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T9 rev1 03.07 MY
Engine

DETROIT DIESEL S-60 DDEC

Output capacity 243 kW / 2100 r/min Coolant filling capacity 75 L

Torque 1559 Nm/ 1350 r/min Weight Dry 1200 kg
Number of cylinders In Line 6 Oil filling capacity 33 L (with filters)
Displacement 12,7 Liters Oil classification API CI-4 or API CH-4
Oil viscosity below -20 C SAE 5W-40 / SAE 5W-30
above -20 C SAE 10W-40
above +0 C SAE 15W-40

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System description

The DDEC (Detroit Diesel Electronic Control) engine is equipped with an electronically controlled fuel injection
system. There are no control racks or mechanical linkages to adjust. This system improves fuel economy and
vehicle performance. It also helps to reduce cold starting time and increase initial 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.

The DDEC engine protection system monitors all engine sensors and electronics components, and recognises
system malfunctions. If a critical fault is detected, the SEL Stop Engine Light) and CEL (Check Engine Light)
illuminate. Themalfunction codes are logged into the ECU’s memory.
This system features a 30-second, stepped-power shutdown in the event a major engine malfunction occurs,
such as low oil pressure, high oil or coolant temperature, or low coolant level.

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Starting the engine
Use the ignition switch to start the engine
Every time the engine is started, a warning signal sounds for a time period set with a parameter, after this the
engine starts. When starting takes longer than a time period set with a parameter, the starting is stopped. After
this, the ignition switch must be turned to the zero position before restarting. When the engine is running the
startingmotor is disabled.

The system interprets that the engine is running when engine revolutions and the engine’s oil pressure are
above values set by the parameters. The emergency stop function prevents the engine from starting. The
parking lights are on when the ignition switch is in the parking position.

Conditions that prevent starting:

1. the emergency stop mode is on
2. the hydraulic oil level is too low
3. the gear is selected
4. ignition key is in position “0”
5. Main fuse is remote tripped from the cabin

Note! Activation of the fire suppression system causes the engine to shut down automatically.
Explanation of concepts
Pre-operational mode:
Ignition key S004 is in position ‘I’ and the engine is not running.
Operational mode:
Ignition key S004 is in position ‘I’ and the engine is running.
Emergency stop mode:
One of the three emergency stop button has been pressed.

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Turning off the engine

Use the ignition switch to stop the engine.

The engine is stopped when engine revolutions and the engine’s oil pressure are below the values set with
parameters.
The system has an engine stop delay function in case a serious malfunction occurs. This way, when you press
the SEO (Stop Engine Override) button, the engine keeps running for a time period set with a parameter,
during which the machine can be moved. If this functions used, it will be recorded in the alarm log.
If the engine is stopped in an unusual way (not with the ignition key but by the engine protection system) the
emergency steering pump will be activated if the machine has the emergency steering function (for more
information, see Chapter Steering).

Conditions that result in the engine being turned off:

1. the emergency stop mode is on
2. the hydraulic oil level is too low
3. ignition key is turned to position “0”
4. ignition key may provide incorrect information

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Jump-starting

If the battery is discharged, the engine can be started using jump leads and a donor
battery.
• Connect the positive terminals first and then the negative battery terminals.
• Wait 5 minutes.
• Start the engine and allow to run for a short while.
• Remove the jump leads in the reverse order.

Do not use rapid charger / welding machine to start the engine.This

may cause damage in control system.

Only perform jump-starting with separate batteries. Make sure that

the donor battery and the starter battery has the same nominal
voltage. Otherwise a battery could be irreparably damaged.

Only use insulated jump leads (cable cross section approximately 70

mm2) and insulated terminal clamps. There is a risk of short circuit.

A discharged battery can freeze at about --10 °C; it must have thawed
out before jump--starting.

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Restarting an Out of Fuel Engine
Prolonged use of the starting motor and fuel pump to prime the fuel system can cause erratic running of the engine
due to the amount of air in the fuel lines and filters.
Note! The starting motor and fuel pump should never be a used to prime the fuel filters. 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.

Engines with Spin-On Filters

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Restarting an Out of Fuel Engine

When the engine has run out of fuel, there is a definite procedure to follow when restarting it.
• Fill the fuel tank with the recommended grade of fuel. If only partial filling is possible, add a minimum of 40 liters (10
gallons) of fuel to the tank.
• Close the shutoff valve on secondary filter head and remove the spin-on fuel filters.
Fill with clean fuel though the fuel inlet holes (the outer ring of small holes on the element) to insure the fuel is filtered.
• Thread the elements onto the adaptor inserts until the gaskets make full contact with the adaptor head and no side
movement is evident. Tighten filters an additional one-half turn by hand, or as indicated on the filter.
• Open the fuel shutoff valve (if installed), start the engine and check for leaks.
• Using the hand pump, pump fuel through the complete system to remove all air.Pump until air bubbling from the
return in the tank can no longer be heard.
• Start the engine and check for leaks.Shut down the engine before correcting leaks.

See the separate DETROIT DIESEL Series 60 Operator’s Guide for further information.

Check fuel and oil lines, tubes and hoses. Leaks can cause fires.

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Overdrive protection

When the revolution count is too high (engine overdrive), a

warning window appears on the display. In an engine overdrive
situation, the gear does not change into a lower or higher one
automatically. The default value for overdrive warning limit
parameter is 2400 RPM. The warning window can be removed
with the Back button.
The warning window disappears also when the revolution count
decreases below the warning limit, or if the overdrive alarm
window appears.
When the engine overdrive rises above the overdrive alarm limit,
an alarm window appears on the display. Remove the alarm
window with the Back button. The alarm window disappears also
when the revolution count decreases below the alarm limit.
If there is a converter lock in the machine, it will be released,
when the overdrive alarm limit is exceeded. A text on the alarm
window informs about this.

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DDEC stop engine and engine error codes

• The red and yellow indicator lights will always go on if

any of the engines signals or measuring operations are
in warning or alarm conditions and if any kind of action
is necessary.
• A pop-up window will appear on the display to
indicate the reason for the alarm.
• Alarms from the engine control unit include
SuspectParameter Number (SPN) and Failure Mode
Identifier (FMI) numbers accordant with the J1939
standard.
The faults that create a Stop Engine Code are:
• Low coolant
• High coolant temperature
• High engine oil temperature
• Low engine oil pressure

Only perform maintenance work when the machine is parked. Use the appropriate tools for
the task. Replace or repair faulty tools and equipment. When performing maintenance and
repair work, make sure there are no unauthorised persons in the working area.

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DDEC Codes
DDEC lV error code table shown below. DDEC fault codes can also be read using the MPSI 9000 Diagnostic Data
Reader, see Detroit DDEC Manual for further information.
11 VSG sensor low voltage < 0,25 V 54 Not used in Toro
(Used in LHD as throttle position sensor) 55 J1939 Data link fault
12 VSG sensor high voltage > 4,75 V 56 J1587 Data link fault
13 CLS Low Volt < 0,25 V 57 J1922 Data link fault
14 Engine Temp Sensor Hi Volt > 4,75 V. 58 Not used in Toro
15 Engine Temp Sensor Low Volt < 0,25 V 61 Injector response time long
16 CLS Circuit High > 4,75 V. 62 Not used in Toro
17 Not used in Toro. 63 Not used in Toro
18 Not used in Toro. 64 Not used in Toro
21 TPS sensor high volt > 4,75 V 67 Not used in Toro
(Used in truck as a throttle position sensor). 68 Not used in Toro
22 TPS sensor low volt < 0,25 V 71 Not used in Toro
23 FTS sensor high volt > 4,75 V 75 ECM battery voltage high
24 FTS sensor low volt < 0,25 V 76 Not used in Toro
25 No Codes 81 Not used in Toro
26 Not used in Toro 82 Not used in Toro
27 ATS sensor high volt > 4,75 V 83 Not used in Toro
28 ATS sensor low volt < 0,25 V 84 Not used in Toro
31 Not used in Toro 85 Engine over speed
32 SEL or CEL circuit open 86 Not used in Toro
33 TBS sensor high volt > 4,75 V 87 Not used in Toro
34 TBS sensor low volt < 0,25 V 88 Not used in Toro
35 OPS sensor high volt > 4,75 V ATS Air Temp. Sensor
36 OPS sensor low volt < 0,25 V CEL Check Engine Light
37 FPS sensor high volt > 4,75 V CLS Coolant Level Sensor
38 FPS sensor low volt < 0,25 V CTS Coolant Temp. Sensor
41 TRS signal is missing ECM Engine Computer Module
42 SRS signal is missing FPS Fuel Pressure Sensor
43 Coolant level low FTS Fuel Temp. Sensor
44 Oil, coolant or intake air temp high OTS Oil Temp. Sensor
45 Oil pressure low OPS Oil pressure sensor
46 ECM battery voltage low SEL Stop Engine Light
47 Fuel, air inlet, or turbo boost pressure high SRS Synchronous Reference sensor
48 Fuel, air inlet, or turbo boost pressure low TBS Turbo Boost Sensor
52 ECM A/D conversion fault TPS Throttle position Sensor
53 ECM non volatile memory fault TRS Timing reference sensor
VSG Variable Speed Governor
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Fuel system

System description
The fuel system consists of, fuel injectors,
fuelmanifolds (integral with the cylinder head),
fuel pump for the ECU on non-automotive
engines, primary and secondary fuel filters, and
the necessary connecting fuel lines.
The fuel pump draws fuel through the primary
filter. After leaving the pump, fuel under
pressure flows through the secondary fuel filter
to the cylinder head. The fuel flows to the
injectors in the cylinder head through intergal
passages. Surplus fuel exits at the rear of the
head just above the inlet, thorough a restrictive
return fitting which maintains fuel pressure in the
system, then returns through the cooler back to
the fuel tank.
Fuel tank capacity is 400 liters.

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Fuel system
Fuel filters
Fuel filters are essential in protecting fuel system components from contaminants that may be in the fuel. These
contaminants can block fuel injectors causing engine malfunction and deterioration. Dirt, rust, scale and water are
themajor impurities present in fuel. These impurities can originate from dirty and rusty storage tanks and, as the
vehicle ages, from corrosion within the fuel system components.

Fuel primary and secondary filter

Fuel primary and secondary filter remove fine particles from the fuel before it passes through the fuel injection
system.

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Fuel system
Fuel lines
Flexible hoses carry the fuel from the tank to the engine.When servicing or replacing the hoses, copper or
aluminum must never be used. When replacing flexible rubber hoses, proper hose must be used. Ordinary rubber
such as used in vacuum or water hose will soften and deteriorate. Be careful to route all hoses away from the
exhaust system.
All hoses in and out of machinery should be replaced during major overhaul and/or after a maximum of five years
of service. Note! Use only genuine parts.

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Fuel system
Fuel gauge
The fuel level is measured with an analog sensor that is connected to the Middle module. The fuel gauge is in the
main window on the right--hand side of the tachometer. The vertically aligned bars become darker according to
the fuel level (all bars dark = the tank is full). The symbol of the gauge flashes if the fuel level is low.

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Air cleaner system

System description
The outside air drawn into the engine passes
through the air filter and is pulled into the
turbocharger and compressed. It then moves to the
air-to-air charge cooler (heat exchanger) and is
cooled. Next it flows to the intake manifold and into
the cylinders, where it mixes with atomized fuel from
the injectors.
For optimum protection of the engine from dust and
other airborne contaminants, service
the dry type air cleaners used when the maximum
allowable air restriction has been reached, or every
250 hours, whichever occurs first.

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Air filter

Air entering a two-stage air cleaner is first precleaned before reaching the main element. The air is cleaned by
centrifugal flow around the filter before the air reaches the main element.
Main element
Main element is the filter element in the air cleaner that removes around 99,9% of the air’s dust. The air flow
through the main element first.
Safety element
Is the element that protects the engine during servicing of the main element and in a case of the leak in the main
element.
Dust discharge valve
The dust cup, where pre-cleaned dust is collected, is normally under a slight vacuum when the engine is
running. The normal engine pulsing of the vacuum causes the valve to open and close. This action automatically
expels any collected dust and water. The discharge valve also unloads when the engine is stopped.
Electrical restriction indicator
Electrical restriction indicator (S331) indicates the blockage of the air filter element. The control system gives an
alarm message if the air filter gets blocked. For further information see chapter General hydraulics section Filter
diagnostics.
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Exhaust system

System description
Hot exhaust gas flowing from the exhaust manifold is used to drive the turbocharger. From turbocharger the
exhaust fumes flow through the exhaust piping to the silencer which contains a catalytic converter. Continuous
particle burning and spark reduction take place in the catalytic converter. The purified exhaust fumes exit through
the exhaust piping.

Catalytic converter
The catalytic converter frame is made from heat resisting steel. inside the catalytic converter there is a monolithic
structure coated with a catalyzing material. Circulation of the exhaust gas ensures an adquate temperature even
during long idling periods. The structure is designed so that the back pressure does not become detrimentally high.

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Cooling of the engine
System description
The engine is cooled by one cooler (A311). Pump P301 (block2) produces hydraulic pressure needed to rotate
cooler fan. Pump P301 is controlled according to the engine coolant temperature. Engine control module (ECM)
controls the proportional valve which is use to adjust the blower pump. Less the ECM feeds current to the
proportional valve, the faster the cooler fan rotate.

Only carry out work on the cooling system at coolant temperatures below 50 °C. Wear
suitable protective gloves, protective clothing and safety goggles when handling coolant.

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Functional descriptions of the components

Blower pump P301 (1.)

The Block 2 capacity is used to rotate hydraulic motor in cooler A311. The cooler fans attached to the hydraulic
motor cool the engine. Further information about the pump is presented in chapter General Hydraulics.
Pump controller Y389 (2.)
Valve is used for adjusting the blower speed.
Pressure relief valve V323
The normal maximum pressure in cooler motor circuit is 240 bar and controlled by Y389. Incase of malfunction
the pressure relief valve V323 limits the hydraulicpressure entering the hydraulic motors to a maximum of 350
bar.

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Pumps

There are 4 pumps in the hydraulic circuit.

One double piston pump and two piston
pumps produce the hydraulic flow needed
for all hydraulic accessories.

Piston type double pump P301

The capacity of the block 1 is used for
steering and pilot control and block 2 is
used for engine cooler.
Piston type pump P302
The capacity of the pump is used in brake
hydraulics.
Piston type pump P303
The capacity of the pump is used in boom /
bucket system.
Transmission pump
The capacity of the pump is used in
transmission and converter.

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Engine cooler A311

Radiator
The air flow created by the blower attached to the hydraulic motor cools the engine coolant.

Charge air cooler

The air flow created by the blower attached to the hydraulic engine cools the charge air flowing in the engine.

Fuel cooler
The air flow created by the blower attached to the hydraulic engine cools the fuel.

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Diagnostics

The sensor data on engine control is shown on gauge window 2:

• Engine oil pressure
• Engine coolant temperature
• Engine oil temperature
• Engine hours

Active alarms and warnings are shown with the following symbols on the gauge window (the symbols appear on the
left hand side of the symbol for the sensor that the alarm or warning applies to):

The top of the gauge window also shows the bucket counter reading, the distance the machine has travelled, and
the clock.
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Checking of the blower pump pressures Powerpack 23

Only perform maintenance work when the machine is parked. Use the appropriate tools
for the task. Replace or repair faulty tools and equipment. When performing maintenance
and repair work, make sure there are no unauthorised persons in the working area.
1. Ensure that the machine is on an even surface, the parking brake is applied and movement is
prevented by, for example, wheel chocks.
2. Install the frame locking pin.

Maximum pressure

3. Connect a 400 bar pressure gauge to the blower pump test point.

4. Disconnect the electric connector Y389 from the blower pump controller.
5. Start the engine and operate it at full rpm. Record the gauge reading.
6. The pressure should be 240 bar. (24,0 Mpa).

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Checking of the blower pump pressures

7. If the readings do not match the specification:

• Shut down the engine and adjust the maximum pressure by
turning the adjustment screw (D).
8. Check the blower pump stand-by pressure.

Never adjust pump pressures when engine is running. The rotating

cardan shaft can cause serious injury.
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Checking of the blower pump pressures

Stand-by pressure

9. Connect a 400 bar pressure gauge to the blower pump

test point.

10. Connect the electric connector Y357 of bucket pump

controller (A) to blower pump controller (B).
11. Start the engine and operate it at 1200 rpm. Record the
gauge reading.
12. The pressure should be 25 bar (2,5 Mpa).

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Checking of the blower pump pressures

13. If the readings do not match the specification:

• Shut down the engine and adjust the stand--by pressure by
turning the adjustment screw (C).

14. Check the blower pump maximum pressure.

If necessary repeat the sections above until stand-by
and maximum-pressure are correct.
When pressures are correct:
• Reconnect the electric connectors of the bucket
pump controller (A, connector Y357) and the blower
pump controller (B, connector Y389).

Never adjust pump pressures when engine is running. The rotating

cardan shaft can cause serious injury.
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