever comes first

Table 4. Maximum Allowable Oil Drain Intervals (Normal operation with low sulfur fuel)
SERIES 149
40
50
CF-2
CF-2
Service Application
Industrial and Marine
Stationary Units
Continuous
Stationary Units
Standby
130-150
200-230
12.5 - 16.3 16.3 - 21.9
95
95
15
10
225
230
0.8 Max.
0.8 Max.
6.0 - 10.0 6.0 - 10.0
Above 700 Above 700
Oil Drain Interval

New Oil TBN above 10
150 Hours or 3 Months*
*Whichever comes first

Table 5. Maximum Allowable Oil Drain Intervals Fuel Sulfur
Above 0.5% (Use oil analysis to determine optimum drain interval)
Some oil companies may promote engine lubricants

with a claimed useful life that would allow customers
following certain maintenance and operating parameters to elect to extend oil drain intervals beyond the
recommended periods. The ability of such lubricants
to maintain their protective qualities over a longer period and the acceptability of maintenance and operating
parameters must be established by the oil company
and the customer. Claims for engine failures
attributable to the inadequacy of the lubricant are not
covered under terms of the engines limited warranty.
with a Total Base Number (TBN per ASTM D 2896)

above 10 may be appropriate. Experience has shown,
however, that a higher TBN oil with a longer oil change
interval is not as effective in protecting the engine from
wear. Use the intervals listed in Table 5 until the best
practical oil drain interval can be established by oil
analysis.
Used Lubricating Oil Analysis

A used oil analysis program such as the Detroit Diesels
POWER Trac oil analysis program is recommended for
monitoring crankcase oil in all engines. Oil analysis consists
of a series of laboratory tests conducted on the engine
lubricant. Most tests reveal conditions of the engine, while
some indicate the condition of the lubricant. The Warning
Limits listed in Table 7 show what each test evaluates.
Since an oil analysis cannot completely assess the lubricating oil for continued service, it should not be used to extend
oil drain intervals. An oil analysis program with regular sampling is recommended, and the oil should be changed
immediately if contamination is present in concentrations
exceeding the warning limits listed in Table 7.
These limits are provided for guidance for a single sample analysis. It should never be concluded that the engine
is worn out based on a single measurement that exceeds
the warning level. Imminent engine wear can only be
determined through a continuous oil analysis program
wherein the change in data or deviation from baseline data
can be used to interpret the condition of engine parts.
Confirmation for necessity of engine overhaul should be
based upon operational data (for example, increasing oil
consumption and crankcase pressure) and physical
inspection of parts.
The Use of High Sulfur Fuels

Although diesel fuels containing more than 0.5% sulfur
are considered high sulfur fuels, piston ring wear studies have shown that the combustion of fuels containing more than 0.3% sulfur significantly increases ring
face wear rates. See Table 6.
High fuel sulfur forms acids during combustion, particularly during idling and low temperature operation.
The best defense against the effects of high sulfur fuel
is to shorten oil drain intervals. The proper drain interval may be determined by oil analysis or by using the
drain intervals listed in Table 5. A reduction in TBN
(ASTM D 4739) to one-third of the initial value provides
a general drain interval guideline. Marine fuels identified
as meeting ASTM D2069, Specification for Marine
Fuels, should not be used in Detroit Diesel engines
due to the high sulfur contents and boiling ranges permitted.
Should it be determined that the oil drain interval is
unacceptably short, then the selection of a lubricant
RELATIVE ENGINE LIFE%
B. When To Change Oil
CAUTION:
EFFECT OF SULFUR IN FUEL ON ENGINE LIFE

100
90
80
70
60
50
40
30
20
10
0
.1
.3
.5
.7
.9
% SULFUR IN FUEL
Table 6. Effect of Sulfur in Fuel on Engine Life
Table 3. Typical Properties of a DDC-Recommended Engine Oil
41
42
1.1
1.3
1.5
properties of ASTM Designation D 975 (grades 1-D

and 2-D) have provided satisfactory performance. The
ASTM D 975 specification, however, does not in itself
adequately define the fuel characteristics required for
assurance of fuel quality. The properties listed in Table
5 provide optimum engine performance.
Used Lubricating Oil Analysis

Warning Limits
Warning Limits are based on a single oil sample taken by
an accepted sampling method. See Table 7. These values
indicate the need for an immediate oil change, but do not
indicate internal engine malfunctions requiring engine teardown.
Low Sulfur Diesel Fuel

Beginning October 1, 1993 all diesel fuel sold in the
U.S. for on road use must contain no more than
0.05% sulfur. This represents a reduction in sulfur
content from a pre-October 1993 average level of
approximately 0.3%. Fuel sulfur is a significant contributor to exhaust particulate matter at the levels mandated for 1994 model year engines. For purposes of
taxation, fuel intended for off road engine and pleasure
C. How To Select Diesel Fuel

Quality and Selection
The quality of fuel used is a very important factor in
obtaining satisfactory engine performance, long engine
life, and acceptable exhaust emission levels. Detroit
Diesel engines are designed to operate on most diesel
fuels marketed today. In general, fuels meeting the
Viscosity at 40 C, cSt
% Max. Increase
% Max. Decrease
ASTM
Designation
Condition
Measured
D445
Engine & Oil
Two Cycle
149
40.0
15.0
Carbon, (Soot) Content,

TGA Mass % Max.
E 1131
Engine
Combustion
0.8
Pentane Insolubles,
% Max.
D 893
Engine
Combustion
1.0
Total Base Number

(TBN) Min.
D 4739
D 2896
Oil
Oil
1.0
2.0
Water, Vol. % Max.
D 1744
Engine
0.30
Fuel Vol. % Max.
D 3524
Engine
2.5
Glycol Vol., ppm Max.
D 2982
Engine
1000
Iron, Fe ppm Max.
D 5185
Engine Wear
35
Copper, Cu ppm, Max.

(Above Baseline)
D 5185
Engine
Wear
25
NOTE:
These limits are intended to be used as guidance when a single oil sample is tested. Actual limits are dependent on
engine, application, and oil type. Refer to DDC Publication 7SE 398 for determining the correct warning limits.
Table 7. Single Sample Used Oil Analysis Warning Limits
craft marine engine use is dyed red. This fuel may or

may not be of low sulfur content. While the use of low
sulfur diesel fuel improves the exhaust emissions of
both new and used engines, the fuel has characteristics which may cause operational concerns in some
engine designs. The unit fuel injection system used on
all Detroit Diesel-manufactured engines has demonstrated trouble-free operation on low sulfur fuels without the need for supplemental additives.
nitrogen oxides content. They also tend to have poorer thermal stability and may deteriorate engine oil TBN
more rapidly than wholly petroleum based diesel fuels.
These fuel blends have not been fully evaluated relative to diesel fuel system durability or engine oil effects.
Heavy Fuels Not Recommended

Heavy fuels intended for use in slow speed diesel
engines and as burner fuel are not recommended for
use in any Detroit Diesel engine. Marine fuels specified
by ASTM D2609 are examples of such fuels. These
fuels are known to cause combustion deposits and
will likely reduce engine durability.
For more information on lubricating oil selection,
refer to publication 7SE270, Engine Requirements
Lubricating Oil, Fuel, and Filters, available from
authorized Detroit Diesel Distributors.
Biodiesel Fuels
Diesel fuels blended with methyl soyate or similar
materials may be used provided the blends do not
exceed 20% by volume and the resulting blend meets
the properties listed in Table 8, Diesel Fuel
Specification Table.
Although such blends purport to reduce exhaust
emission particulates, they increase engine exhaust
General Fuel Classification

API Gravity, @ 60F+++
Specific Gravity, @ 60F+++
Flash Point, C, Min.
Viscosity, Kinematic cST @ 40C
Sulfur wt%, Max.
Cloud Point F (C)+
Cetane No., Min.+
Cetane Index, Min.+
Distillation Temperature, F (C)
IBP, Typical+++
10% Typical+++
50% Typical+++
90%, Max.
End Point, Max.+++
Water & Sediment, % Max.
Ash, % Max.
Carbon Residue on 10%, wt%, Max.
Copper Corrosion, Max.
Accelerated Storage Stability Max.+++
Dupont Pad Test, Rating Max.+++
Lubricity, gm, Min.+++
ASTM Test Method
No. 1-D
No. 2-D**
D 287
D 1298
D 93
D 445
D 2622
D 2500
D 613
D 4737
D86
40 - 44
0.806 - 0.825
38
1.3 - 2.4
0.5 (0.05)++
Note 1
45
40
34 - 38
0.835 - 0.855
52
1.9 - 4.1
0.5 (0.05)++
Note 1
45
40
350 (177)
385 (196)
425 (218)
500 (260)
500 (288)
0.05
0.01
0.15
3b
15 mg/L
7
2800
375 (191)
430 (221)
510 (256)
625 (329)
675 (357)
0.05
0.01
0.35
3b
15 mg/L
7
2800
D 2709
D 482
D 524
D 130
D 2274
TM-F21-61
D 5001 (mod)*
* As modified in the U.S. Army Scuffing BOCLE Test Method

** No. 2 diesel fuel may be used in city coach engine models which have been certified to pass Federal and California emission standards.
+ Differs from ASTM D 975
++ The sulfur content of diesel fuel for use in on-road vehicles is limited to 0.05% maximum.
+++ Not Specified in ASTM D 975
Note 1: The cloud point should be 10F (6C) below the lowest expected fuel temperature to prevent clogging of fuel filters by wax crystals
Note 2: When prolonged idling periods or cold weather conditions below 32F (0C) are encountered, the use of 1-D fuel is recommended.
Table 8. Diesel Fuel Specification Table
43
44
Fuel Additives
Detroit Diesel Corporation will not be responsible for

any detrimental effects which it determines resulted
from the use of used lubricating oil or gasoline in the
diesel fuel.
Detroit Diesel engines are designed to operate satisfactorily on a wide range of diesel fuels. Some fuels may be
marketed which contain performance additives and are
identified as premium diesel fuels. Detroit Diesel engines
do not require the use of such fuels; however, they may
be used at the customers discretion, if they meet the
properties shown in Table 5.
Evaluation of Supplemental Fuel Additives

There are many supplements available today which are
intended to be added to the fuel by the customer.
These include a variety of independently marketed
products which claim to be:
Water Contamination
Some fuel additives provide temporary benefit when
fuel is contaminated with water. They are not intended
to replace good fuel handling practices. Where water
contamination is a concern, the fuel system should be
equipped with a fuel/water separator which should be
serviced regularly. In marine and other environments
where microbe growth is a problem, a fungicide such
as Biobor JF (or equivalent) may be used. Microbial
activity may be confirmed with commercially available
test kits. Follow the manufacturers instructions for
treatment. Avoid the use of fungicides containing
halogenated compounds, since these may cause fuel
system corrosion.
When small amounts of water are present, supplemental additives containing methyl carbitol or butyl cellusolve are effective. Follow the manufacturers instructions for their use. The use of isopropyl alcohol is no
longer recommended due to its negative effect on fuel
lubricity.
Cetane Improvers
Emission Control Additives
Detergents
Combustion Improvers
Smoke Suppressants
Cold Weather Flow Improvers
Should a customer decide that a supplemental additive is to be used, the following is intended to provide
guidance to the customer in evaluating potential safety
hazards and deleterious engine effects. Detroit Diesel
will not test or verify the performance of any supplemental fuel additives.
1. A Material Safety Data Sheet (MSDS) should be
carefully reviewed for special handling instructions
and hazardous material content. Additives containing hazardous materials should not be used
due to personal safety risk.
The Following Fuel Additives Are NOT

Allowed:
2. A detailed compositional analysis should be provided by the supplier. Ash forming metallic elements and corrosive elements must not be present. Additives containing calcium, barium, zinc,
phosphorous, sodium, magnesium, iron, copper,
and manganese are known to cause combustion
ash deposits which can foul fuel injectors and create deposits which may adversely affect cylinder
life. Halogenated compounds containing chloride,
fluoride, and bromide are corrosive, as are some
sulfurcontaining compounds. The use of additives with these components should be avoided.
Used Lubricating Oil Detroit Diesel specifically

prohibits the use of drained lubricating oil in diesel fuel.
Used lubricating oil contains combustion acids and
particulate materials which erode injector components,
resulting in loss of power and increased exhaust emissions. In addition, the use of drained lubricating oil will
increase maintenance requirements due to filter plugging and combustion deposits. Refer to the section
Waste Oil Disposal and Rerefined Oils for recommendations on proper used oil disposal.
Gasoline The addition of gasoline to diesel fuel
will create a serious fire hazard. The presence of gasoline in diesel fuel will reduce fuel cetane number and
increase combustion temperatures. Tanks which contain such mixtures should be drained and cleaned as
soon as possible.
3. Many commercial diesel fuels today contain performance additives, particularly those marketed as
premium diesel fuel. Any supplemental additive
45
Filtration
being considered must be compatible with the

fuel it is to be used in. It is suggested that a mixture containing twice the recommended concentration of additive be evaluated for compatibility to
represent an overdosage condition, using the
tests shown in the Diesel Fuel Specification Table.
Filters make up an integral part of fuel and lubricating

oil systems. Proper filter selection and maintenance
are important to satisfactory engine operation and
service life. Filters, however, should be used to maintain a clean system, not to clean up a contaminated
system.
Filter performance and test specifications vary
between manufacturers. The filters shown in the Filter
Charts have been qualified to appropriate SAE performance specifications and meet Detroit Diesel requirements. Other brands of filters may be used, provided
they have equivalent demonstrated performance.
Finer filtration will generally provide increased engine
service life, but may require shorter filter change intervals. Detroit Diesel specifies filter performance based
on the optimum combination of filter micron rating, filter capacity, and mechanical requirements (assembly
integrity).
The addition of aftermarket supplemental filtration
systems may be used, provided they do not replace
the factory installed system or reduce oil volumes,
pressures, or flow rates delivered to the engine. Fuel
filters must be properly sized to provide the proper
fuel flow to the engine. A fuel/water separator, if used,
must be installed between the fuel tank and the inlet
side of the engine fuel pump.
4. Performance evaluation of a fuel supplemental

additive should be conducted in customer equipment for a minimum of six months. Testing should
be a side by side comparison with and without
the additive to verify performance claims.
Testimonials are not substantial claims of performance.
Supplemental fuel additives are not recommended
due to potential injector system or engine damage.
Our experience has been that such additives increase
operating costs without providing benefit. The use of
supplemental fuel additives does not necessarily
void the engine warranty. However, repair
expenses which result from fuel system or
engine component malfunctions or damage
attributed to their use will not be covered. These
products should be accompanied with performance
data supporting their merit. It is not the policy of Detroit
Diesel Corporation to test, evaluate, approve, or
endorse such products.
For more detailed information on fuel selection, refer

to Engine Requirements Lubricating Oil, Fuel, and
Filters, form 7SE270, available from authorized
Detroit Diesel service outlets.
Diesel Fuel Storage

Fuel oil should be clean and free of contamination.
Storage tanks and stored fuel should be inspected
regularly for dirt, water, and sludge, and cleaned if
contaminated. Diesel fuel tanks can be made of
monel, stainless steel, black iron, welded steel or reinforced (non-reactive) plastic.
NOTICE:
Do not use galvanized steel or sheet metal tanks
and galvanized pipes or fittings in any diesel fuel
storage, delivery, or fuel system. The fuel oil will
react chemically with the zinc coating, forming a
compound which can clog filters and cause engine
damage.
46
D. How to Replace the

Lube Oil and Filters
2. Support the shell, unscrew the center stud, and

withdraw the shell, element, and stud as an
assembly. Dispose of the oil, element, and shell
gasket in an environmentally approved manner
according to state and/or federal (EPA) recommendations.
Two filter types are used on Detroit Diesel engines:

The canister (bolt-on) type consists of a
replaceable filter element, a reusable shell, a
replaceable shell gasket, and a filter cover (with
shell mounting bolt).
The spin-on type consists of a shell, element,
and gasket unitized into a single cartridge and a
filter cover which includes a threaded sleeve to
accept the spin-on filter cartridge.
Replace Spin-on Type Oil Filters
NOTICE:
If the oil level is constantly above normal and excess
lube oil has not been added to the crankcase, consult with an authorized Detroit Diesel service outlet
for the cause. Fuel or coolant dilution of lube oil can
result in serious engine damage.
3. Remove the center stud and gasket. Retain the

gasket, unless it is damaged and oil leaks
occurred.
Replace Canister (Bolt-on) Type Oil Filter
4. Remove the nut on the full-flow filter stud.
E. How to Replace the Fuel Filter

and Strainer
5. Remove and discard the element retainer seal. Install

a new seal.
Three strainer/filter types are used on Detroit Diesel

engines:
6. Clean the filter shell and adapter or base.

7. Install the center stud gasket and slide the stud (with
the spring, washer, seal and retainer installed on the
full-flow filter stud) through the filter shell.
1. Remove the spin-on filter cartridge using strap

wrench tool J 29917 (or equivalent) and a 1/2
drive socket wrench and extension.
8. Install a new shell gasket in the filter adapter or base.

Before installing the gasket, make sure all old gasket
material is removed from the shell and adapter or
base.
2. Dispose of the used oil and filter in an environmentally approved manner according to state
and/or federal (EPA) recommendations.
9. Remove the paper, plastic, or cellophane wrapping

from a new filter element and position the element
carefully over the center stud and within the shell.
Place the shell/element/center stud assembly in
position on the filter adapter or base, and tighten the
stud to 50 - 60 lb-ft (69-81 Nm) torque.
10. Install the drain plug in the adapter or base.
11. Add oil as required to bring the level to the Full
mark on the dipstick.
12. Start and run the engine for a short period and
check for oil leaks. After correcting oil leaks, stop the
engine long enough for the oil from various parts of
the engine to drain back to the crankcase (approximately 20 minutes). Add oil as required to bring the
level to the proper mark on the dipstick.
NOTICE:
If the oil level is constantly above normal and
excess lube oil has not been added to the
crankcase, consult with an authorized Detroit
Diesel service outlet for the cause. Fuel or coolant
dilution of lube oil can result in serious engine damage.
Typical canister (bolt-on) type oil filter assembly
1. Remove the drain plug from the canister shell or

the filter adapter or base and drain the oil into a
suitable container.
47
Typical spin-on type oil filter assembly
The canister (bolt-on) type consists of a

replaceable strainer or filter element, a reusable
shell (with draincock, element seat and spring), a
replaceable shell gasket, a strainer or filter cover
(with shell mounting bolt).
The spin-on type consists of a shell, element,
and gasket unitized into a single cartridge and a
strainer or filter cover which includes a threaded
sleeve to accept the spin-on filter cartridge.
The Fuel Pro 40/Sea Pro 600 system consist of permanently mounted fuel processors and
replaceable spin-on Mega Filter elements.
These elements must be replaced after 300 hours
of service.
3. Clean the filter adapter with a clean, lint-free

cloth.
4. Lightly coat the filter gasket (seal) with clean
engine oil.
5. Start the new filter on the adapter and tighten by
hand until the gasket touches the mounting
adapter head. Tighten an additional two-thirds
turn.
NOTE: The Fuel Pro 40 system is not recommended for use on marine engines. The Sea Pro 600 system is recommended only as a primary filter.
NOTICE:
Overtightening may distort or crack the filter
adapter.
Replace Canister (Bolt-on) Type Filter

Element
1. With the engine shut down, place a suitable container under the fuel strainer or filter and open the
drain cock. The fuel will drain more freely if the
cover bolt is loosened slightly.
6. Add oil as required to bring the level to the full

mark on the dipstick.
7. Start and run the engine for a short period and
check for leaks. After any leaks have been corrected, stop the engine long enough for oil from
various parts of the engine to drain back to the
crankcase (approximately 20 minutes). Add oil as
required to bring the level to the proper mark on
the dipstick.
2. Support the canister shell, unscrew the cover bolt,

and remove the shell and element.
3. Remove the element and gasket. Dispose of them
in an environmentally approved manner according
to state and/or federal (EPA) recommendations.
Clean the shell with fuel oil and dry with a clean,
lintless cloth or compressed air.
48
9. After the fuel system is primed, start the engine

and check for leaks.
CAUTION:
Replace Spin-on Type Filter Element

NOTICE:
To improve starting, have replacement primary filter
filled with fuel and ready to install immediately after
used filters are removed. This will prevent possible
fuel siphoning, which can cause fuel system aeration.
4. Remove the paper, plastic, or cellophane wrapping from a new element.
4. Prime the fuel system.
VENT FITTING
NOTICE:
To avoid fuel injector damage at engine start-up,
Series 149 fuel systems must be primed whenever
fuel filters are changed. Refer to How to Prime
the Fuel System (page 52) for priming instructions.
MEGA FILTER

and check for leaks.
5. Insert the element into the shell, pushing it down

over the stud and onto the seat. Close the drain
cock, and completely fill the primary shell with
clean fuel oil. Do not pour fuel into the secondary shell. The secondary element must be
installed dry.
1. Fill a new primary replacement cartridge with

clean fuel oil. Do not pour fuel into the secondary filter. Install this element dry. Coat the
seal gasket lightly with clean fuel before installing.
6. Using a new shell gasket, place the shell and element in position under the cover, and start the
cover bolt onto the shell stud.
If the engine fails to start after replacement of

the fuel strainer and filter elements and priming of
the fuel system, contact an authorized Detroit
PROCESSOR
2. With the engine shut down, place a suitable container under the primary and secondary filters and
unscrew the cartridges. Dispose of the cartridges
in an environmentally approved manner according
to state and/or federal (EPA) recommendations.
7. Tighten the cover bolt just enough to prevent

leakage.
DRAIN VALVE
Fuel Pro 40 Filter/Processor System
3. Install the new filled primary cartridge and the

dry secondary cartridge and tighten them to onehalf a turn beyond gasket contact.

NOTICE:
fuel filters are changed. Refer to How to Prime
the Fuel System (page 52) for priming instructions.
Replace Fuel Pro 40 and Sea Pro 600 Mega

Filter
NOTICE:
1. Place a suitable container under the processor,

open the bottom drain fitting and drain completely
of fuel. The fuel may be returned to the tank and
reused.
Overtightening may distort or crack the filter

adapter.
2. Remove the spin-on element and dispose of

it in an environmentally responsible manner,
according to state and/or federal (EPA)
recommendations.
Typical spin-on type fuel filter assembly
NOTICE:
To prevent fuel contamination while the spin-on
element is off, cover the filter mounting stud on the
processor. The center port of the stud is the clean
side of the filter. Any debris falling into this passage
could cause injector damage.
Secondary (filter) element
Primary (strainer) element

Typical canister (bolt-on) type fuel filter or strainer assembly
49
50
F. Engine Out of Fuel

How to Restart
NOTICE:
If heavy sediment is noticed during draining, flush
out the processor with clean diesel fuel before
installing a new filter element.
When an engine has run out of fuel, there is a definite procedure to follow when restarting it:
1. Fill the fuel tank with the recommended grade of
fuel.
3. Close the bottom drain on the processor.

4. Lubricate the spin-on Mega Filter gasket with
clean fuel and install the element until the gasket
just touches the base. Tighten an additional 3/4
turn by hand only.
2. On an engine with primary and secondary filters,

remove the primary fuel filter from its cover, fill it
with fuel, and reinstall it. Do not remove the secondary filter. On an engine with a Fuel Pro
Mega Filter, do not remove the Mega Filter.
NOTICE:

fuel filters are changed. Refer to How to Prime the
Fuel System (page 52) for priming instructions.

and check for leaks. Tighten the spin-on element
(by hand only) or the fittings, as required.
4. After the system is primed, start the engine and

check for leaks.
If the engine fails to start after replacement of the filter
element(s) and priming of the fuel system, contact an
authorized Detroit Diesel service outlet.
NOTICE: AIR BLEED

REQUIRED IF THIS IS
THE HIGHEST LOCATION IN THE SYSTEM
#16 MINIMUM
DUAL SECONDARY
FILTERS
CONNECT
PRIMER
PUMP
HERE
1.Remove the primary fuel filters only (spin-on or

cartridge) from the engine.
2. Completely fill the primary filters with clean fuel
and reinstall.
NOTICE:
To avoid fuel system contamination, do not attempt
to fill the secondary fuel filters while removed from
the engine.
G. How to Prime the Fuel System

Series 149 fuel systems must be primed under
these conditions:
3. Connect a fuel priming pump between the engine

fuel pump inlet and the secondary filters as
shown.
Before an engine is started for the first time
NOTICE:

fuel filters are changed. Refer to How to Prime the
Fuel System (page 52) for priming instructions.
System with Primary and Secondary

Fuel Filters
NOTICE:
Under no circumstances should the starting motor
and fuel pump be used to prime the fuel system.
Prolonged use of the starting motor and fuel pump
to prime the fuel system can result in damage to
the starter, fuel pump, and injectors and cause
erratic running of the engine due to the amount of
air in the lines and filters.
FUEL JUNCTION
BLOCK
After an engine overhaul
4. Prime the system until all air is purged.
Whenever fuel filters are changed

NOTICE:
Whenever the fuel system is disturbed so that fuel

drains out, allowing air to enter the system
All the air must be eliminated from the fuel system to

avoid injector damage at start-up. If the fuel junction
block is not the highest point in the fuel system, an
air bleed fitting must be provided.
If the engine runs out of fuel

NOTICE:
Failure to prime the fuel system before starting
under these conditions may result in serious injector damage caused by the presence of air in the
system and the absence of cooling, lubricating fuel
in the injectors.
AIR
BLEED
VENT
#16 MINIMUM
FUEL JUNCTION
BLOCK
MEGA
FILTER
FUEL RETURN LINE
CONNECT
PRIMER
PUMP HERE
BYPASS
LINE
FUEL RETURN LINE

SUPPLY LINE
NO. 16 MINIMUM
#16 MINIMUM
SUPPLY LINE
FUEL PUMP
DUAL
PRIMARY
FILTERS
BYPASS
LINE
FUEL
PROCESSOR
#16 MINIMUM
SUPPLY LINE
FUEL PUMP
System with primary and secondary fuel filters

System with Fuel Pro 40 Mega Filters(s) (No Primary Filters)
51
52
3. Continue priming the system until all the air is

purged.
NOTICE:
The priming pump must deliver enough pressure
to completely fill the system with fuel and expel all
the air from it. However, to avoid fuel line or seal
damage, do not allow fuel system pressure to
exceed 100 psi (689 kPa) when priming.
4.Stop the priming pump, remove it, and check to

make sure all fittings, hoses, and filters are tight.
5. Start the engine and run at high idle for 2 - 3 minutes.
6. Shut down the engine and check for fuel leaks.
Repair as required.
5. Remove the priming pump and check to make

sure all fittings, hoses, and filters are tight.
H. How to Select Coolant
6. Start the engine and run at high idle for 2 - 3 minutes.
NOTICE:
7. Shut down the engine and check for fuel leaks.

Repair as required.
Failure to use and maintain coolant and coolant

inhibitor mixture at sufficient concentration levels can
result in damage to the cooling system and its related components. Conversely, overconcentration of
coolant and/or inhibitor can result in poor heat transfer, leading to engine overheat, additive dropout, or
both. Always maintain concentrations at recommended levels.
System with Fuel Pro 40 Mega Filter (No

Primary Filters)
1. With the spin-on Mega Filter installed on the top
of the the fuel processor, connect a fuel priming
pump between the inlet side of the engine fuel
pump and the Fuel Pro 40 processor as shown.
Detroit Diesel recommends the following to ensure

proper inhibiting of Series 149 engine cooling systems.
1. Coolant used in Series 149 engines should have
the lowest possible concentration of silicate
and phosphate. There are no large areas of aluminum in contact with the coolant, so silicates are
not required. Silicate should be below 200 PPM.
In severely cold climates (-25F or -3.89C and
below), silicate below 110 PPM is advised.
2. Water used must meet the specifications shown in
Table 9.
NOTICE:
To avoid fuel system contamination, do not attempt
to fill the fuel processor while the Mega Filter is
removed.
2. Open the vent on the filter element and start the
priming pump. Close the vent when fuel flows
from it.
NOTICE:
All the air must be eliminated from the fuel system to
avoid injector damage at start-up. If the fuel junction
block is not the highest point in the fuel system, an
air bleed fitting must be provided.
Maximum Allowable
Parts
Grains
per Million per Gallon
Chlorides
Sulfates
Total Dissolved Solids
Total Hardness
Magnesium & Calcium
NOTICE:
The priming pump must deliver enough pressure
to completely fill the system with fuel and expel all
the air from it. However, to avoid fuel line or seal
damage, do not allow fuel system pressure to
exceed 100 psi (689 kPa) when priming.
40
100
340
2.5
5.8
20
170
10
Detroit Diesel has found that DDC-branded coolant

products are more tolerant to hard water than products that contain phosphates; but overly hard water
can still cause problems. If in doubt about water, use
deionized or distilled water.
3. Where freeze protection is required, use
PowerCool fully formulated IEG antifreeze mixed in
the range of 35% to 65% concentration with
water that meets mineral concentration limits
shown in Table 9.
Cooling system performance increases as the
concentration of water increases, so use as little
glycol as possible to obtain the freeze protection
required for the area of operation. Refer to the
concentration chart to determine the minimum
amount of glycol needed.
COOLANT FREEZING AND BOILING TEMPERATURES

VS. ANTIFREEZE CONCENTRATION (SEA LEVEL)
T
E
M
P
E
R
A
T
U
R
E
Use two 23518070 spin-on elements for

cooling systems of up to 100 gallon capacity.
Use two 23518071 spin-on elements for

cooling system capacities of 101 to 150
gallons.
138
260
127
240
116
220
104
200
93
180
82
120
49
100
39
T
E
M
P
E
R
A
T
U
R
E
80
27
(C)
60
16
71
BOILING POINTS
140
60
FREEZING POINTS
RECOMMENDED
CONCENTRATION
RANGE 30-67%
20
4
-7
- 18
- 20
- 29
- 40
- 40
- 60
- 51
- 80
- 62
- 90
- 68
- 100
0
- 73
10 20 30 40 50 60 70 80 90 100
ANTIFREEZE CONCENTRATION (% BY VOLUME)
Coolant Freezing and Boiling Temperatures vs.

Inhibited Ethylene (IEG) Concentration (Sea Level)
When topping off the coolant, use the same concentration of low silicate antifreeze, PowerCool 3149, and
water as originally installed. PowerCool 3149 part
numbers are shown below.
Part Number
23518072
23518073
23518074
23518069
23518070
23518071
Description and Size

PowerCool 3149 - 1 Gallon
PowerCool 3149 Spin-on Element (4 Oz.)
PowerCool 3149 Liquid and Spin-on Element Part Numbers
Table 9. Satisfactory Water Limits
53
149
280
40
4. If an antifreeze other than PowerCool is used, it

must meet the GM 1899 performance requirements as specified in publication 7SE298, Coolant
Selections for Engine Cooling Systems. After
installing antifreeze other than PowerCool, use
PowerTrac test strips to determine the nitrite
level of the coolant. If the concentration of nitrite is
over 800 PPM, no additional SCA should be
added. If nitrite concentration is at or below 800
PPM, add a dose of PowerCool 3149. This can be
done in one of three ways:
Use one pint of liquid PowerCool 3149 for
every four gallons of water.
160
300
160
(F)
Concentrations of PowerCool within the 35% to 65%

range will provide the correct level of corrosion and
cavitation protection without the use of additional
SCAs at initial fill.
320
54
Coolant Drain Interval
5. In areas that require only water and SCA, fill the

system with water meeting the limits shown on
page 57. Add 3% PowerCool 3149 SCA and DD
3000 SCA. This can be done in either of the following ways:
Use one pint each of liquid PowerCool 3149

and DD-3000 for every eight gallons of water.
If coolant inhibitor canisters are used, install

one each of the following for proper inhibiting.
Cooling System
PowerCool
3149
Coolant properly maintained and protected with

required supplemental inhibitors can be operated
up to these intervals:
Industrial, Off-Highway, Gen Set, and
Commercial Marine If PowerCool antifreeze
and PowerCool 3149 SCA or PowerCool 3149
SCA and water are used and properly maintained
according to the recommendations in this manual,
the coolant change interval is two years or engine
life to overhaul, whichever comes first. If other
antifreeze or SCA additives are used, the coolant
change interval is two years or 4,000 hours,
whichever comes first.
Pleasure Craft Marine 1,000 hours or one
year, whichever comes first.
DD-3000
Capacity
Element
Qty.
SCA Element
Qty.
Up to 100 Gallons
23518070
23508427
100 to 150 Gallons
23518071
2350828
At these intervals, the antifreeze must be drained

and disposed of in an environmentally responsible
manner according to state and/or federal (EPA) recommendations, and the cooling system thoroughly
cleaned.
Inspect all components that make up the cooling
system and make necessary repairs at this time.
PowerCool 3149 Liquid and Spin-on Element Part Numbers
When topping off the coolant, use the same concentration of PowerCool 3149, DD-3000, and water as
originally installed.
Since Series 149 engine applications do not have aluminum in their cooling systems, the use of PowerCool
3149 SCA should provide all the protection required.
However, many systems have add-on components
which may contain aluminum. The use of a moderate
amount of DD-3000 at initial fill as indicated above will
protect these components with a safe level of silicate.
6. At normal maintenance intervals check nitrite levels
with PowerTrac strips and add PowerCool 3149
only when the nitrite level drops below 800 PPM in
either antifreeze or water-only cooling systems. No
other SCAs are required or should be used.
I. How to Drain and Flush the

Cooling System
filler neck extension. If a coolant recovery bottle

is used, fill the surge tank completely and add
coolant to the proper level in the bottle. For more
detailed coolant recommendations, refer to How
to Select Coolant (page 53).
CAUTION:
Do not remove the pressure control cap from
the heat exchanger tank or radiator or attempt
to drain the coolant until the engine has
cooled. Once the engine has cooled, use
extreme care when removing the cap. The
sudden release of pressure from a heated
cooling system can result in a loss of coolant
and possible personal injury (scalding) from
the hot liquid.
6. After filling the cooling system, close all air bleed

petcocks.
7. Entrapped air must be purged after filling the
cooling system. To do this, refer to Inspection
Cooling System under Running the Engine
(page 11).
8. On radiator-cooled units:
1. With the engine cool, drain the coolant from the

engine and heat exchanger tank. Dispose of the
solution in an environmentally responsible manner according to state and/or federal (EPA) recommendations.
Check to make sure the front of the radiator is

unblocked and free of debris.
Maintain 7 - 10 psi (48.3 - 69 kPa) pressure during engine operation. Make sure a 14 psi (97
kPa) minimum pressure cap is installed.
2. Refill the cooling system with clean, soft water

and a quality radiator cleaning compound. Such
as PowerCool 2001 or 2010, or equivalent.
9. On marine units, perform these additional steps:

Check sea water strainers and remove any accumulated seaweed or debris. Make sure all thruhull valves, other valves in the cooling system,
and raw water sea lines are open.
Use PowerCool 2001 for light to moderate mineral

deposits. Use PowerCool 2010 for heavy mineral
deposits or after salt water contamination. Follow
manufacturers usage and handling instructions, and
observe all safety precautions.
3. After cleaning the cooling system and rinsing
thoroughly with clean, soft water, drain the cleaner residue from the engine.
Remove the cover from the JABSCO raw water

pump. Visually inspect the impeller for damaged
or broken valves. Replace the impeller if damaged. Reinstall the cover with a new gasket.
4. Open the air bleed petcock on the water return

line of the water-cooled turbocharger (if used)
and any other air bleed petcocks in the cooling
system.
NOTICE:
Failure to install a new gasket and tighten cover
bolts securely can result in pump leakage at
start-up.
5. Remove the radiator or heat exchanger fill cap,

and fill with genuine Detroit Diesel PowerCool
antifreeze or an equivalent ethylene glycol-base
antifreeze solution in the required concentration.
In extremely hot environments, clean, soft, water
properly inhibited with silicate-free Detroit
Diesel Power Cool 3149 SCA may be used.
Continue to add coolant until the level stabilized
at the Full Cold level, usually the bottom of the
55
Prime the JABSCO raw water pump by removing

the pipe plug or zinc provided in the pump outlet
elbow and pouring at least a pint of water into
the pump. Reinstall the plug or zinc.
56
NOTICE:
Failure to prime the raw water pump may result in
damage to the flexible pump impeller and engine
overheating.
NOTICE:
Failure to properly fill the cooling system and
purge it of air can result in engine overheating
and severe engine damage.
Prime the GILKES raw water pump by removing

the primer section outlet hose and filling the
priming section with one gallon of water. Replace
the hose before starting.
Do not overfill the recovery bottle, since this can

result in spillage as the coolant expands during
engine operation.
On heat exchanger or keel-cooled units, make

sure a 14 psi (97 kPa) minimum pressure cap is
installed. Check for proper rating.
NOTICE:
If the engine overheats and the coolant level is
satisfactory, the cooling system may require
cleaning with a descaling solvent and back
flushing. Authorized Detroit Diesel service outlets
are properly equipped to perform these services.
10. Entrapped air must be purged after filling the

cooling system. To do this, allow the engine to
warm-up without the fill cap installed. With the
transmission or marine gear in neutral, increase
engine speed to a safe high idle speed and add
coolant as required. If equipped, vent the petcock on the water return line at the water-jacketed turbocharger periodically. Vent air from the
cooling system by opening the air vent petcocks
(normally installed in the highest locations on the
engine). Install the pressure cap after the coolant
level has stabilized at the bottom of the radiator
or heat exchanger tank filler neck. Close all petcocks, if equipped.
In addition to the cleaning procedure, other components of the cooling system should be checked
periodically to keep the engine operating at peak
efficiency:
If all of the coolant is drawn out of the recovery

bottle when the engine cools, remove the pressure
cap from the radiator or heat exchanger and check
to make sure the coolant level is at the bottom of the
filler neck. Add coolant as required, replace the
pressure cap, and fill the recovery bottle to the Full
Cold level, or no more than one-quarter of its
volume.
LUBRICATING OIL FILTER REQUIREMENTS

Series 149
Filter
Type
DDC Service
Part No.
Full Flow
8,12,16V-149
23518524
Full Flow
20V-149
23518531
FUEL FILTER REQUIREMENTS

Series 149 Regular Service
Filter
Type
DDC Service
Part No.
Primary
Spin-On
23518528
Primary
Cartridge
23519156
Hoses Cooling system hoses should be inspected and any hose that shows obvious signs of damage or feels abnormally soft or hard should be
replaced. Damaged clamps should be replaced. All
external leaks should be corrected as soon as
detected.
Secondary
Spin-On
23518529
23519154
Coolant Strainer Series 149 engines equipped

with intercoolers may also have coolant strainers
which are used to strain contaminants (rust, scale,
etc.) from the fresh water cooling system. Strainer
baskets should be removed and cleaned annually.
Secondary
Cartridge
Fuel Pro 40
Mega Filter
23512631
Secondary
Severe Duty
23504421
Head
23504422
Element
Cooling System Pressure Cap Make sure a 14

psi (97 kPa) minimum pressure cap is installed.
Check for proper rating. Replace if damaged or
defective.
57
SPECIFICATIONS
58
COOLANT FILTER/CONDITIONERS
Cooling System
Capacity
Up to 100 Gallons*
100 to 150 Gallons*
Power Cool 3149

Element
23518070
23518071
Qty.
1
1
DD-3000
SCA Element
23508427
2350828
Power Cool 3149 Liquid and Spin-on Element Part Numbers

*Engine, radiator or heat exchanger, and all cooling system piping.
ADDITIONAL COOLANT INHIBITOR TREATMENT PRODUCTS

Part Number
23518072
23518073
23518074
23518069
23518070
23518071
Description and Size

Power Cool 3149 Liquid and Spin-on Element Part Numbers

Power Cool is a registered trademark of Detroit Diesel Corporation.
59
Service by trained personnel.
SERVICE PUBLICATIONS
Qty.
1
1
Sales teams to help determine your power
The service manual covering Detroit Diesel Series 149

engines is shown below. Also listed are reference works
which may be of interest to the owner/operator.
To purchase a copy of any of these publications, contact
an authorized Detroit Diesel service outlet. Check the
Yellow Pages under Engines, Diesel or refer to the
Worldwide Distributor and Dealer Directory (form
6SE280) for the distributor or service outlet nearest you.
Form No.
Description
Series 149 Engine Service Manual
DDEC II Troubleshooting Guide
DDEC III Troubleshooting Guide
Marine DDEC Troubleshooting Guide
Marine Engine Operator's Guide
Generator Set Engine Operators Guide
Worldwide Distributor/Dealer Directory
Lube Oil, Fuel, Filter Requirements
Coolant Requirements
Tech. Guide Used Lubricating Oil Analysis
requirements.
In many areas, emergency service 24 hours a day.
Complete parts support including reliabilt
components.
A complete line of genuine Detroit Diesel maintenance
products.
Product information and literature.
We recognize, however, that despite the best intentions

of everyone concerned, misunderstandings may occur.
Normally, any situation that arises in connection with the
sale, operation or service of your product will be handled
by the authorized service outlet in your area (in the U.S.
and Canada check the Yellow Pages for the Detroit Diesel
service outlet nearest you).
To further assure your complete satisfaction, we have
developed the following procedure to be followed in the
event you have a problem that has not been handled satisfactorily:
6SE313
6SE489
6SE492
6SE490
6SE501
6SE513
6SE280
7SE270
7SE298
7SE398
CUSTOMER ASSISTANCE
Step One
The satisfaction and goodwill of the owners of Detroit

Diesel engines are of primary concern to Detroit Diesel
Corporation and its distributor/dealer organization.
As the owner of a Detroit Diesel product you have a
complete network of over 3,000 Detroit Diesel service outlets in the U.S. and Canada, plus many outlets worldwide
that are prepared and anxious to meet your parts and service needs:
Discuss your problem with a member of management

from the authorized service outlet. Frequently complaints
are the result of a breakdown in communication and can
quickly be resolved by a member of management. If you
have already discussed the problem with the Sales or
Service Manager, contact the General Manager. If your
complaint originates with a dealer, explain the matter to a
management member of the distributorship with whom
the dealer has his service agreement.
60
Step Three
If you are still not satisfied, present the entire matter in writing or by phone to:
Director,
Reliability and Service
Detroit Diesel Corporation
13400 Outer Drive, West
Detroit, Michigan 48239-4001
Phone: (313) 592-7357
Step Two
When it appears that your problem cannot readily be
resolved at the distributor level without additional assistance, contact the Detroit Diesel Regional Product Support
or Operations Manager responsible for your local distributor. You will be assisted by a member of the Managers
staff depending upon the nature of your problem.
Prior to this contact, have the following information available:
Engine serial number________________________
Name and location of authorized service outlet.
Type and make of equipment.
Engine delivery date and accumulated hours of
operation.
Nature of problem.
Chronological summary of engines history.
Identify the U.S. regional area from the map below
When contacting the regional or home office, please keep

in mind that ultimately your problem will likely be resolved at
the distributorship or dealership, utilizing their facilities,
equipment, and personnel. Therefore, it is suggested
that you follow the above steps in sequence when
experiencing a problem.
Important: Your engine serial number should be written

on the line provided above. It will identify your model and all
service parts, plus provide warranty and extended coverage information
EASTERN REGION
W. Long Branch, New Jersey
187 Monmouth Park Highway
W. Long Branch, NJ 07764
Phone: ...............................(908) 222-1888
FAX: ...................................(908) 222-3411
WESTERN REGION
Downey, California
10645 Studebaker Road
Downey, CA 90241
Phone: ...............................(310) 929-7016
FAX: ...................................(310) 864-0502
SOUTHEAST REGION
Jacksonville, Florida
5111 Bowden Road
P.O. Box 16426
Jacksonville, FL 32216
Phone: ...............................(904) 448-8833
FAX: ...................................(904) 448-2444
CANADIAN REGION
London, Ontario
Detroit Diesel of Canada Ltd.
150 Dufferin Ave., Suite 701
London, Ont. N6A 5N6, Canada
Phone: ...............................(519) 661-0149
FAX: ...................................(519) 661-0171
CENTRAL REGION
Detroit, Michigan
13400 Outer Drive, West
Detroit, MI 48239-4001
Phone: ...............................(313) 592-5990
FAX: ...................................(313) 592-5887
LATIN AMERICAN REGION

Miami, Florida
2277 N.W. 14th St.
Latin American Building
Miami, FL 33125, U.S.A.
Phone: ...............................(305) 637-1555
FAX: ...................................(305) 637-1580
SOUTHWEST REGION
Dallas, Texas
2711 LBJ Freeway, Suite 1036
Dallas, TX 75234
Phone: ...............................(214) 247-4313
FAX: ...................................(214) 247-4316
61
ASIAN REGION
Jurong Town, Singapore
7 Jurong Pier Rd.
Singapore, 2261
Phone: .................................(65) 265-5222
FAX: .....................................(65) 265-3669
62
PACIFIC REGION
Australia
13 Lynette Ave.
Beaumaris, Victoria 3193
Australia
Phone: ...............................(61) 3-5895181
FAX: ...................................(61) 3-5893424
EUROPE, MIDDLE EAST, AFRICA
(EMA REGION)
The Netherlands
Ridderpoort 9
2980 GD Ridderkerk
The Netherlands
Phone: .............................(31) 1804-63199
FAX: .................................(31) 1804-62062
MEXICO
Detroit Diesel-Allison de Mexico, S.A.
Reforma 2977
Colonia, Cuajimalpa
Mexico, D.F. 05000, Mexico
Phone: ...............................(525) 626-5301
FAX: ...................................(525) 626-5314
NOTES
63
64

DDC Series 149 Maintenance

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DDC Series 149 Maintenance

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Series 149

13400 Outer Drive, West / Detroit, Michigan 48239-4001

1996 Detroit Diesel Corporation

Engine Operator's Guide

Whenever possible, it will benefit you to rely on an

CAUTION SUMMARY .............................................................................................................................1-4

"HOW TO" SECTION ..........................................................................................................................38-57

How to Select Coolant ..........................................................................................................................53

The applicable engine warranty is contained in

How to Drain and Flush the Cooling System ..........................................................................................56

1996 Detroit Diesel Corporation

The following cautions must be observed by the

The operator of a DDEC-equipped vehicle must

1. Observe the following cautions when operating the engine:

Personal injury and/or property damage may

The rotating turbocharger impeller wheel may

Improper use of caustic chemicals may result in

If this is not possible or practical (as during

3. Observe the following cautions when using

Avoid wearing loose clothing or jewelry which

When working near the engine, always remove

Personal injury and/or engine damage may

To avoid personal injury (burns, eye injury) from

Shut down the engine before performing basic

Do not apply compressed air to any part of the

5. Observe the following cautions when jump

7. Observe the following cautions when servicing

To avoid personal injury, do not remove the

8. Observe the following cautions when working

Keep open flames, sparks, electrical resistance

6. Observe the following cautions when fueling

ENGINE MODEL AND SERIAL

Computerized, paper laminate engine option labels

The engine serial number and model number are

Left, rear on rocker cover rail

12V, 16V, 20V-149

Right side of front block,

AIR BOX DRAIN

0221 CYL HEAD

0306 C/S PULLEY

THIS ENGINE DESIGNED

NONE C/S PUL BELT

Typical 16V-149 industrial engine option label

add coolant until the level stabilizes at the Full

4. After filling the cooling system, close all air bleed

Preparations for Starting

5. Entrapped air must be purged after filling the cooling

When preparing to start a new or newly overhauled

When working near the engine, always remove

2. Open the air bleed petcock on the water return line of

Prime the JABSCO raw water pump by removing

bearings at start-up, disconnect the oil supply lines

On heat exchanger or keel-cooled units, make

Check lube oil level before starting

Extended StorageAn engine in storage for an

Prime the raw water pump

Lubrication System Checks

The lubricating oil film on the rotating parts and

Fuel System Checks

To insure prompt starting and even running and

Starting the Engine

Before starting the engine the first time, perform the

Starting fluid used in capsules is highly

1. Position the transmission or marine gear in