Engine Application Safety Guidelines

ENGINE APPLICATION GUIDELINES
DSEG01
TABLE OF CONTENTS
Engine Application Guidelines
Section
Title
DSC
Part No.*
Date
Line
Tab
Table of Contents.........................................................................................DSEG0101 ........... 07/97 ................ 1

Safety ..........................................................................................................DSEG0110 ........... 01/96 ................ 2
Engine Fundamentals..................................................................................DSEG0120 ........... 07/97 ................ 3
Generator-Drive Engines.............................................................................DSEG0121 ........... 09/96 ................ 4
Engine Selection..........................................................................................DSEG0130 ........... 07/97 ................ 5
Mounting of Engine......................................................................................DSEG0140 ........... 07/97 ................ 6
Engine Noise ...............................................................................................DSEG0150 ........... 07/97 ................ 7
Tachometer Drives.......................................................................................DSEG0160 ........... 07/97 ................ 8
Cooling System ...........................................................................................DSEG0170 ........... 07/97 ................ 9
Marine Cooling System ...............................................................................DSEG0171 ........... 01/96 ............... 10
Engine Coolant ............................................................................................DSEG0172 ........... 09/96 ................11
Air Intake System ........................................................................................DSEG0180 ........... 09/96 ............... 12
Charge Air Cooling ......................................................................................DSEG0190 ........... 06/96 ............... 13
Exhaust System..........................................................................................DSEG01100 .......... 09/96 ............... 14
Fuel System................................................................................................ DSEG01110 .......... 01/96 ............... 15
Alternative Fuels......................................................................................... DSEG01111........... 07/97 ............... 16
Natural Gas System ................................................................................... DSEG01113 .......... 07/97 ............... 17
Electrical System ........................................................................................DSEG01120 .......... 09/96 ............... 18
Electronic Engine Controls - BOSCH ........................................................DSEG01122 .......... 07/97 ............... 19
Electronic Engine Controls - LUCAS .........................................................DSEG01123 .......... 07/97 ............... 20
Electronic Engine Controls - DEERE.........................................................DSEG01124 .......... 08/97 ............... 21
Lubrication System .....................................................................................DSEG01130 .......... 07/97 ............... 22
Transmission of Power ...............................................................................DSEG01140 .......... 07/97 ............... 23
Mass Elastic Data.......................................................................................DSEG01141 .......... 07/97 ............... 24
Gear-Driven Auxiliary Drive (Air Compressors) ..........................................DSEG01142 .......... 09/96 ............... 25
Industrial Engine Application Review..........................................................DSEG01150 .......... 05/96 ............... 26
Marine Engine Application Review .............................................................DSEG01151 .......... 05/96 ............... 27
Engine Application Review Test Kit ............................................................DSEG01152 .......... 05/96 ............... 28
Engine Handling and Start-up ....................................................................DSEG01160 .......... 07/97 ............... 29
DPSG Publication Report Card .............................................................. DSEGPUBCARD ...... 02/95
* Package contains Tab Sheet, Section Contents Page(s) and one set of related material.
DSEG0101
September 1997
SECTION CONTENTS
Safety
Contents/Notes
Page
Purpose ..................................................................................................................................................................1
Safety
Recognize Safety Information ..........................................................................................................................2
Understand Signal Words ................................................................................................................................2
Follow Safety Instructions ................................................................................................................................2
Wear Protective Clothing .................................................................................................................................3
Prepare For Emergencies ................................................................................................................................3
Handle Fuels Safely - Avoid Fires ....................................................................................................................3
Handle Fluids Safely - Avoid Fires ...................................................................................................................4
Handle Starting Fluid Safely.............................................................................................................................4
Prevent Machine Runaway ..............................................................................................................................4
Stay Clear Of Rotating Drivelines ....................................................................................................................5
Install Fan Guards............................................................................................................................................5
Avoid Hot Parts ................................................................................................................................................5
Practice Safe Maintenance ..............................................................................................................................6
Avoid High-Pressure Fluids..............................................................................................................................6
Service Machines Safely..................................................................................................................................7
Work In Ventilated Area....................................................................................................................................7
Illuminate Work Area Safely .............................................................................................................................7
Use Tools Properly ...........................................................................................................................................8
Use Proper Lifting Equipment ..........................................................................................................................8
Service Cooling Systems Safely ......................................................................................................................8
Prevent Battery Explosions ..............................................................................................................................9
Prevent Acid Burns...........................................................................................................................................9
Dispose Of Waste Properly............................................................................................................................10
Handle Chemicals Safely ...............................................................................................................................10
Live With Safety .............................................................................................................................................11
DSEG0110
Engine Application Manual
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January 1996
402
SAFETY
Purpose
John Deere believes that the safety of machine operators, service people and bystanders is of highest importance.
We follow this principle when we design our products. John Deere Engine Distributors and Original Equipment
Manufacturers (OEMs) who use our engines in their products are responsible for verifying that their installation
adequately provides for the safety of the operator, service people and bystanders.
The following safety practices are intended to help minimize accidents involving operators, service people and
bystanders.
10-1
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January 1996
M k
402
RECOGNIZE SAFETY INFORMATION

This is the safety-alert symbol. When you see this
symbol on your machine or in this manual, be alert to
the potential for personal injury.
Follow recommended precautions and safe operating
practices.
UNDERSTAND SIGNAL WORDS

A signal word --DANGER, WARNING, or CAUTION--is
used with the safety-alert symbol. DANGER identifies
the most serious hazards.
DANGER or WARNING safety signs are located near
specific hazards. General precautions are listed on
CAUTION safety signs.
FOLLOW SAFETY INSTRUCTIONS

Carefully read all safety messages in this manual and
on your machine safety signs. Keep safety signs in
good condition. Replace missing or damaged safety
signs.
Learn how to operate the machine and how to use
controls properly. Do not let anyone operate without
instruction.
Keep your machine in proper working condition.
Unauthorized modifications to the machine may impair
the function and/or safety and affect machine life.
January 1996
10-2
WEAR PROTECTIVE CLOTHING

Wear close fitting clothing and safety equipment
appropriate to the job.
Prolonged exposure to loud
impairment or loss of hearing.
noise
can
cause
Wear a suitable hearing protective device such as

earmuffs or earplugs to protect against objectionable or
uncomfortable loud noises.
Operating equipment safely requires the full attention of
the operator. Do not wear radio or music headphones
while operating machine.
PREPARE FOR EMERGENCIES

Be prepared if a fire starts.
Keep a first aid kit and fire extinguisher handy.
Keep emergency numbers for doctors, ambulance
service, hospital, and fire department near your
telephone.
HANDLE FUEL SAFELY--AVOID FIRES

Handle fuel with care: it is highly flammable. Do not
refuel a machine while smoking or when near open
flame or sparks.
Always stop the engine before refueling a machine. Fill
fuel tank outdoors.
Prevent fires by keeping machine clean of accumulated
trash, grease, and debris. Always clean up spilled fuel.
10-3
January 1996
HANDLE FLUIDS SAFELY--AVOID FIRES

Store flammable fluids away from fire hazards. Do not
incinerate or puncture pressurized containers.
Do not store oily rags; they can ignite and burn
spontaneously.
HANDLE STARTING FLUID SAFELY

Starting fluid is highly flammable.
Keep all sparks and flame away when using it. Keep
starting fluid away from batteries and cables.
To prevent accidental discharge when storing the
pressurized can, keep the cap on the container, and
store in a cool, protected location.
Do not incinerate or puncture a starting fluid container.
PREVENT MACHINE RUNAWAY

Avoid possible injury or death from machinery runaway.
Do not start an engine by shorting across starter
terminals. Machine will start in gear if normal circuitry is
bypassed.
NEVER start an engine in a mobile machine while
standing on the ground. Start an engine only from the
operators seat, with transmission in neutral or park.
January 1996
10-4
STAY CLEAR OF ROTATING DRIVELINES

Entanglement in rotating driveline can cause serious
injury or death.
Shields must be installed over drive shaft between the
clutch housing and engine-driven equipment and kept in
place at all times during engine operation.
Wear close fitting clothing. Stop the engine and be sure
driveline is stopped before making adjustments,
connections, or cleaning of PTO-driven equipment.
INSTALL FAN GUARDS

Rotating cooling system fans can cause serious injury.
Keep fan guards in place at all times during engine
operation. Wear close fitting clothing. Stop the engine
and be sure fan is stopped before making adjustments,
connections, or cleaning near the front of the engine.
OEMs and Distributors incorporating John Deere
engines in their product(s) are responsible for providing
engine cooling fan guards and other shields (accessory
component pulleys and drivelines driven from the front
or rear of the engine) as needed to protect the personal
safety of operators and others involved in the operation
or maintenance of the product. Fan guards designed to
fit John Deere cooling system accessory components
are available from John Deere.
Drawings and
specifications for these guards are available upon
request.
AVOID HOT PARTS

Avoid skin contact with exhaust manifolds,
turbochargers and mufflers. Keep flammable materials
clear of the turbocharger.
External dry exhaust parts become very hot during
operation. Turbochargers may reach temperatures as
high as 932F (500C) under full load and naturally
aspirated exhaust manifolds may reach 1112F (600C)
under full load. This may ignite paper, cloth or wooden
materials. Parts on engines that have been at full load
and reduced to no load idle will maintain approximately
302F (150C).
10 - 5
September 1996
302F (150C).
PRACTICE SAFE MAINTENANCE

Understand service procedure before doing work. Read
appropriate Component Technical Manuals and
Operator's Manuals first. Keep area clean and dry.
Never lubricate or service machine while it is moving.
Keep hands, feet, and clothing from power-driven parts.
Disengage all power and operate controls to relieve
pressure. Lower equipment to the ground. Stop the
engine. Remove the key. Allow machine to cool.
Securely support any machine elements that must be
raised for service work.
Keep all parts in good condition and properly installed.
Fix damage immediately. Replace worn or broken parts.
Remove any buildup of grease, oil, or debris.
Disconnect battery cables before making adjustments
on electrical systems, welding on machine or working
on any engine component.
AVOID HIGH-PRESSURE FLUIDS

Escaping fluid under pressure can penetrate the skin
causing serious injury.
Avoid the hazard by relieving pressure before
disconnecting hydraulic or other pressurized lines.
Tighten all connections before applying pressure.
Search for leaks with a piece of cardboard. Protect
hands and body from high pressure fluids.
If an accident occurs, see a doctor immediately. ANY
fluid injected into the skin must be surgically removed
within a few hours or gangrene may result.
Doctors unfamiliar with this type of injury should
reference a knowledgeable medical source. Such
information is available from Deere & Company Medical
Department in Moline, Illinois, U.S.A.
January 1996
10-6
SERVICE MACHINES SAFELY

Tie long hair behind your head. Do not wear a necktie,
scarf, loose clothing, or necklace when you work near
machine tools or moving parts. If these items were to
get caught, severe injury could result.
Remove rings and other jewelry to prevent electrical
shorts and entanglement in moving parts.
WORK IN VENTILATED AREA

Engine exhaust fumes can cause sickness or death. If it
is necessary to run an engine in an enclosed area,
remove the exhaust fumes from the area with an
exhaust pipe extension.
If you do not have an exhaust pipe extension, open the
doors and get outside air into the area.
ILLUMINATE WORK AREA SAFELY

Illuminate your work area adequately and safely. Use a
portable safety light for working inside or under the
machine. Make sure the bulb is enclosed by a wire
cage. The hot filament of an accidentally broken bulb
can ignite spilled fuel or oil.
10-7
January 1996
USE TOOLS PROPERLY

Use tools appropriate to the work. Makeshift tools and
procedures can create safety hazards.
Use power tools only to loosen threaded parts and
fasteners.
For loosening and tightening hardware, use the correct
size tools. DO NOT use U.S. measurement tools on
metric fasteners. Avoid bodily injury caused by slipping
wrenches.
Use only service
specifications.
parts
meeting
manufacturers'
USE PROPER LIFTING EQUIPMENT

Lifting heavy components incorrectly can cause severe
injury or machine damage.
Follow recommended procedure for removal and
installation of components. See Technical Manual.
SERVICE COOLING SYSTEM SAFELY

Explosive release of fluids from pressurized cooling
system can cause serious burns.
Shut off engine. Only remove filler cap when cool
enough to touch with bare hands. Slowly loosen cap to
first stop to relieve pressure before removing
completely.
January 1996
10-8
PREVENT BATTERY EXPLOSIONS

Keep sparks, lighted matches, and open flame away
from the top of battery. Battery gas can explode.
Never check battery charge by placing a metal object
across the posts. Use a voltmeter or hydrometer.
Do not charge a frozen battery; it may explode. Warm
battery to 16C (60F).
PREVENT ACID BURNS

Sulfuric acid in battery electrolyte is poisonous. It is
strong enough to burn skin, eat holes in clothing, and
cause blindness if splashed into eyes.
Avoid the hazard by:
1. Filling batteries in a well-ventilated area.
2. Wearing eye protection and rubber gloves.
3. Avoiding breathing fumes when electrolyte is
added.
4. Avoiding spilling or dripping electrolyte.
5. Use proper jump- start procedure.
If you spill acid on yourself:
1. Flush your skin with water.
2. Apply baking soda or lime to help neutralize the
acid.
3. Flush your eyes with water for 10-15 minutes. Get
medical attention immediately.
If acid is swallowed:
1. Drink large amounts of water or milk.
2. Then drink milk of magnesia, beaten eggs, or
vegetable oil.
10-9
January 1996
3. Get medical attention immediately.
DISPOSE OF WASTE PROPERLY

Improperly disposing of waste can threaten the
environment and ecology. Potentially harmful waste
used within John Deere components includes such
items as oil, fuel, coolant, brake fluid, filters, and
batteries.
Use leakproof containers when draining fluids. Do not
use food or beverage containers that may mislead
someone into drinking from them.
Do not pour waste onto the ground, down a drain, or into
any water source.
Air conditioning refrigerants escaping into the air can
damage the Earths atmosphere. Government
regulations may require a certified air conditioning
service center to recover and recycle used air
conditioning refrigerants.
Inquire on the proper way to recycle or dispose of waste
from your local environmental or recycling center, or
from your dealer.
HANDLE CHEMICALS SAFELY

Direct exposure to hazardous chemicals can cause
serious injury. Potentially hazardous chemicals used
with John Deere components include such items as
lubricants, coolants, paints, and adhesives.
A Material Safety Data Sheet (MSDS) provides specific
details on chemical products: physical and health
hazards, safety procedures, and emergency response
techniques.
Check the MSDS before you start any job using a
hazardous chemical. That way you will know exactly
what the risks are and how to do the job safely. Then
follow procedures and recommended equipment.
(Contact your John Deere Engine Distributor or Deere
Power Systems Group for MSDS's on the chemical
products used with John Deere equipment.)
January 1996
10-10
LIVE WITH SAFETY

Before returning machine to customer, make sure
machine is functioning properly, especially the safety
systems. Install all guards and shields.
10-11
January 1996
SECTION CONTENTS
Engine Fundamentals
Contents/Notes
Page
Diesel Engine Operation...................................................................................................................................... 1

Engine Terminology and Formulas ...................................................................................................................... 3
Abbreviations and Definitions .............................................................................................................................. 5
English / Metric Conversions ............................................................................................................................... 6
Glossary of Terms................................................................................................................................................ 7
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DSEG0120
July 1997
ENGINE FUNDAMENTALS
The main purpose of this section is to acquaint those
who are not familiar with the diesel engine operating
principles, terminology and formulas. It will also be an
excellent reference for the experienced person that
wants a refresher on engine basics.
These pressures are those developed within the cylinder. Pressures increase from the beginning of the compression stroke, become maximum at peak firing
pressure, and decrease as the power stroke progresses
unti the exhaust valve opens.
DIESEL ENGINE OPERATION
Indicated Mean Effective Pressure (IMEP)
In diesel engines there is no premixing of air and fuel

outside the cylinder.
Only air is fed into the combustion chamber through the
intake manifold. Reducing the volume during the compression stroke raises the air temperature and the pressure.
Fuel injected directly into the combustion chamber will
then ignite due to the high temperatures of compression. Ignition further raises the temperature and the
gases expand to force the piston down on the power
stroke.
A typical diesel engine pressure trace which shows the
pressure within the cylinder during the compression
stroke and the point where ignition occurs may be found
in Figure 20-1.
Indicated Mean Effective Pressure (IMEP) is the average pressure in the cylinder. This is measured by an instrument which records a tracing on a calibrated chart
(Figure 20-1). From this tracing, the actual horsepower
developed within the cylinder can be calculated.
Calculating the indicated mean effective pressure from
the tracing is a complicated process requiring instruments not commonly available outside of engineering
establishments. For those interested in more detail, refer to engineering publications on the subject.
IMEP is used to calculate the horsepower the engine
develops without taking into consideration the losses
due to friction and other losses (heat, volumetric efficiency, etc.). Obviously this calculated horsepower is
much higher than the usable horsepower obtained from
the engine.
Brake Mean Effective Pressure (BMEP)
Brake Mean Effective Pressure (BMEP) is calculated
from the actual horsepower developed by the engine as
measured by a dynamometer. BMEP is a theoretical
mean or average effective pressure during each power
stroke of the engine which would produce a power
equal to the actual horsepower.
Pressure Within Cylinder
The BMEP may be calculated if the actual horsepower

or torque is known. The variables and equations to calculate BMEP are:
B
Top
Dead
Center
Variables:
Displacement
L (liters), or in3 (cubic inches)
Power
BHP (Brake Horsepower), or

BkW (Brake Kilowatts)
Torque
lb-ft (Pound-Feet), or
Nm (Newton meters)
Engine Speed
rpm (Revolutions per minute)
E
A
Time of Engine Stroke
Figure 20-1, Cylinder Pressure

A)
B)
C)
D)
BC)
DE)
Beginning of compression stroke

Start of injection
Start of ignition
Peak firing pressure
Ignition delay*
Power stroke
* Ignition delay is the period of time from the beginning of injection

until the actual burning starts.
20 - 1
July 1997
ENGINE FUNDAMENTALS
BMEP equation for 2-cycle engines:
BMEP (psi) = 396,000 x BHP rpm x in3
(1)
=75.4 x lb-ft in3

or,
(16)
BMEP (kPa) = 60,000 x BkW rpm x L

= 6.284 x Nm L
BMEP equation for 4-cycle engines:

BMEP (psi) = 792,000 x BHP rpm x in3
=150.8 x lb-ft in3
Fig. 20-2, Compression Ratio (16-to-1)
or,
The higher compression ratio of the diesel raises the

temperature of the air high enough to ignite the fuel
without a spark.
BMEP (kPa)= 120,000 x BkW rpm x L

= 12.567 x Nm L
This gives the diesel more efficiency because the higher

compression results in greater expansion of gases in
the cylinder following combustion.
BMEP can be very helpful when comparing engines of

different sizes. For instance, 80 BMEP (90 psi/620kPa)
(4 cycle) is somethimes used to specify a continuous
load rating for a naturally aspirated engine. From the
operating speed and displacement of the engine it is
then possible to determine what horsepower output
may be attained without exceeding this value.
Compression Ratios
Compression ratio compares the volume of air in the
cylinder before compression with the volume after compression. (See Figure 20-2) A 16-to-1 or 17-to-1 compression ratio (16:1 or 17:1) is typical for diesel engines,
while an 8-to-1 ratio is common for gasoline engines.
Compression Ratio vs. Pressure

The compression ratio of an engine is fixed by the design engineer. This determines the combustion pressures which result under normal operation of the
engine. Tampering with the fuel rate or combustion rate
can change the cylinder pressure and may damage the
engine.
Thermal Efficiency
The ratio of the work done by the gases in a cylinder
(indicated work) to the heat energy (thermal energy) of
the fuel is called thermal efficiency. Thermal efficiency
is a laboratory value. Since it does not take into account
all of the engine losses we use Brake Thermal
Efficiency (BTE).
BTE(%) =
2545 x 100
lbs fuel per BHP-Hr x BTU per lb fuel
BTE(%) =
3600 x 100
g fuel per kW-Hr x MJ per kg fuel
Thus, the brake thermal efficiency tells us how effectively an engine converts heat energy into usable power.
Brake thermal efficiency takes into account all engine
July 1997
20 - 2
ENGINE FUNDAMENTALS
losses and is sometimes called overall efficiency.
Then,
DISP (in.3) = 0.7854 x D2 x S x N
When diesel fuel burns and produces heat at the rate of

2545 BTU per hour, the fuel is expending energy in the
engine at the rate of one horsepower per hour.
(3.6 MJ/hr = 1 kW-hr)
DISP (L) = 0.7854 x D2 x S x N x 10-6
Volumetric Efficiency
D
S
N
L
Volumetric efficiency is calculated by dividing the actual

amount of engine air taken in by the piston displacement and multiplying by 100.
Volumetric efficiency is one of the main factors governing the maximum torque output of an engine. The rpm
at which an engine breathes the best will often determine the point of maximum torque.
= Cylinder diameter (in. or mm)

= Length of stroke (in. or mm)
= Number of cylinders
=1 x 106 mm3
Piston Speed
Piston speed is the distance that a piston travels up and
down a cylinder in one minute. It is usually expressed
in feet per minute (meters per second).
The intake manifold, air intake hoses and air cleaner

can restrict the amount of air that can actually get into
the cylinder, lowering the volumetric efficiency if they
are sized too small.
Piston Speed (fpm) = Stroke (in.) x 2 x RPM

12
Piston Speed (m/s) = Stroke (mm) x 2 x RPM
1000
ENGINE TERMINOLOGY AND FORMULAS
Torque
Before making a basic analysis for a power selection, it
will be helpful to be familiar with the terms and formulas
used in the engine industry.
Displacement
The displacement of an engine is the volume swept by
the number of cylinders.
DISP. =
Cylinder area x Length of stroke x No. of cylinders
Cylinder area =
3.1416 x (Cyl. dia. in.)2 =
4
0.7854 x D2
Torque of an engine is the turning or twisting effort available at the flywheel. Torque is important when considering the strength of power transmission equipment for
an engine installation.
Torque is often expressed in pound-feet (lb-ft), or Newton meters (Nm). The torque wrench illustrated in Figure 20-3 shows the mathematical relationship between
the lever arm and the force when calculating torque. An
engine crankshaft reacts to the pushing force of the piston and connecting rod in the same manner.
20 - 3
July 1997
ENGINE FUNDAMENTALS
Torque (T)
1 kW = 1000 W
1 kW = 1000 Nm/second (J/second)
1 kW = 60,000 Nm/minute (J/minute)
Force (F)
Indicated Horsepower
Indicated horsepower (IHP) is measured in the combustion chamber of a cylinder by special instruments. The
instrument measures the actual gas pressure developed. Using this measurement, an engineer can calculate the amount of energy that is released in the
cylinder.
Lever Length
(L)
Indicated horsepower neglects friction and engine accessories and is therefore a theoretical horsepower value.
TORQUE (T) = L x F
Brake Horsepower (BHP)
Fig. 20-3, Torque
Torque is part of the basis upon which the brake horsepower of an engine can be calculated. If engine torque
at a specific RPM is known, then Brake horsepower
(BHP or kW) may be calculated as follows:
Brake horsepower (BHP) is the power measured at the

flywheel. It also may be referred to as flywheel horsepower.
Brake horsepower is the rate of producing torque and
may be expressed as:
BHP = Torque (lb-ft) x RPM x 2 x 3.1416
33,000
BHP = T(lb-ft) x RPM

5252
= Torque (lb-ft) x RPM

5252
kW = T(Nm) x RPM
9549
Since engine torque usually increases as the RPM is reduced from the rated speed there is a tendancy for the
engine to hang on when it is overloaded. The ability to
do this is often referred to as the lugging qualities of an
engine.
or,
kW = Torque (Nm) x RPM x 2 x 3.1416
60,000
= Torque (Nm) x RPM
9549
Power
Observed Horesepower
Power is expressed in horsepower (hp), or kilowatts
(kW). One horsepower is the force required to lift
33,000 pounds one vertical foot in one minute, or to lift
550 pounds one vertical foot in one second.
1 HP = 33,000 ft lb per minute, and
1 HP = 550 ft lb per second
One kilowatt is the force required to lift 1000 N one vertical meter in one second.
1W
July 1997
= 1 Nm/s = 1 J/s
Observed horsepower is the horsepower measured under the temperatures and atmospheric conditions which
existed during a dynamometer test. The observed
horsepower is power that the user sees but it is not consistent since it will increase or decrease due to variations in air temperature, humidity and pressure.
Rated Horsepower
Rated horsepower is a value used by engine manufacturers to indicate the flywheel horsepower an engine will
produce under a set of standard atmospheric condi-
20 - 4
ENGINE FUNDAMENTALS
tions. For detailed information regarding application ratings/definitions and emission certifications, refer to
engine application manual, POWERTECH Engine Performance Curves (DSEG13), Introduction Section
(DSEG1302).
ABBREVIATIONS AND DEFINITIONS

The following table (Fig. 20-4) shows common
measurement units, abbreviations, and where not
obvious, definitions.
Abbv.
Unit
Btu
British thermal unit
cm
centimeter
cfm
ft3/min
degrees Celsius
Definition
degrees Fahrenheit
oK
degrees Kelvin
ft
foot / feet
gal
gallon
gpm
gallons/min.
gram
hp
horsepower
hr
hour
in.
inch
Joule
kg
kilogram
kJ
kilojoule
km
kilometer
kPa
kilopascal
kW
kilowatt
liter
Hg
Mercury
meter
ml
milliliter
mm
millimeter
min
minute
Newton
psi
lb/in2
lb
pound force
qt
quart
second
H2O
water
Watt
550 ft-lb/s
1 Nm
1000 cm3
1 cm3
1 kgm/s2
1 J/s=1 Nm/s
Fig. 20-4, Abbreviations and Definitions
20 - 5
July 1997
ENGINE FUNDAMENTALS
English / Metric Conversions
ENGLISH / METRIC CONVERSIONS

The following table (Fig. 20-5) shows some frequently used English / Metric conversions.
Unit
Multiplied By Equals
Unit
Area --
Multiplied By Equals
Power --
in2
6.4516
cm2
Btu/min
12.96
ft-lb/s
0.0929
m2
Btu/min
17.57
Btu
1054.8
Btu
778.3
ft-lb
hp-hr
2547
Btu
kW-hr
3416
Btu
hp (metric)
ft
Energy --
Flow -gpm
ft-lb/s
1.356
hp
0.7457
kW
hp
44.24
Btu/min
hp (metric)
0.7355
kW
542.5
ft-lb/s
Pressure -3.785
L/min
Force --
atmosphere
1.013
bar
atmosphere
29.92
in. Hg
14.7
psi
lb (force)
4.448
atmosphere
kg (force)
9.807
in. Hg (Mercury)
13.596
in. H2O
in. Hg
3.386
kPa
in.
25.4
mm
in. H2O
0.249
kPa
ft
0.30448
psi
27.7
in. H2O
yd
0.9144
psi
2.037
in. Hg
mile
1609.344
psi
6.895
kPa
mile
5280
ft
bar
100
kPa
6076.115
ft
Temperature --
Length --
mile (nautical)
oC = (oF-32)/1.8, or oC = oK-273.15
o
o
o
o
Mass / Weight -lb
0.45359
kg
lb (mass)
453.59
oK=(oF+459.67)/1.8
ton (long)
2240
lb
Torque --
ton (metric)
2205
lb
lb-ft
1.356
Nm
0.1130
Nm
F = ( Cx1.8)+32, or K = C+273.15
ton (metric)
1000
kg
lb-in
ton (short)
2000
lb
Volume --
Miscellaneous -gal H2O
8.3453
lb H2O
in3
gal
231
gal
3.785
16.387
cm3
ounce (fluid)
29.57
ml
quart
0.946
in
Fig. 20-5, English / Metric Conversions
July 1997
20 - 6
ENGINE FUNDAMENTALS
Glossary of Terms
The following
engine
fortwo
general
use
in the discussion
faces of
new or
reconditioned
parts of
to engine
achieveinstala deADDITIVE
- Adefinitions
substanceofadded
torelated
a fluid terminology
to give it cer-are offered
lations.
Some ofFor
these
definitions
do not meet
thetoprecise
sirable fit. definitions, however, they do agree with the
tain
properties.
example,
a material
added
en- engineering
everyday
in most
gine
oil tolanguage
lessen itsused
tendancy
to engine
congealapplications.
or thicken at
CARBON MONOXIDE - Gas formed by incomplete
low temperatures.
combustion. Colorless, odorless, and very poisonous.
AFTERCOOLER - A charge air cooler located after the
CETANE - Measure of ignition quality of diesel fuel;
compressor. (See INTERCOOLER.)
Pressure and temperature at which the fuel will burn.
AIR CLEANER - A device to remove dust from the air
CHARGE AIR COOLER - A heat exchanger used to
admitted to an engine.
cool the charge air of an internal combustion engine after it has been compressed by an exhaust gas-driven
AIR INTAKE RESTRICTION - A measurement which
turbocharger, an engine-driven turbocharger, or a mecompares the pressure in the air intake system to the atchanically or electrically driven blower. The use of a
mospheric pressure which is present at the air cleaner
charge air cooler allows increased engine horsepower
inlet. On naturally aspirated engines, the restriction is
output, and may reduce emission levels and improve
measured in the intake manifold. For turbocharged enfuel economy through a more complete combustion due
gines, the restriction is measured between the air cleanto the increased air density available. Typical cooling
er and the turbo inlet. In both cases, the readings are
media include the engines coolant, ambient air, or an
usually taken with the engine operating at full load. The
external water or coolant source.
readings are expressed as inches of water (or kPa).
AIR-TO-AIR COOLER - A charge air cooler that uses
ambient air as the cooling medium.
CHARGE AIR HEAT EXCHANGER - See Charge Air

Cooler.
AIR-TO-COOLANT COOLER - A charge air cooler that

uses the engine coolant or other external liquid coolant
as the cooling medium.
COMBUSTION - The process of burning.
ANTIFREEZE - A material, such as ethylene glycol,

added to water to lower its freezing point.
A. P. I. - American Petroleum Institute, a source of standards on petroleum products and for much of the equipment used by the petroleum industry.
ASME - American Society of Mechanical Engineers.
ATMOSPHERIC PRESSURE - The weight of the air at
sea level; About 14.7 pounds per square inch (1.0 bar);
Less at higher altitudes.
BACK PRESSURE - A resistance to free flow, such as
a restriction in the exhaust system.
B. H. P. - Brake Horsepower, a term denoting the horsepower developed by an engine at its flywheel as measured by a brake or dynamometer test.
BLOWER FAN - An engine cooling fan used in combination with a radiator which directs the air to enter from
the engine side and leave through the radiator. This is
also termed a pusher fan.
BOOST PRESSURE - The pressure of the charge air as
it leaves the turbocharger, supercharger, or other compressor.
BREAK IN - The process of initial wear between the sur-
COMBUSTION CHAMBER - The volume of the cylinder

above the piston with the piston on top center.
COMPRESSION - The reduction in volume or the
squeezing of a gas. As applied to metal, such as a coil
spring, compression is the opposite of tension.
COMPRESSION RATIO - The volume of the combustion chamber at the end of the compression stroke as
compared to the volume of the cylinder and chamber
with the piston on bottom center. Example, 17.6:1.
CRANKCASE DILUTION - When unburned fuel finds its
way past the piston rings into the crankcase oil, where
it dilutes or thins the engine oil.
CRANKSHAFT - The main drive shaft of an engine
which takes reciprocating motion and converts it to rotary motion.
CRANKSHAFT COUNTERBALANCE - A series of
weights forged integrally or bolted to the crankshaft to
offset the reciprocating weight of each piston and rod.
CU. IN. - Cubic inch.
DEAD CENTER - The extreme top or bottom position of
the crankshaft throw at which the piston is not moving
in either direction.
DENSITY - Compactness; Relative mass of matter in a
given volume.
20 - 7
July 1997
ENGINE FUNDAMENTALS
Glossary of Terms
DERATING - The practice of subtracting a definite percent of power from the potential engine output to compensate for factors such as altitude or inlet air
temperature.
DETERGENT - A compound of a soap-like nature used
in engine oil to remove engine deposits and hold them
in suspension in the oil.
DIAGNOSIS - In engine service, the use of instruments
to trouble shoot the engine parts to locate the cause of
a failure.
DIESEL ENGINE - An engine in which fuel ignites in the
cylinder from the heat generated by compression. The
fuel is an oil rather than gasoline, and no spark plug or
carburetor is required. Named after its developer, Dr.
Rudolph Diesel.
DUTY CYCLE - The characteristics of a load pattern imposed upon an engine by the driven equipment.
DYNAMOMETER - A test unit for measuring the actual
power produced by an engine.
collected within the engine to an external medium, usually liquid, for disposal.
HEAT REJECTION - All heat generated in an internal
combustion engine which is not converted into work is
said to be rejected by the engine. It may be rejected
to the cooling system, to exhaust gas, or to the surrounding air by radiation.
HORSEPOWER (HP) - The energy required to lift 550
pounds one foot in one second.
HYDROSTATIC TRANSMISSION - A transmission
which uses fluid medium rather than direct mechanical
coupling.
I. D. - Inside diameter.
IDLE - The slowest operating speed of an engine.
I. H. P. - Indicated Horsepower; Pure horsepower as
measured in the combustion chamber before friction
and other losses are subtracted.
IN. - Inch(s).
ENGINE RATING - A value used by engine manufacturers to indicate the power level at which an engine
should perform satisfactorily, based on the duty cycle.
The most commonly used rating classifications are Intermittent and Continuous.
INERTIA - A physical law which tends to keep a motionless body at rest, or tends to keep a moving body in motion; Effort is required to move a resting mass or to slow
(stop) a moving mass.
F. H. P. - Friction Horsepower; A measure of the power

lost to the engine through friction or rubbing of parts.
INHIBITOR - A material to restrain some unwanted action, such as a rust inhibitor which is a chemical added
to cooling systems to retard the formation of rust.
FLYWHEEL - A heavy wheel in which energy is absorbed and stored by means of momentum.
FOOT POUND (ft-lb) - A measure of the amount of
torque produced when one pound of force is applied to
a one-foot lever arm.
FOUR-CYCLE ENGINE - Also known as Otto cycle,
where combustion occurs every other revolution of the
crankshaft. A cycle (stroke) is considered as 1/2 revolution of the crankshaft. These strokes are (1) intake
stroke; (2) compression stroke; (3) power stroke; (4) exhaust stroke.
GOVERNOR - A device used to prevent engine overspeed, maintain engine speed at a preselected value,
or control the operation of the throttle without attention
from an operator.
INTAKE MANIFOLD PRESSURE - The charge air pressure in the intake manifold.
INTERCOOER - A charge air cooler located between
the compressor and the intake manifold or between a
series of compressors.
ISOCHRONOUS - Operation at zero-governor regulation. Engine suffers small momentary changes of speed
with changes of load but always returns to the same
steady-state speed regardless of load, providing load
does not exceed engine power capability.
JACKET WATER - A common term to describe the water surounding the cylinder liners in the engine block.
GOVERNOR REGULATION - The difference between

steady-state no-load speed and steady-state full-load
speed expressed as a percentage of full-load speed.
LIQUID COOLED - An engine cooled by means of liquid

coolant circulated over the heated parts of the engine.
The coolant must be passed to a radiator or heat exchanger where it is cooled and then recirculated to the
engine.
HEAT EXCHANGER - A device whch transfers the heat
LOAD FACTOR - (For definition, see POWERTECH
July 1997
20 - 8
ENGINE FUNDAMENTALS
Glossary of Terms
Engine Performance Curves manual (DSEG13), Introduction section (DSEG1302).)

LUGGING - A term used to describe a condition where
the load on an engine is high enough to cause the engine to lose speed until the torque increases sufficiently
to equal the load.
MANOMETER - A device used to measure pressure. It
is a U-shaped tube partially filled with fluid. One end of
the tube is open to the air and the other is commected
to the chamber in which the pressure is to be measured.
A column of Mercury 29.92 in. (760.1 mm) high equals
14.7 pounds per square inch (1.0 bar) which is atmospheric pressure at sea level. Readings are given in
terms of inches of Mercury or inches of water.
MASS ELASTIC DATA - A tabulation of the moments of
inertia of the various rotating engine and driven members and the stiffness of the shafts interconnecting the
members having significant inertia values. This data is
required when a torsional analysis is to be made and is
usually prepared in the following form:
I1
K1
I2
K2
I3
stroke to the other.

POWER UNIT - An engine together with basic mounting, cooling and control equipment, which permits the
engine to be used as is as a power source.
P. S. I. - Pounds per square inch; A measurement of
pressure.
RAW WATER - A term referring to water which passes
through the secondary circuit of a heat exchanger to absorb heat from the engine jacket water circulating
through the primary circuit of the heat exchanger. This
water is usually untreated, such as lake water, sea water, cooling-tower water, or city water.
RECIPROCATING MOTION - A back-and-forth movement, such as the action of a piston in a cylinder.
R. P. M. - Revolutions per minute; A measurement of
engine speed.
S. A. E. - Society of Automotive Engineers. This group
sets many of the standards for engine design.
SAFETY FACTOR - The degree of surplus strength
over and above normal requirements which serves as
insurance against failure.
I4
SAFETY SHUTDOWN GAUGES - Devices used to protect the engine against damage in case of cooling or lubrication failures.
K3
SPECIFIC FUEL CONSUMPTION - The amount of fuel

consumed by an engine to produce a unit of work, usually expressed in terms of pounds per horsepower hour
or grams per kilowatt hour.
Where I1, I2, I3 and I4 are members having significant
moments of inertia and K1, K2 and K3 are shafts or
shaft-like members having significant stiffness values.
MOBILE - An engine application in a vehicle or piece of
equipment subject to movement.
SPEED DROOP - The speed variation of an engine

governor between full-load and no-load operation.
SQ. FT. - Square Foot (Feet).
SQ. IN. - Square Inche(s).
MOTOR - This term should be used in connection with

an electric motor and should not be used when referring
to the engine of a machine.
STAND BY - A term used to designate an engine application intended for occasional or emergency use.
M. P. H. - Miles per hour; A measurement of velocity.
STROKE - The distance moved by a piston.
MUFFLER - A chamber attached to the end of the exhaust pipe which allows the exhaust gases to expand
and cool. It is usually fitted with baffles or porous plates
and serves to subdue much of the noise created by the
exhaust.
SUCTION FAN - An engine cooling fan which directs

the cooling air to pass through the radiator first and then
be discharged back over the engine. This is also
termed a puller fan.
PISTON DISPLACEMENT - The volume of air moved,

or displaced, by moving the piston from one end of its
TACHOMETER - A device to measure the rotating

speed of an engine.
20 - 9
July 1997
ENGINE FUNDAMENTALS
Glossary of Terms
TEMPERATURE RISE - A term commonly used to refer

to the difference in coolant temperature at the engine
coolant inlet and discharge.
mass radius squared. This value is used in determining

rotational forces of flywheels, gears, pulley, etc.
THERMAL EFFICIENCY - A volume of fuel contains a

certain amount of potential energy in the form of heat
when burned in the combustion chamber. Some of this
heat is lost and some is converted into power. The thermal efficiency is the ratio of work accomplished to the
total quantity of heat in the fuel.
THERMOSTAT - A heat-controlled valve used in the
cooling system of an engine to regulate the flow of water
between the cylinder block and the radiator.
THROTTLE - The general term given for the means
used to control the fuel input and power output of an engine.
TOLERANCE - A permissible variation between the two
extremes of a specification of dimensions. Used in the
precision fitting of mechanical parts.
TORSIONAL VIBRATION - A type of vibration caused
by pulsating torque which occurs in rotating machinery
that contains two or more masses having significant
moments of inertia interconnected by shafting or shaftlike members having significant elasticity. Under such
conditions, the rotating machinery has a specific natural
frequency and, if the torque pulsations occur at the
same frequency or multiples thereof, resonance will occur, and exceedingly high amplitudes of torsional vibration will result.
TORQUE - The effort of twisting or turning.
VACUUM - This term is usually used to describe a partial vacuum, that is, a pressure less than atmospheric
pressure. A perfect vacuum is an absolute lack of pressure.
VACUUM GAUGE - An instrument designed to measure the degree of vacuum existing in a chamber.
VIBRATION DAMPER - A device to reduce the torsional or twisting vibration which occurs along the length of
the crankshaft used in multi-cyclinder engines; Also
known as a harmonic balancer.
VISCOSITY - The resistance of a liquid, such as oil, to
flow.
WATER-COOLED EXHAUST - An exhaust manifold on
the engine in which water is circulated between an inner
and outer surface. Its purpose is to reduce exhaust
heat radiation to the area around the engine.
WR2 - The product of weight times the center of rotating
July 1997
20 - 10
SECTION CONTENTS
Generator-Drive Engines
Contents/Notes
Page
Introduction.......................................................................................................................................................... 1
Generator Basics................................................................................................................................................. 1
Mechanical Considerations ................................................................................................................................. 1
Single-Bearing and Two-Bearing Generators...................................................................................................... 1
Torsional Compatibility......................................................................................................................................... 1
Engine Power Ratings ......................................................................................................................................... 1
Ambient Test Conditions...................................................................................................................................... 2
Engine Selection.................................................................................................................................................. 2
Frequency............................................................................................................................................................ 2
Governor Droop................................................................................................................................................... 2
Frequency Regulation ......................................................................................................................................... 3
Governor Stability ................................................................................................................................................ 3
Sizing Generators............................................................................................................................................... 3
Peak Load
Motor Starting
Transient Response
Excess Capacity .................................................................................................................................................. 3
Bandwidth............................................................................................................................................................ 4
Voltage Regulators .............................................................................................................................................. 4
Transient Response............................................................................................................................................. 4
Power Factor ....................................................................................................................................................... 5
Power Factor Considerations .............................................................................................................................. 5
Single-Phase and Three-Phase Power ............................................................................................................... 5
Generator Efficiency ............................................................................................................................................ 5
Exercising ............................................................................................................................................................ 6
Load Banks.......................................................................................................................................................... 6
Peak Load ........................................................................................................................................................... 6
Peak Shaving
Co-Generation
Interruptable Service
Total Energy
Paralleling Generator Sets .................................................................................................................................. 6
Paralleling with a Utility........................................................................................................................................ 6
Cyclic Irregularity ................................................................................................................................................. 7
Overspeed Protection.......................................................................................................................................... 7
Balanced Three-Phase Load............................................................................................................................... 7
DC Generators .................................................................................................................................................... 7
Electrical Formulas .............................................................................................................................................. 7
DSEG0121
September 1996
GENERATOR-DRIVE ENGINES
INTRODUCTION
SINGLE-BEARING AND TWO-BEARING

GENERATORS
Good generator set performance is achieved by properly matching the engine, generator, and components.
John Deere produces a line of diesel engines designed
to drive generators.
This section describes considerations for proper hardware selection, from the engine manufacturer's perspective, to achieve a successful engine-driven
generator application.
GENERATOR BASICS
A generator may be either AC (Alternating Current) or
DC (Direct Current). AC generators are also called alternators, and are now so common that AC generator
and generator have become synonymous terms.
An AC generator produces electrical current by passing
a conductor through a flux field. On 15 kW and smaller
generator sets permanent magnets are typically used
for the flux field, while larger sets use a DC current in
field windings. The AC generator's output current is
generated when the armature windings cut the flux field.
Voltage is controlled by regulating the DC current in the
field windings.
Early AC generators used a fixed field and a rotating armature. The modern AC generator uses rotating field
windings with a stationary armature to produce output
current. The rotating field is called the rotor, and the stationary armature is the stator. The DC current for the rotating field is generated by an exciter. The exciter can
be either static or rotating.
MECHANICAL CONSIDERATIONS
The engine and generator must physically fit together.
Engines and generators use matching SAE flywheels
and flywheel housings. A John Deere generator-driven
engine can accept either a flex plate or torsional coupling that is designed to fit the engine flywheel. Either
device must allow for free axial movement of the engine
crankshaft. Electrical forces on the generator rotor tend
to control the rotor axial position, while combustion and
mechanical forces in the engine require the crankshaft
to be free to move axially within the limits of the engine
thrust bearings. After the generator is installed, the
crankshaft end play measurements must meet the engine's Component Technical Manual (CTM) specifications.
Most small generators are the single-bearing type. Single-bearing generators carry half of the generator rotor
weight, rotating unbalance, and electrical force on the
generator bearing and the other half is carried by the
engine's rear crankshaft bearing. A flex plate attaches
to the engine flywheel and the generator rotor input
shaft. Single-bearing generators are generally compact
and lighter than two-bearing generators, and are well
suited for portable generators or installations with a subbase. A single-bearing generator frame must be stiff
enough to hold the engine and generator in alignment
and carry the weight of the rotor on the rear bearing.
Two-bearing generators carry the full weight of the rotor
with the front and rear generator bearings. A torsional
coupling is used to join the crankshaft to the rotor input
shaft. Two-bearing generators are longer and more
costly than single-bearing generators, and are typically
used in large generator sets on solid foundations. In a
two-bearing generator set, the engine can be removed
without disturbing the generator.
TORSIONAL COMPATABILITY
John Deere requires a torsional analysis in order to register the generator set application. Please refer to the
Transmission of Power section (DSEG01140) for a discussion of torsional vibration.
Torsional analysis by John Deere checks only the deflections of the engine crankshaft. It is the responsibility
of the generator set assembler to check the torsional
acceptability of flex plates, torsional couplings and generator rotors. Engine mass elastic data information is
available in the Mass Elastic Data section
(DSEG01141).
ENGINE POWER RATINGS

John Deere generator-driven engines have both Standby and Prime ratings. Both ratings are similar in fuel
pump calibration, but differ in load application. Complete descriptions of engine rating definitions can be
found in the POWERTECH Engine Performance Curves
(DSEG13) manual.
SAE engine rating standards allow a power variation of
5% from the rated power. ISO engine rating standards
do not allow variation below rated power. To ensure
good performance, and to meet both ISO and SAE standards, the calculated standby rating range of John
Deere generator-driven engines is based on 95% of
nominal advertised power at standard test conditions.
21 - 1
September 1996
AMBIENT TEST CONDITIONS
Common synchronous speeds for utility loads are:
Generator engine performance is corrected to standard

test conditions of temperature, barometric pressure and
humidity per SAE 1995 and ISO 3046. The standard
conditions definition and derate factors can be found in
the POWERTECH Engine Performance Curves
(DSEG13) manual.
ENGINE SELECTION
Selecting an engine is not simply a matter of picking an
engine with the power required to carry the load. The
transient response characteristics of an engine is a major factor in the load pickup and response time of a generator set.
A high-BMEP engine must be precisely matched with

the generator in order to achieve acceptable performance in a generator set.
John Deere generator-driven engines have been designed to provide good performance and response, regardless of aspiration. Even so, each generator and
engine combination should be tested by the generator
set assembler to confirm that the unit meets the customer's specifications. Generator sets for special purpose
loads may need oversized engines and generators to
meet tight performance specifications.
FREQUENCY
Drive engines for AC Generators must run at a speed
that generates the proper electrical frequency. The
speed at which an engine runs to produce the desired
output frequency is the synchronous speed.
September 1996
Generator
Poles
Frequency
3600 RPM
2 poles
60 Hz
3000 RPM
2 poles
50 Hz
1800 RPM
4 poles
60 Hz
1500 RPM
4 poles
50 Hz
1200 RPM
6 poles
60 Hz
The synchronous speeds for aircraft support diesel generators are:
The response characteristics of an engine can be estimated using general guidelines, but actual generator
set performance can only be determined by testing.
Brake Mean Effective Pressure (BMEP) is the theoretical average pressure of each power stroke. Generally,
the lower the engine BMEP, the better the load pickup
and response time. Engine BMEP is discussed in the
Fundamentals section and BMEP values are found on
the Engine data sheets. A BMEP of 100 PSI (689 kPa),
typical for naturally aspirated engines, will normally
have better load pickup than turbocharged and intercooled engines, which might have a BMEP as high as
290 PSI (2000 kPa).
Engine Speed
Engine Speed
Generator
Poles
Frequency
3000 RPM
16 poles
400 Hz
2400 RPM
20 poles
400 Hz
2000 RPM
24 poles
400 Hz
1846 RPM
26 poles
400 Hz
GOVERNOR DROOP
Droop is the speed change when an engine goes from
full load to no load at wide open throttle. John Deere
generator-driven engines are set with a maximum governor droop of 5% at 1800 RPM, and 7% at 1500 RPM.
The formula for droop(%) is:
(No Load RPM - Full Load RPM) x 100

Full Load RPM
At 5% droop, an 1800 RPM generator-driven engine at
a full load speed of 1800 RPM would go to 1890 RPM
at no load. This falls within the normal frequency band
of 60 Hz to 63 Hz, which is acceptable for pumps, fans,
motors, general lighting and utility power.
21 - 2
FREQUENCY REGULATION
Frequency critical circuits must have an engine that
runs at constant speed. This cannot be achieved with
the standard mechanical governors on the John Deere
generator drive engines. A zero droop or isochronous governor maintains a constant engine speed at
any load. Isochronous operation on a John Deere engine requires a fuel injection pump with a customer provided add-on electronic governor or the John Deere
electronic governor.
Frequency regulation is a result of the engine governor
droop. Adjusting frequency requires an engine governor
adjustment. Electrical specifications always specify frequency regulation.
It is not unusual for the generator set packager to adjust
high idle and droop as needed during their production
performance qualification tests to provide desired frequency and stable governor operation. See Engine
Component Technical Manual for high idle and droop
adjustment procedure.
GOVERNOR STABILITY
Stability is determined by how well an engine's governor
maintains a constant speed with a steady load. The fluctuation with mechanical droop governors is 0.5% or
about 8 RPM. Isochronous governor systems should
provide a fluctuation of 0.25% or less.
Mechanically governed generator-driven engines may
surge when governor droop adjustment is less than 5%
@ 1800 rpm (7% @ 1500 rpm). Governor stability is affected by the governor droop adjustment. Adjusting a
mechanical governor to reduce droop will make the governor less stable throughout the operating range. This
reduction in stability can cause hunting or surging of
the engine.
GENERATOR SET RATING

The formulas for generator power are:
en by the engine. (i.e., cooling system fan or sea water

pump, battery charging alternator, crankshaft driven engine accessories, or auxiliary hydraulic pump drives)
Recommended ranges for generator set ratings have
been calculated for each engine and are listed on the
engine data sheets together with assumed fan power
loss and generator efficiency.
SIZING GENERATORS
Three ways of sizing a generator set are:
Peak Load
Motor Starting
Transient Response
When sizing for Peak Load, the installer calculates the

maximum kilowatt electrical load and selects a generator set with equal or greater kilowatt capacity.
To size an engine for Motor Starting, the installer determines the maximum motor starting current (inrush
current) together with any other loads, and selects a
generator set with equal or greater kilowatt capacity.
Since typical motor starting current is six to ten times
running current, maximum voltage dip occurs during
motor starting. Smaller generator set sizes can be used
when motors have sequential starting or use reduced
voltage starting. Sequential starting spreads out the inrush load of several motors, while reduced voltage starting lowers individual motor starting current.
Transient Response sizing is based on the ability of
the generator set to accept a load and recover to normal
frequency and voltage within a specified time. Transient
response is typically checked by block loading the set
with a load bank. The customer must specify the limits
for maximum voltage dip, recovery time, and power factor. For example, electrical systems that supply sensitive equipment (i.e., computers, hospital monitors, radio
broadcast equipment) have very tight limit specifications.
EXCESS CAPACITY
Gen. kW = Eng. flywheel kW x EFF*
Gen. kW = Eng. flywheel Hp x 0.746 x EFF*
* EFF is Generator Efficiency expressed as a decimal
(i.e., 0.89 not 89.0%)
Engine flywheel power in either kW or Hp is rated engine power minus any accessory equipment being driv-
The typical generator set runs at less than its full capacity most of the time. As the load decreases, the operating efficiency of both the engine and generator
decreases which increases cost per produced kilowatt.
This is not a major concern for Standby generator sets.
However, the increased cost of operating Prime and
Continuous systems at decreased loads can be significant.
21 - 3
September 1996
Part load operation also allows unburned fuel to gather
in the engine exhaust and lube systems. This type of
operation can result in unsightly leakage from the exhaust system, as well as increased maintenance costs.
An oversized engine will more likely have these problems. A generator set operates best from 50% to 90%
of full rated load. Long term operation at less than 30%
of full rated load is not recommended.
TRANSIENT RESPONSE
BANDWIDTH
The operational requirements of the electrical system

are determined by the type of load on the system. Light
bulbs are not affected by voltage or frequency changes
other than a change in brightness (brown-out) when the
voltage drops. However, when electric motors run below rated frequency, they overheat. If the voltage drops
too far, motor controller relays may drop out and knock
the motor off line.
As voltage and frequency vary under normal operation

they must stay within a high and low limit. The range of
these variations from the nominal is the frequency
bandwidth or voltage bandwidth.
VOLTAGE REGULATORS
External voltage regulators control the output voltage of
the generator by controlling the field excitation current.
Internally regulated generators are used for special purpose applications and are not adjustable.
The simplest manual and mechanical regulators use
rheostats (variable resistors) to adjust the field excitation current to the generator. Systems with little or no
variation in load, or systems that don't require close voltage regulation, may use this type of voltage regulation.
Manual and mechanical regulators are inexpensive, but
have unacceptable performance for most electrical systems. Mechanical regulators can hold the voltage regulation to 4%. No regulation is available with manual
control.
Transistorized and Silicon Controlled Rectifier (SCR)
voltage regulators provide analog control of the field
current. Variations in load are sensed by the regulator
which adjusts the field excitation current to regulate voltage.
Digital or microprocessor controlled regulators sense
engine and generator operating conditions, and make
appropriate adjustments in field current and voltage
based on logic programmed into the microprocessor.
Any voltage regulator (transistorized, SCR or digital)
that can adjust the field current in response to a load
change is called an Automatic Voltage Regulator or
AVR. AVR's can maintain the voltage within 2% of
nominal voltage, and some hold to 0.5% or better.
September 1996
When load is applied to an AC generator set, the engine

speed drops until the governor can recover. The time it
takes to recover the voltage and frequency to the normal bandwidth is called, recovery time. Recovery times
are influenced by many factors including engine, generator, and voltage regulator design.
AVR's are designed to drop voltage when a sudden load

is applied. This drop, called voltage dip, reduces the
load on the engine and allows for quick recovery times.
Dropping the voltage also reduces the load on the motors and reduces motor heating problems. Voltage dips
of up to 35% are acceptable for most utility load systems. Voltage sensitive circuits may tolerate voltage
dips of up to 20%.
To improve the recovery time, AVR's for diesel generator sets may incorporate a Volts/Hz adjustment that
drops voltage and frequency while the engine is picking
up the load. Loss of frequency regulation for a few seconds does not cause problems for typical utility loads.
Volts/Hz regulators designed for turbocharged engines
have a delay to allow for turbocharger recovery before
applying the load. This gives quicker overall response
than loading the engine before the turbocharger can respond to the load change. AVR's designed for naturally
aspirated engines do not have this delay feature.
The use of AVR's has improved the response characteristics of generator sets so that engines with high
BMEP ratings can carry larger electrical loads. With
modern AVR's, which incorporate Volts/Hz adjustment,
the Deere generator-driven engines can be expected to
provide response times in the 4-second to 5-second
range when going from no load to full load with a maximum voltage dip of 35%. Better performance can be
achieved by lowering generator output levels, applying
the load in steps or with high performance voltage regulators.
21 - 4
POWER FACTOR
When an AC circuit is composed of a pure resistive
load, the current wave is in phase with voltage wave.
With a pure inductance load the current wave lags the
voltage wave by 90. A pure capacitance load will have
a current wave that leads the voltage wave by 90. The
inductance and capacitance waves do not consume engine power, but they do increase the current flow in the
generator and are measured by the ammeter. For this
reason inductance and capacitance are sometimes
called reactive power or wattless power.
Watts or kilowatts are real power. With a resistive load,
watts equal volts times amperes. If inductance or reactance is in the load, the current will be higher, so multiplying volts times amperes gives a result that is more
than the real power. Therefore volts times amperes is
called apparent power and is measured in kilovolt-amperes or kVA. Real power (kW) divided by apparent
power (kVA) is the power factor or PF. Technically PF
equals cosine q, where q is the phase angle between
the voltage wave and the current wave.
kW = Real Power = kVA x PF
kVA = Apparent Power
porate power factor improvement for the generator set

to be able to achieve normal voltage dips and transient
response times. Engine or generator adjustments cannot improve this condition.
Capacitance is added to a system for power factor improvement. If, however, too much capacitance is added,
or the inductive load is dropped off and the capacitance
left connected, the system can have a leading power
factor. Leading Power Factors cause voltage regulator
problems.
SINGLE-PHASE AND THREE-PHASE

POWER
Single-phase (1f) AC consists of either one or two voltages in series with exactly the same phase relationship.
Single-phase AC supplies power over two or three lines.
Three-phase (3f) AC consists of three separate voltages spaced 120 electrical degrees apart, using three
lines plus a neutral line. The phases are usually given
letter designations (Phase A, Phase B, and Phase C).
No two phases are at zero voltage at the same time. No
two phases are at peak voltage at the same time.
GENERATOR EFFICIENCY
PF = kW / kVA = Real Power / Apparent Power

The standard test condition for generators is at 0.8 PF.
This simulates a typical mixed load with lighting (resistive load) and motors (inductive load). A 1.0 PF is unity
power factor.
POWER FACTOR CONSIDERATIONS

Generator manufacturers rate their generators at 0.8
PF. Generator set problems can occur when running
with power factors lower than 0.8. At low power factors,
the current in the generator can exceed the generator
rating. High current generates excessive heat and
shortens generator life. Also, when inductive electrical
loads with less than 0.8 PF come on line, they produce
deep voltage dips and long transient response times.
Large induction motors run as low as 0.7 PF with very
low power factors when starting. Low power factors occur when equipment with SCR (Silicon Controlled Rectifier or Thyristor) controlled variable speed motors are
in operation. Elevators, and other speed controlled
equipment with heavy loads may be SCR controlled.
Solid state motor starters, battery chargers, and florescent lighting systems also have low power factors. In
these circumstances, the electrical system must incor-
Typical 3-phase generators for John Deere engines will

have 88% to 92% efficiency at full load. Large generators have higher efficiency than small generators. Single phase generators have 3% to 5% lower efficiency
than 3-phase generators.
Generator efficiency is also affected by power factor.
The inductive current in the generator increases the resistive losses in the generator and lowers efficiency.
The highest generator efficiency is at unity PF. A generator may run at 92% efficiency at 1.0 PF and only 90%
efficiency at 0.8 PF.
As generator power output drops, the efficiency is reduced because the fixed losses in the system are unchanged. Most generator efficiencies are stated at full
power and 0.8 PF.
Generator efficiency should not be assumed when sizing a unit. There is a wide range of generator efficiencies even in the products of one manufacturer.
Generator specifications should be confirmed.
21 - 5
September 1996
EXERCISING
Standby generator sets are exercised on a regular basis
to ensure readiness when needed. Exercising for short
periods of time with no load is detrimental to the engine.
The engine is best exercised when run for 30 minutes
or more with 50% to 75% load. This allows the engine
to run at normal operating temperatures. It also provides a better operational check of the entire system.
LOAD BANKS
Load banks are artificial loads applied to a generator to
test performance. A resistive load bank runs with a 1.0
PF. Many load banks can combine resistance and inductance for an adjustable power factor.
Salt water tanks with electrodes are occasionally used
to apply load to a generator. Load is controlled by raising or lowering the electrodes in the tank and is inherently inaccurate. Heating of the salt water causes
evaporation which lowers the water level in the tank, reducing the load. Salt water tanks can only apply a unity
power factor load.
PEAK LOAD
Normal electrical loads vary over the course of a day.
The highest electrical demand is the peak load. For typical utility systems, the peak load is during the middle of
the work day. In residential systems, it is in the late afternoon and evening.
Utilities offer commercial users lower power rates if they
do not require as much power during the peak load
times. Several plans may be offered.
Peak Shaving is accomplished when a customer uses
a generator to keep utility power usage below a specified maximum load. The customer starts the generator
set before the electrical demand reaches the specified
limit. A peak shaving generator set is run at Continuous
Power with a constant load during peak load hours.
Co-Generation systems are beneficial when the cost of
generating electricity is less than the utility rate. The
customer shares the electrical load or co-generates with
the utility. The co-generation system provides a constant output for 24 hours a day while the utility carries
the variable load. Co-Generation systems are Continuous applications and should be applied using industrial
continuous ratings for the specified engine speed.
September 1996
Interruptible Service allows the utility to cut off power

to customers during peak utility loads. Customers may
use Standby or Prime Power generators to provide their
power needs when the utility interrupts service. Standby
Power may be used when the interruptions are short
and infrequent. Prime Power should be used when the
interruptions are frequent and for long periods of time.
Total Energy systems consist of Peak Shaving or CoGeneration systems with waste heat recovery from the
exhaust and cooling systems. They require integration
of engine operation with the heating, ventilation, and air
conditioning systems.
PARALLELING GENERATOR SETS

Running two or more generator sets on the same circuit
at the same time is parallel operation. In order to operate in parallel, the units must have the same frequency,
number of phases, voltage and phase rotation. There
must also be some means of balancing the load between the engines. On engines with droop governors,
droop must be adjusted so each engine runs with nearly
identical droop curves. Isochronous governors must
have load sensing to balance the load between the engines.
In general, engines with droop governing and engines
with isochronous governing should not be used together
in parallel. If dissimilar governing is used, the isochronous governor must be adjusted to have the same
droop as the droop governor. Different sized generator
sets can be used together in parallel if the governor performance of each unit is the same.
Single-phase generators can be balanced by equalizing
the ampere load on each unit. Equalizing amperes on a
three-phase generator will, however, not balance the
load, since one generator can carry all the reactive load
while the other generator carries none. Three-phase
generators in parallel must use Power Factor Meters or
Volt Amperes Reactive (VAR) meters to balance the
load on each unit. Reactive load is balanced with voltage regulator adjustment.
PARALLELING WITH A UTILITY

A utility can be considered as infinitely large compared
to a generator set. When a generator set is in parallel
operation with a utility, the generator will lock onto the
utility frequency. Engine load is set by adjusting the governor droop. The power factor is controlled by the voltage regulator.
21 - 6
Local utility regulations govern parallel operation with
the utility. If there is a utility power failure, the utility interconnect breakers should trip open to prevent power
from flowing into lines that the utility considers to be
dead. For this reason, standby power generators usually have break before make type circuit breakers.
speeds the unit. When this occurs, the engine governor

drops the fuel rate to the idle setting. For overspeed protection, the generator set assembler can provide an
overspeed trip which would cut off fuel to the engine and
shut down the generator. The trip should be set at 15%
to 20% above rated engine speed.
CYCLIC IRREGULARITY
BALANCED THREE-PHASE LOAD
When the engine firing pulses are spaced further apart

than one electrical cycle or 1 Hz, the electrical wave
form may be distorted. This can cause problems for certain types of electronic equipment. Cyclic irregularity is
most likely when the number of engine cylinders is less
than the number of poles in the generator. For John
Deere engines, cyclic irregularity is most likely with
three cylinder engines and four or six pole generators.
Generators should have the resistive and inductive

loads balanced on each phase. A phase imbalance of
more than 5% will cause unstable voltage regulation.
This problem cannot be corrected with engine or generator adjustments. The distribution circuits should be rearranged until balance can be achieved.
OVERSPEED PROTECTION
DC Generators are occasionally used for special purpose equipment or more typically to repower old units.
Since there is no frequency in a DC electrical system, it
is much simpler to operate in parallel. DC generator
drive engines use droop governors and do not need to
be synchronized. The load is balanced with field excitation adjustment.
Most customers assume a runaway engine to be the

cause of overspeed problems in a diesel generator set.
This is seldom the case. A runaway engine is unlikely.
A generator set is more likely to overspeed due to the
introduction of regenerative power into the electrical
bus. This drives the generator as a motor and over-
DC GENERATORS
ELECTRICAL FORMULAS
Generator
Kilowatts (kW)
Kilovolt-Amperes (kVA)
Engine Kilowatts (kW)
Engine Power (Hp)
Frequency (Hz)
E = Volts
Single-Phase
Three-Phase
Direct Current
I x E x PF
1000
I x E x 3 x PF
1000
IxE
1000
IxE
1000
IxEx3
1000
Not Applicable
Generator kW
Generator Eff.
Generator kW
Generator Eff.
Generator kW
Generator Eff.
Generator kW
.746 x Gen. Eff.
Generator kW
.746 x Gen. Eff.
Generator kW
.746 x Gen. Eff.
RPM x No. of Poles

120
RPM x No. of Poles

120
Not Applicable
I = Amperes
PF = Power Factor
3 = 1.732
Generator Eff. = Generator Efficiency expressed as a decimal (i.e., 0.890 not 89.0%)
21 - 7
September 1996
SECTION CONTENTS
Engine Selection
Contents/Notes
Page
Purpose ............................................................................................................................................................... 1
Air Compressors.................................................................................................................................................. 1
Arc Welders ......................................................................................................................................................... 1
Generator Sets .................................................................................................................................................... 1
Fans and Blowers................................................................................................................................................ 1
Hydraulic Pumps ................................................................................................................................................. 1
Irrigation Pumps .................................................................................................................................................. 1
Irrigation Engine Application ................................................................................................................................ 2
Power Requirement Calculation .......................................................................................................................... 7
Example Irrigation Application ............................................................................................................................. 9
Friction Loss in Fittings....................................................................................................................................... 12
Common Gearhead Ratios................................................................................................................................. 17
..............................................................................................................................................................................
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..............................................................................................................................................................................
..............................................................................................................................................................................
DSEG0130
July 1997
ENGINE SELECTION
PURPOSE
HYDRAULIC PUMPS
The following guidelines are provided to assist in determining power requirements for typical engine applications.
When selecting an engine to drive a hydraulic pump, the

following formula may be used to determine the power
required.
These guidelines do not allow for engine driven accessories which are not included in the performance
curves. Also when operating at an altitude or temperature different from that shown on the performance cuve,
make the corrections specified in the POWERTECH Engine Performance Curves manual (DSEG13), Introduction Section (DSEG1302).
GPM x psi
HP = ___________
1714 x P.E.
AIR COMPRESSORS
For both reciprocating and rotary compressors, the approximate engine horsepower requirement for 100 psi
operation may be calculated as follows:
ft3/min
HP = _________
4
Where:
GPM = Pump flow in gallons per minute
psi = Pressure in pounds per square inch
P.E. = Overall efficiency of hydraulic pump
The volumetric efficiency (V.E.) of a pump is equal to
the actual flow divided by the theoretical flow. It is expressed as a ratio:
Actual Flow
V.E. = ______________
Theoretical Flow
When the pump displacement (in.3/rev.) and speed
(rpm) are known, the flow in gallons per minute may be
determined as follows:
Decrease HP 10% for 80 psi operation.

Increase HP 10% for 125 psi operation.
Speed x V.E. x Pump displacement

GPM = ______________________________
231
ARC WELDERS
IRRIGATION PUMPS
The approximate horsepower required to operate an arc
welder may be determined by the formula:
Rated amps x 12
HP = _______________
100
The following formulas and curve may be used to determine the "approximate" horsepower requirements for irrigation engines:
Open Ditch System:
GENERATOR SETS
H1 x gpm
HP = _________
3000
(See Section DSEG0121)
Gated Pipe System:
FANS AND BLOWERS
(H1 + H2) x 1.1 x gpm

HP = ____________________
3000
The approximate power requirements to drive a fan or

blower may be determined by the formula:
Sprinkler System:
[ [(H1 + H2) x 1.1] + (P1 x 2.3) ] x gpm
HP = _________________________________
3000
AxR
HP = ___________
6346 x F.E.
Where:
Center Pivot System with generator:

[ [(H1 + H2) x 1.1] + (P1 x 2.3) ] x gpm
HP = _________________________________
3000
A = Air flow in cubic feet per minute

R = Restriction of air pressure in inches of H2O
F.E. = Fan Efficiency
+
30 - 1
kW
________________________
0.746 x generator efficiency
July 1997
ENGINE SELECTION
IRRIGATION ENGINE APPLICATION
Center Pivot System with hydraulic system:

[ [(H1 + H2) x 1.1] + (P1 x 2.3) ] x gpm
HP = _________________________________
3000
This section provides the information and detailed instructions required to calculate the power requirements
for an irrigation application.
gpm x psi
___________
1714 x P.E.
The following four pages are:
Where:
Exhibit I - System Specifications
gpm = Flow in gallons per minute at pump outlet.

H1 =
Exhibit II - Power Calculation Worksheet
Vertical distance in feet the water travels from

water table to pump outlet.
H2 =
These sheets can aid in matching power units to

irrigation systems. In addition to bringing together power unit matching information in concise
form, these sheets can be part of a permanent
record of each irrigation application. These two
forms may be self-explanatory to those familiar
with irrigation systems, but for additional help . . .
Vertical distance in feet from pump outlet to the

highest point water travels.
kW = Output of the generator in kilowatts.

1.10 = Pipe resistance factor or use 10% of H1 + H2.
P1 =
Pressure at sprinkler head (usually approximately 45 psi.)
Exhibit III - System Specifications form (EXAMPLE)
2.3 = Conversion from psi to feet.

3000 =Derived from water HP constant of 3960 x pump
efficiency (usually about 75%).
.746 = Constant to convert from kilowatt to horsepower.
1714 =Constant used when converting from hydraulic
pressure and flow to horsepower.
An estimate of the pump horsepower required for an irrigation application may be determined on the curves in
Figure 30-1.
F
H
J
B
Total Head (feet of water)
1400
1200
1000
J
B
800
600
400
F
H
J
B
200
0
200
400
600
F
H
J
B
800
F
JBH
F
JBH
FH
JB
FH
JB
FH
JB
1000
1200
1400
1600
1800
Flow (gallons per minute)
F
H
J
B
400
350
300
250
200
180
160
140
120
100
80
Exhibit IV - Power Calculation (EXAMPLE)

The next topic heading is Power Requirement Calculation. This section provides line-by-line details of the
above worksheets.
Friction loss tables for various valves, fittings, and types
and sizes of pipe are used in the calculations and may
be found following the discussion (Exhibits V-IX).
The best sources of data for a given application include
the system operator, system designer/supplier, pump
supplier, and well driller (where a well is the water
source). The system designer/supplier or pump supplier may provide only a power figure. While this may
seem a convenience to the engine supplier, it is advisable to verify the power requirement from basic system
data. This will insure consideration of all possible power
consuming accessories, system components, and temperature and altitude characteristics that influence total
system power requirements.
60
Horsepower
Figure 30-1, Pump HP Requirements

Determining the horsepower needed for a specific irrigation application will require a detailed analysis. The
following information and forms provide a process to
make this detailed analysis.
July 1997
30 - 2
ENGINE SELECTION
Exhibit I
Irrigation System Specifications
Customer ___________________________________
Unit No.
____________________________________
Date _______________________________________
=====================================================================================
1. Pressure required at Lateral Lines or Pivot Point
________
psi
2. Total Flow required at Lateral Lines or Pivot Point
________ gpm
3. Main Line: Type (Steel, PVC, Aluminum, Concrete)

Length _____ ft
Gage _____
Diameter _____ in.
4. Supply Line: Type (Steel, PVC, Aluminum, Concrete)

Length _____ ft
Gage _____
Diameter _____ in.
5. Elevation Difference between Gearhead and Lateral Lines or Pivot
________
ft
6. Maximum Depth from Gearhead and Lateral Lines or Pivot Point
________
ft
8. Pump and Gearhead Efficiency
________
9. Maximum Air Temperature during Season *
________
10. Maximum Elevation above Sea Level *
________
ft
11. Power Requirements of Major Accessories

(e.g., Alternator generating power for Center Pivot Drive Motors)
________
HP
12. Power Requirements of other Miscellaneous Accessories
________
HP
________
No
7. Column Pipe:
Length _____ ft
Gage _____
Diameter _____ in.
13. Will Power Unit be equipped with Fan and Radiator for Cooling?
______ Yes
14. Valves and Fittings:

Type
Size
Equiv. Ft Pipe
Loss Factor
100 =
Ft. Head Loss
______________
_____
_______________ X
____________
100 = _________________
______________
_____
_______________ X
____________
100 = _________________
______________
_____
_______________ X
____________
100 = _________________
______________
_____
_______________ X
____________
100 = _________________
______________
_____
_______________ X
____________
100 = _________________
______________
_____
_______________ X
____________
100 = _________________
______________
_____
_______________ X
____________
100 = _________________
______________
_____
_______________ X
____________
100 = _________________
______________
_____
_______________ X
____________
100 = _________________
Fitting Head Loss Total = _________________
For altitude and ambient temperature correction information, see POWERTECH Engine Performance Curves manual (DSEG13),
Introduction Section (DSEG1302).
30 - 3
July 1997
ENGINE SELECTION
Exhibit II
Irrigation Power Calculation Worksheet
Customer ____________________________________
Unit No. _____________________________________
Date _______________________________________
====================================================================================
1. Dynamic Head
a) Pressure required at laterial or pivot
_________
psi x 2.31 =
_______
ft
b) Friction head loss in main line
_______
100
ft x _______
(ft per 100 loss) =
_______
ft
c) Friction head loss in supply line
_______
100
ft x _______
(ft per 100 loss) =
_______
ft
d) Friction head loss in column pipe
_______
100
ft x _______
(ft per 100 loss) =
_______
ft
e) Elevation difference between pump or gear head and lateral or pivot point
= _______
ft
f)
= _______
ft
= _______
ft
(A)
= _______
ft
(B)
= _______ gpm
Elevation difference between water source and pump or gear head
g) Miscellaneous friction head loss in special valves and fittings

h) Total dynamic head (sum 1-a through 1-g)
2. Total Flow Requirement
3. Pump and Gear Head Efficiency
_________
100
4. Total power required to pump water
(A) (B) = (
(
(C) (3960)
% (C)
= _______
)(
) = (D)
) (3960)
ft
_______ hp
5. Other Power Consuming Considerations

a) Auxiliary alternator or hydraulic pump
(E) _______ hp
b) Miscellaneous power accessories
(F) _______ hp
c) Altitude and temperature correction *

Altitude:
) ft elevation - 600 ft
1000
Temperature:
) degrees F - 77 degrees F
10
Total Correction
(D + E + F) (G + H)
1 - (G + H)
d) Total other power considerations

6. Total Engine Power Requirement * *
E+F+J
x ______________ *
100
+
1-(
= (G)
__________
x _________ *
100
= (H)
__________
)(
+
= (J)
________ hp
= (K)
________ hp
______ + ______ + _______

(D + K) = (
) = ____________hp **
**
Heat exchanger cooled. Add fan power for radiator and fan cooled applications. For John Deere cooling fan power curves, see
POWERTECH Engine Accessories manual (DSEG11), Engine Fan Performance Curves Section (DSEG1104).
July 1997
30 - 4
ENGINE SELECTION
Exhibit III
Irrigation System Specifications -- EXAMPLE
Juniper Forest Farms
Customer ___________________________________
7
Unit No. ____________________________________
15 July 1996
Date _______________________________________
=====================================================================================
45
1. Pressure required at Lateral Lines or Pivot Point
________
psi
800
2. Total Flow required at Lateral Lines or Pivot Point
________ gpm
3. Main Line: Type (Steel, PVC, Aluminum, Concrete)
--N/A ft
Length _____
Gage _____
- - - in.
Diameter _____
4. Supply Line: Type (Steel, PVC, Aluminum, Concrete)

1360 ft
12
Length _____
Gage _____
10 in.
Diameter _____
14
________
118
________
ft
9. Maximum Air Temperature during Season *
78
________
130
________
10. Maximum Elevation above Sea Level *
360
________
ft
16
________
--________
HP
HP
________
No
5. Elevation Difference between Gearhead and Lateral Lines or Pivot

6. Maximum Depth from Gearhead and Lateral Lines or Pivot Point
7. Column Pipe:
118 ft
Length _____
12
Gage _____
ft
12 in.
Diameter _____
8. Pump and Gearhead Efficiency
11. Power Requirements of Major Accessories

(e.g., Alternator generating power for Center Pivot Drive Motors)
12. Power Requirements of other Miscellaneous Accessories
13. Will Power Unit be equipped with Fan and Radiator for Cooling?
X
______
Yes
14. Valves and Fittings:

Type
Size
Equiv. Ft Pipe
Loss Factor
100 =
Ft. Head Loss
_____
_______________ X
____________
100 = _________________
10
_____
(3) x 17
_______________
X
0.712
____________
0.36
100 = _________________
12
_____
7
_______________
X
0.286
____________
0.02
100 = _________________
(3) - 45o Elbows

______________
10
_____
10
_____
0.712
____________
0.712
____________
0.27
100 = _________________
(1) - Check valve

______________
(3) x 12.5
_______________
X
45
_______________ X
(1) - Butterfly valve

______________
(use gate value)
______________
(1) - Electric shut-off
______________
_____
_______________ X
____________
100 = _________________
6
_____
3.5
_______________
X
9.38
____________
0.33
100 = _________________
_____
_______________ X
____________
100 = _________________
Valve
______________
6
_____
5.0
_______________
X
9.38
____________
4.69
100 = _________________
(3) - Long Sweep

______________
Elbows
______________
(1) - Gate valve
______________
0.32
100 = _________________
5.99
Fitting Head Loss Total = _________________
30 - 5
July 1997
ENGINE SELECTION
Exhibit IV
Irrigation Power Calculation Worksheet -- EXAMPLE
Juniper Forest Farms
Customer ____________________________________
7
Unit No. _____________________________________
15 July 1996
Date _______________________________________
====================================================================================
1. Dynamic Head
45
_________
a) Pressure required at laterial or pivot
psi x 2.31 =
104
_______
ft
b) Friction head loss in main line
--_______
100
ft x _______
(ft per 100 loss) =
--_______
ft
c) Friction head loss in supply line
1360
_______
100
118
_______
100
0.464
ft x _______
(ft per 100 loss) =
6.3
_______
ft
0.187
ft x _______
(ft per 100 loss) =
0.2
_______
ft
e) Elevation difference between pump or gear head and lateral or pivot point
14
= _______
ft
f)
118
= _______
ft
6
= _______
ft
(A)
248.5
= _______
ft
(B)
800 gpm
= _______
d) Friction head loss in column pipe
Elevation difference between water source and pump or gear head
g) Miscellaneous friction head loss in special valves and fittings

h) Total dynamic head (sum 1-a through 1-g)
2. Total Flow Requirement
78
_________
100
3. Pump and Gear Head Efficiency

4. Total power required to pump water
(A) (B) = ( 248

( 0.78
(C) (3960)
0.78
= _______
% (C)
) ( 800 ) = (D)
) (3960)
ft
64.4
_______
hp
5. Other Power Consuming Considerations

a) Auxiliary alternator or hydraulic pump
16
(E) _______
hp
b) Miscellaneous power accessories
(F) _______
hp
0
c) Altitude and temperature correction *

Altitude:
( 360
) ft elevation - 600 ft
1000
--x ______________ *
100
( 130
0.5
) degrees F - 77 degrees F x _________
*
10
100
Total Correction
(D + E + F) (G + H)
( 64.4+ 16 + 0 ) ( 0 +0.03)
1 - (G + H)
1-(
+
)
16
0
3
d) Total other power considerations E + F + J ______
+ ______
+ _______
Temperature:
6. Total Engine Power Requirement * *
(D + K) = ( 64.4
19
= (G)
0
__________
= (H)
0.03
__________
= (J)
3
________
hp
= (K)
19
________
hp
83.4
) = ____________hp
**
**
Heat exchanger cooled. Add fan power for radiator and fan cooled applications. For John Deere cooling fan power curves, see
POWERTECH Engine Accessories manual (DSEG11), Engine Fan Performance Curves Section (DSEG1104).
NOTE: In this example 4 hp is added for the fan, resulting in a total engine power requirement of 83.4 + 4 = 87.4, or 88 hp.
July 1997
30 - 6
ENGINE SELECTION
POWER REQUIREMENT CALCULATION
When determining the power requirements for an irrigation system, all possible load varying factors must be
considered. Variations in operating conditions, such as
water supply drawdown, can affect the total power necessary to operate the system. Power output of the engine will vary with factors such as ambient air
temperature and altitude.
Power necessary to supply water to the system is a
function of desired volume, pressure or head, distance
water is lifted, and system frictional losses. Volume or
flow is generally expressed in gallons per minute (gpm).
Operating pressure is usually expressed in pounds per
square inch (psi), but is converted to equivalent feet of
head to facilitate power requirement calculations. System frictional losses are also usually expressed as feet
of head, and lift distances are measured in feet. The
System Specification sheet (Exhibit I) and the Power
Calculation Worksheet (Exhibit II) summarize these factors and serve as aids in matching power units to irrigation systems.
The System Specification sheet provides a place to
gather all information necessary to determine system
power requirements and match the proper engine to an
irrigation system. After all the system information has
been gathered on the specification sheet, the power requirement can be determined using the Power Calculation Worksheet.
On the Power Calculation Worksheet (Exhibit II), Item 1
includes operating pressure, lift distance, and frictional
losses. All these elements are included in the heading
"Total Dynamic Head".
Pressure required at the beginning of the lateral or at
the pivot point (1.a, Exhibit II) is considered the system
operating pressure for calculation purposes. This is
usually expressed in psi and is converted to equivalent
feet of water by multiplying by 2.31. In a sprinkler irrigation system, lateral or pivot pressure is quite often the
largest component of total dynamic head. Where an
open discharge is employed, such as pumping into an
open ditch, system operating pressure is considered zero.
accommodate frictional loss calculation for two different

sizes of pipe. Additional lines will be necessary where
more than two sizes are used. The column pipe (1.d) is
the pipe from the water source to the gear head. This is
the same as the suction line for a centrifugal-type pump.
Friction loss in a pipe is directly proportional to the
length of the pipe. To determine the amount of loss, the
loss factor for the pipe diameter is found in a table of
frictional loss values. These factors give losses per 100
foot length of pipe for varying rates of flow. Therefore,
to determine loss in a given pipeline, the length of the
pipeline is multiplied by the loss factor divided by 100.
This is the method followed in lines 1.b - 1.d. Friction
loss tables are provided following this discussion (Exhibits VI-IX).
Lift distance from the water source to the lateral lines or
pivot point is determined on lines 1.e and 1.f. On line
1.e, the difference in height from the gear head or pump
(if centrifugal type) to the lateral lines, pivot point or discharge point when pumping into an open ditch is used.
This value will be negligible on relatively level terrain
(Figure 1). The distance from the gearhead or pump to
the water supply surface is placed on line 1.f. In determining distance to the water supply, drawdown during
operation and seasonal fluctuations in water supply level must be considered. Maximum distance to the water
supply expected during the pumping season should be
used.
Valves and fittings introduce additional frictional losses
into the system. A table listing common valve and fitting
sizes is provided for reference (Exhibit V). Friction losses for specific fittings used in a given system may be
provided by the manufacturer or system designer.
The sum of line 1.a - 1.g is the Total Dynamic Head and
should be listed on line 1.h (Identified as A).
All pipelines in the system have inherent frictional losses. Items 1.b - 1.d are provided to calculate these losses. While provision is made for both a main line and a
supply line, center pivot systems usually have only a
supply line. The supply line may consist of two or more
pipe sizes. If so, both line 1.b and 1.c may be used to
30 - 7
July 1997
ENGINE SELECTION
Figure 30-2, Center Pivot Installation
The amount of water flow required in a system can vary

considerably (e.g., with varying number of lateral lines),
therefore the maximum flow expected at any time must
be used. Flow in gallons per minute (B) is placed on line
2.
Pump efficiency indicates how effectively the pump and
gearhead use input power to pump water. Efficiencies
for specific applications with total head and capacity calculated as outlined above may be found in the pump
curve of the particular pump to be used. Pump curves
are provided by the pump manufacturer. Where gearhead efficiency is not included in the pump efficiency
curve, combined pump and gearhead efficiency should
be calculated by multiplying the efficiency factors for
July 1997
each component together. For example, given an application using a pump with 82% efficiency and a gearhead with 95% efficiency, combined pump and
gearhead efficiency would be .82 x .95 = .78 or 78%.
Pump efficiencies for deep well pumps and gearhead
typically run from 72-80%, though efficiency values may
vary over a wider range for differing pumps and applications. Where a specific pump and gearhead efficiency
value is not available, an efficiency of 75% is commonly
assumed for deep well (turbine) pumps and 65% for
centrifugal pumps. Line 3 on the worksheet converts
percent pump efficiency into its decimal equivalent (C).
30 - 8
ENGINE SELECTION
Total dynamic head (A), total flow requirement (B), and
pump efficiency (C) are used on line 4 to determine the
total power required to pump water (D) in the system.
In addition to pumping water, engine power may be
used to drive auxiliary equipment, such as an alternator
generating electricity for center pivot tower drive motors. Some center pivots employ hydraulic motors on
the towers and an engine-driven auxiliary hydraulic
pump to power the motors. The system manufacturer
or designer should provide the continuous power requirement figure for the auxiliary alternator or hydraulic
pump. This is the power figure to be placed on line 5.a
(E). In a case where this power figure is not available,
a factor of 1.3 times the kW rating of the alternator might
be used as a power requirement allowance. As an example, a 12 kW alternator may require approximately
16 continuous HP from the power unit for center pivot
applications.
Power required for other accessories that might be driven by the power unit, but not included in the manufacturer's rating, should be placed on line 5.b (F).
The performance data on John Deere Engine Performance Curves are measured at ambient conditions as
specified in standards listed on performance curve
graph pages. A list of standard test conditions used to
determine performance curve engine power and derating factors for operation under other conditions can be
found in the POWERTECH Engine Performance Curves
manual (DSEG13), Introduction Section (DSEG1302).
The continuous power required for irrigation applications should be adjusted for altitude (operating elevation) and temperature (maximum expected operating
temperature) using the percent of power decrease information included in this section.
Whenever altitude or maximum expected operating
temperature exceed standard condition values, this information is entered on line 5.c. to determine the appropriate correction factor (G) for altitude and (H) for
temperature. The total altitude and temperature correction (J) is the sum of altitude (G) and temperature (H)
correction factors. This total correction (J) is added to
(E) and (F) to give a total of Other Power Consuming
Considerations on line 5.d (K).
6 before matching a power unit to the application. Care

should be taken that the engine continuous limit performance curves are used when selecting an engine for irrigation applications.
Note:
EXAMPLE IRRIGATION APPLICATION

Data from an actual irrigation system is presented in Exhibit III, and an example worksheet, Exhibit IV, has been
filled out using this information. In the following discussion of the worksheet items, reference is made to the
line on the example specification sheet (Exhibit III) from
which the data is taken.
Exhibit IV -- Worksheet
Item
1.a. The 45 psi requirement at the pivot (Line 1, Exhibit III) is converted to 104 ft of head (45 x 2.31 =
104 ft).
1.b
No main line is used in this example.
1.c
Supply line diameter and gage (Line 4, Exhibit III)

determine the column in Exhibit VI to use in finding the appropriate frictional loss factor. The row
is established by total flow (Line 2, Exhibit III).
The flow rate in Exhibit VI closest to the prescribed 800 gpm is 800 gpm. Reading across the
800 gpm row to the 12 gage, 10" pipe column, a
loss factor of 0.464 ft per 100 foot length of pipe
is found. Applying the loss factor to the 1360 foot
supply line length (Line 4, Exhibit III), the supply
line head loss is found to be
1360 x (0.464100) = 6.3 ft.
1.d
The loss factor for the column pipe is found in the

same way as the factor for the supply line. In this
case, we have a 12", 12 gage, steel pipe, 118 ft.
in length (Line 7, Exhibit III). Frictional head loss
for the column pipe is 118 x (0.187100) = 0.2 ft.
1.e
The 14-foot difference in height from gearhead to

pivot is entered directly from the specification
sheet (Line 5, Exhibit III).
The total application engine power requirement for the

system is (D) + (K) on line 6. This power figure is used
to match a proper power unit to the application when the
engine is heat exchanger cooled.
For radiator and fan cooled power units, the fan power
for the desired engine rpm is added to the power on line
Preliminary engine selection for radiator and

fan cooled applications can be made by subtracting 5% from the engine continuous limit rating to match with the total engine power
requirement on line 6. This can be adjusted to
actual fan power when the engine selection is
made to confirm a good continuous limit match
has been established.
30 - 9
July 1997
ENGINE SELECTION
Naturally Aspirated Engine Calcuation
Exhibit IV -- Worksheet (continued)

Item
1.f The 118 foot depth of the water source below the
gearhead is also entered directly from the specification sheet (Line 6, Exhibit III).
1.g
The total effect on head requirements of all valves

and fittings is found to be 5.99 ft. (Line 14, Exhibit
III). Exhibit V gives equivalent feet of steel pipe
for various fittings. These are equivalent feet of
pipe figures used on Exhibit III. This figure is
rounded to 6.0 ft. and entered on the worksheet.
The temperature correction factor (H) for a naturally apsirated engine would be [(130-77) 10] x
(1.5 100) = 0.0795 (use 0.08).
Using correction factors (G) and (H) in the total
correction equation, an additional =6.99 hp (use
7 hp) (J) must be allowed for a naturally aspirated
engine.
Turbocharged Engine Calcuation

The temperature correction factor (H) for a turbocharged (also turbocharged and aftercooled)
would be:
1.h
The sum of 1.a through 1.g gives a total dynamic

head of 248.5 ft (A).
The total system flow requirement of 800 gpm

(Line 2, Exhibit III) is entered here (B).
The combined pump and gearhead efficiency of

78% (Line 8, Exhibit III) is converted to its decimal
equivalent, (78 100) = .78 (C).
Total power required to pump water (D) is found

by multiplying total dynamic head (A) by total flow
requirements (B) and dividing by pump efficiency
(C) and the constant 3960. For the example,
(248.5 x 800) (.78 x 3960) = 64.4 hp is required
to pump water in the system.
5.d
Average continuous power of 16 hp (Line 11, Exhibit III) is required to run the auxiliary alternator
(E).
5.a
5.b
There are no other power consuming accessories

in this example (F).
5.c
See POWERTECH Engine Performance Curves

manual
(DSEG13),
Introduction
Section
(DSEG1302) for altitude and ambient temperature correction information.
Because of the low elevation (360 ft), no altitude
correction is required for either a naturally aspirated or a turbocharged engine in this application.
The altitude correction factor (G) becomes zero
for this example. A temperature correction needs
to be made since operating temperature exceeds
77F. (25 C).
July 1997
[(130-77) 10] x (0.5 100) = 0.0265 (use 0.03)

using correction factors (G) and (H) in the total
correction equation, an additional [(64.4 + 16 + 0)
x (0 + 0.03)] [1 - (0 + 0.03)] =2.49 hp (use 3 hp)
(J) must be allowed for a turbocharged engine.
The sum of lines 5.a through 5.c (K) for a naturally
aspirated engine is 16 + 0 + 7 = 23 hp
The sum of lines 5.a through 5.c (K) for a turbocharged (also turbocharged and aftercooled) engine is 16 + 0 + 3 = 19 hp.
Total engine power required (without engine cooling fan) is:
Naturally aspirated engine
64.4 + 23 = 87.4 hp
87.4 hp exceeds the 76 hp continuous limit for the
4045DF150 (See Performance Curves) making
the 4045TF150 engine a good choice for this application.
Turbocharged engine
64.4 + 19 = 83.4 hp
Note:
30 - 10
Line 13, Exhibit III specifies this application will

be equipped with a fan and radiator for cooling.
ENGINE SELECTION
Fan power must be added when the engine is radiator
cooled. The recommended John Deere suction fan requires 2-4 hp in the 1760-2350 engine rpm operating
range (1950-2600 fan rpm using a 1.11:1 fan drive ratio). Use 4 hp.
This results in total engine power with Fan:
83.4 + 4 = 87.4 (use 88 hp)
This falls within the continuous limit (See Engine Performance Curves) for the 4045TF150 engine (115 hp Intermittent @ 2500 rpm) when operating at 1936 (11:10
gearhead ratio) or higher engine rpm.
Operating the engine at 1936 rpm will provide better fuel
economy compared to operating at 2112 rpm (6:5 gearhead ratio), 2200 rpm (5:4 gearhead ratio) or 2347 rpm
(4:3 gearhead ratio).
30 - 11
July 1997
ENGINE SELECTION
Exhibit V
FRICTION LOSS IN FITTINGS
Friction Loss in Terms of Equivalent Length of Steel Pipe* of Same Diameter

Inside Pipe Diameter (Inches)
4
10
12
feet
feet
feet
feet
feet
feet
45 Degree Elbow
10
12.5
15
Long Sweep Elbow
11
14
17
20
Standard Elbow
11
13
16
20
25
32
Close Return Bend
24
30
36
50
61
72
Gate Valve (Open)
3.5
4.5
5.5
Gate Valve (Half Open)
65
81
100
130
160
195
Check Valve
100
110
30
40
45
35
50
60
Electric Shutoff Valve
*Friction Loss Factors for Steel Pipe are presented in Exhibit VI
July 1997
30 - 12
ENGINE SELECTION
EXHIBIT VI
FRICTION LOSS IN FEET PER 100 FEET IN MAIN LINES OF WELDED STEEL PIPE (OUTSIDE DIAMETER) 15 YEARS OLD
Based on Scobey's Formula (K = .36)
Flow
(Gal.
per
Min.)
16
4-Inch
14
12
Gage
Gage
Gage
Gage
Gage
Gage
Gage
Gage
Gage
Gage
Gage
Gage
Gage
200
250
3.04
4.79
3.17
5.01
3.44
5.43
1.04
1.59
1.10
1.69
.407
.643
.429
.678
.191
.292
.200
.306
.096
.152
.100
.159
.050
.052
300
350
400
6.74
8.99
11.5
7.04
9.41
12.1
7.63
10.2
13.1
2.25
3.01
3.88
2.39
3.23
4.12
.903
1.21
1.55
.953
1.27
1.63
.414
.555
.714
.432
.579
.746
.215
.287
.369
.223
.297
.381
.070
.095
.120
450
500
600
14.4
17.6
15.3
18.6
16.3
19.9
4.85
5.93
8.38
5.16
6.30
8.91
1.94
2.36
3.39
2.04
2.49
3.57
.894
1.09
1.54
.934
1.14
1.61
.458
.559
.801
.476
.580
.834
11.2
14.5
11.9
15.4
4.51
5.79
7.28
4.76
6.10
7.68
2.07
2.67
3.34
2.16
2.79
3.48
1.07
1.37
1.73
8.90
12.5
9.38
13.2
4.08
5.76
7.73
4.26
6.02
8.07
9.96
10.4
700
800
900
5-Inch
14
12
1000
1200
1400
6-Inch
14
12
1600
1800
2000
Flow
(Gal.
per
Min.)
Gage
Gage
600
.026
.026
700
800
900
.035
.045
.056
1000
1200
1400
16-Inch
14
12
18-Inch
14
12
20-Inch
14
12
Gage
Gage
.035
.045
.057
.019
.025
.031
.020
.025
.032
.018
.019
.068
.096
.129
.069
.098
.132
.038
.054
.072
.039
.055
.073
.023
.032
.043
1600
1800
2000
.166
.208
.254
.170
.212
.259
.093
.116
.142
.094
.118
.144
2500
3000
4000
.389
.550
.950
.396
.560
.967
.217
.306
.529
.220
.312
.538
Gage
Gage
14
7-Inch
12
22-Inch
14
12
8-Inch
14
12
12-Inch
12
10
Gage
Gage
.072
.097
.124
.050
.051
.150
.183
.263
.155
.189
.271
.063
.076
.108
1.11
1.42
1.79
.352
.450
.573
.361
.464
.584
2.11
3.04
3.98
2.18
3.07
4.14
.694
.977
1.30
5.13
6.43
7.86
5.33
6.66
8.18
1.68
2.12
2.62
24-Inch
14
12
Gage
Gage
Gage
Gage
.023
.032
.043
.020
.027
.020
.027
.017
.018
.055
.069
.084
.056
.070
.085
.034
.043
.052
.035
.044
.053
.022
.028
.034
.129
.182
.314
.131
.185
.319
.080
.113
.196
.081
.115
.199
.052
.074
.127
30 - 13
10-Inch
14
12
26-Inch
14
12
14-Inch
12
10
Gage
Gage
.064
.078
.111
.029
.035
.050
.030
.036
.051
.145
.187
.234
.149
.191
.239
.067
.087
.108
.069
.089
.111
.712
1.00
1.35
.285
.403
.541
.292
.414
.554
.132
.187
.251
.135
.191
.256
1.74
2.17
2.65
.697
.817
1.06
.714
.894
1.09
.323
.404
.494
.330
.413
.505
28-Inch
14
12
Gage
Gage
Gage
Gage
.023
.028
.035
.015
.019
.023
.015
.019
.023
.016
.016
.053
.075
.129
.035
.050
.086
.036
.050
.087
.024
.034
.060
.025
.035
.060
30-Inch
14
12
Gage
Gage
.017
.025
.042
.018
.025
.043
July 1997
ENGINE SELECTION
EXHIBIT VII
FRICTION LOSS IN FEET PER 100 FEET IN PVC PLASTIC IRRIGATION PIPE
Flow
(Gal.
4-Inch
per SDR 41 SDR 32.5 50' Head
Min.) 100 PSI 125 PSI
22 PSI
6-Inch
8-Inch
SDR 81
50 PSI
SDR 51
80 PSI
SDR 41
100 PSI
SDR 32.5
25 PSI
DAZOC
50' Head
22 PSI
SDR 81
50 PSI
SDR 51
80 PSI
SDR 41
100 PSI
SDR 32.5
25 PSI DAZOC
200
250
300
350
2.30
3.48
4.88
6.49
2.45
3.70
5.19
6.91
.294
.444
.622
.828
.297
.448
.629
.836
.319
.482
.675
.899
.335
.506
.710
.944
.358
.542
.759
1.01
.358
.542
.759
1.01
.072
.110
.154
.204
.074
.112
.158
.210
.080
.121
.169
.225
.084
.127
.178
.237
.090
.135
.190
.253
.084
.127
.178
.237
400
450
500
8.31
10.3
12.6
8.84
11.0
13.4
1.06
1.32
1.60
1.07
1.33
1.62
1.15
1.43
1.74
1.21
1.50
1.83
1.29
1.61
1.96
1.29
1.61
1.96
.262
.325
.395
.268
.334
.406
.289
.359
.436
.303
.377
.459
.324
.402
.489
.303
.377
.459
600
700
800
2.25
2.99
3.83
2.27
3.02
3.87
2.44
3.24
4.15
2.56
3.41
4.37
2.74
3.65
4.67
2.74
3.65
4.67
.544
.737
.944
.569
.757
.969
.612
.814
1.04
.643
.855
1.10
.686
.912
1.17
.643
.855
1.10
900
1000
1200
4.76
5.79
8.11
4.81
5.84
8.19
5.17
6.28
8.80
5.43
6.60
9.25
5.81
7.06
9.89
5.81
7.06
9.89
1.17
1.43
2.00
1.20
1.46
2.05
1.30
1.57
2.21
1.36
1.66
2.32
1.45
1.77
2.47
1.36
1.66
2.32
2.66
3.41
4.24
5.15
2.73
3.50
4.35
5.29
2.94
3.76
4.68
5.69
3.09
3.95
4.92
5.98
3.29
4.22
5.24
6.37
3.09
3.95
4.92
5.98
1400
1600
1800
2000
Flow
(Gal.
10-Inch
per 50' Head SDR 81 SDR 51 SDR 41SDR32.5
Min.) 22 PSI 50 PSI 80 PSI 100 PSI 125 PSI
12-Inch
DAZOC
15-Inch
50' Head SDR 81 SDR 51 SDR 41 SDR32.5

22 PSI 50 PSI 80 PSI 100 PSI 125 PSI
DAZOC
50' Head SDR 81 SDR 51 SDR 41

22 PSI 50 PSI 80 PSI 100 PSI
250 .037
300 .052
350 .069
.038
.053
.071
.041
.057
.076
.043
.060
.080
.046
.064
.085
.042
.058
.078
.028
.029
.031
.033
.035
.031
400 .088
450 .110
500 .134
.091
.113
.137
.097
.121
.147
.102
.127
.155
.109
.136
.165
.099
.124
.150
.036
.045
.055
.037
.046
.056
.040
.050
.061
.042
.052
.064
.045
.056
.068
.040
.050
.061
.019
.019
.020
.022
600 .187
700 .249
800 .319
.192
.255
.327
.206
.275
.352
.217
.289
.370
.232
.308
.394
.211
.280
.359
.077
.103
.131
.079
.105
.135
.085
.113
.145
.089
.119
.152
.095
.127
.162
.085
.113
.145
.026
.035
.044
.027
.036
.045
.029
.038
.049
.030
.040
.051
900 .397
1000 .482
1200 .676
.407
.494
.693
.438
.532
.745
.460
.559
.784
.491
.596
.836
.446
.543
.760
.163
.199
.278
.167
.204
.285
.180
.219
.307
.189
.230
.322
.202
.246
.344
.180
.219
.307
.055
.067
.094
.057
.069
.096
.061
.074
.104
.064
.078
.109
1400 .899
1600 1.15
1800 1.43
.922
1.18
1.47
.992
1.27
1.58
1.04
1.33
1.66
1.11
1.42
1.77
1.01
1.30
1.61
.370
.474
.590
.380
.486
.605
.408
.523
.651
.429
.549
.683
.458
.587
.730
.408
.523
.651
.125
.160
.199
.128
.164
.204
.138
.177
.220
.145
.185
.231
2000
2500
3000
4000
1.78
2.70
3.78
6.44
1.92
2.90
4.07
6.93
2.02
3.05
4.28
7.29
2.15
3.25
4.56
7.77
1.96
2.96
4.15
7.07
.717
1.08
1.52
2.59
.735
1.11
1.56
2.65
.791
1.20
1.68
2.85
.830
1.26
1.76
3.00
.887
1.34
1.88
3.20
.791
1.20
1.68
2.85
.242
.366
.513
.874
.248
.375
.526
.896
.267
.404
.566
.964
.280
.424
.594
1.01
1.74
2.63
3.69
6.28
July 1997
30 - 14
ENGINE SELECTION
EXHIBIT VIII
Friction Loss in Feet per 100 Feet of Main Line
for Portable Aluminum Pipe with Couplings*
Based on Scobeys Formula (K=.40) and 30-Ft. Pipe Lengths**
Flow
(Gal.
Per
Min.)
3-in. OD
2.194 ID
4-in. OD
3.906 ID
5-in. OD
4.896 ID
6-in. OD
5.884 ID
7-in. OD
6.872 ID
200
220
240
14.01
16.79
19.81
3.333
3.996
4.713
1.102
1.321
1.558
.448
.537
.633
.209
.251
.296
260
280
300
23.06
26.55
30.27
5.488
6.316
7.203
1.814
2.089
2.381
.737
.849
.967
.344
.397
.452
.235
320
340
360
34.22
38.39
42.80
8.142
9.137
10.18
2.692
3.020
3.366
1.094
1.227
1.368
.511
.573
.639
.265
.298
.332
380
400
420
47.43
52.28
11.29
12.44
13.65
3.731
4.113
4.513
1.516
1.671
1.833
.708
.781
.857
.368
.399
.445
.136
.149
440
460
480
14.57
16.23
17.59
4.930
5.364
5.815
1.988
2.179
2.363
.936
1.019
1.104
.486
.529
.573
.163
.177
.192
500
550
600
19.01
22.79
26.88
6.284
7.532
8.886
2.554
3.060
3.611
1.193
1.430
1.687
.620
.742
.876
.208
.249
.294
650
700
750
31.30
36.03
41.08
10.35
11.91
13.58
4.204
4.839
5.517
1.965
2.262
2.520
1.020
1.174
1.339
.342
.394
.449
800
850
900
15.35
17.22
19.20
6.237
6.999
7.801
2.915
3.271
3.646
1.513
1.698
1.893
.507
.569
.635
950
1000
1100
21.28
23.45
28.11
8.645
9.530
11.42
4.041
4.454
5.338
2.097
2.312
2.771
.703
.775
.929
1200
1300
1400
31.75
13.58
15.69
18.06
6.298
7.333
8.441
3.269
3.806
4.382
1.096
1.277
1.470
20.59
23.28
26.12
9.264
10.88
12.21
4.996
5.648
6.337
1.675
1.894
2.125
13.61
15.08
16.62
7.064
7.829
8.630
2.369
2.625
2.894
1500
1600
1700
1800
1900
2000
8-in. OD
7.856 ID
10-in. OD
9.818 ID
*From Engineering Handbook. Chapter 11, Section 15, Irrigation, Soil Conservation Service.
**Note:Where 20-ft. sections of pipe are used, increase values shown in the table by 7.0%.
Where 40-ft. sections of pipe are used, decrease values shown in the table by 3.0%.
30 - 15
July 1997
ENGINE SELECTION
EXHIBIT IX
Friction loss in feet per 100 feet in asbestos cement class 150-pressure pipe
Flow
(Gal.
Per
Min.)
------------------------------------------------ Nominal pipe diameter in inches -----------------------4

6
8
10
12
I.D. = 3.95
I.D. = 5.85
200
220
240
2.53
3.03
3.56
0.372
.447
.525
260
280
300
4.16
4.77
5.44
.611
.705
.803
320
340
360
6.16
6.91
7.70
.910
1.02
1.14
380
400
420
8.54
9.40
10.3
1.26
1.39
1.52
0.324
.355
440
460
480
11.3
12.3
13.3
1.66
1.81
1.96
.389
.423
.458
500
550
600
14.4
17.2
20.3
2.12
2.55
2.99
.495
.594
.701
0.214
650
700
750
23.7
27.3
31.1
3.49
4.02
4.57
.818
.935
1.07
.249
.287
.328
800
850
900
5.18
5.81
6.46
1.21
1.36
1.51
.370
.415
.464
0.152
.170
.190
950
1000
1100
7.17
7.91
9.45
1.68
1.85
2.21
.511
.564
.675
.210
.232
.278
1200
1300
1400
11.2
13.0
15.0
2.62
3.04
3.50
.800
.932
1.07
.328
.384
.438
1500
1600
1700
17.1
19.3
3.99
4.52
5.06
1.22
1.38
1.55
.502
.566
.637
1800
1900
2000
5.67
6.26
6.90
1.73
1.91
2.11
.710
.787
.864
2200
2400
2600
8.27
9.75
11.4
2.53
2.98
3.47
1.04
1.23
1.43
2800
3000
13.1
14.9
4.00
4.56
1.64
1.87
July 1997
I.D. = 7.85
30 - 16
I.D. = 10.00
I.D. = 12.00
ENGINE SELECTION
EXHIBIT X
COMMON GEARHEAD RATIOS
(With 1760 Pump RPM)
Engine Rpm
Gearhead Ratio
1467
5:6
1760
1:1
1936
11:10
30 - 17
2112
6:5
2200
5:4
2347
4:3
July 1997
SECTION CONTENTS
Mounting of Engine
Contents/Notes
Page
Basic Mounting System Requirements ............................................................................................................... 1

Shock Loading..................................................................................................................................................... 1
Engine Vibration .................................................................................................................................................. 1
Vibration Modes .................................................................................................................................................. 2
Engine Roll ................................................................................................................................................... 2
Four-cylinder Engines ................................................................................................................................... 2
Three-cylinder Engines ................................................................................................................................. 2
Solid Engine Mounts ........................................................................................................................................... 2
Applying Soft Engine Mounts to Control Vibration .............................................................................................. 3
Mounting System Layout..................................................................................................................................... 4
Focused Mounts ........................................................................................................................................... 4
Selecting Mounts for Vibration Isolation .............................................................................................................. 5
Computer Analysis Method ........................................................................................................................... 5
Static Deflection Method ............................................................................................................................... 5
Determining Static Load ............................................................................................................................... 6
Bending Moment (Without Tail Support) ....................................................................................................... 7
Adding a Transmission Tail Support.............................................................................................................. 7
Determining Torque Reaction ....................................................................................................................... 7
Tables
Center of Gravity / Principle Moments of Inertia (POWERTECH Engines) ...................................................... 8
Center of Gravity / Principle Moments of Inertia ........................................................................................... 9
.............................................................................................................................................................................
.............................................................................................................................................................................
.............................................................................................................................................................................
.............................................................................................................................................................................
DSEG0140
July 1997
MOUNTING OF ENGINE
BASIC MOUNTING SYSTEM
REQUIREMENTS
SHOCK LOADING
There are two basic types of engine mount systems,

solid and flexible. Either type must provide the following
basic functions:
The engine mounts and/or attaching structure must

support the engine and maintain alignment with
driven components during all operating conditions,
including shock loading.
The degree and direction of shock loading the engine

mounts will have to withstand depends on the application. In applications such as crawlers and articulated
loaders, heavy shock loading can occur in the fore and
aft and side to side directions due to loading and steering impact. Shock loading is usually expressed as the
maximum expected acceleration level in Gs. For the
applications listed, the following G values are typical:
Gs
Engine movement due to torque reaction or shock

loading must be limited so that engine mounted
components do not collide with surrounding chassis
mounted components.
Stationary applications such as permanently installed Gen-Sets
Smooth pavement, low speed applications

such as fork lifts, aircraft tows, etc.
On Highway vehicles and portable equipment that is transported on highway
Off Highway vehicles and portable equipment that is transported off road
Medium impact industrial applications such

as scrapers, backhoes, etc.
10
High impact industrial applications such as

crawlers, loaders, forestry equipment, etc.
The engine and transmission must be mounted so

that the bending moment at the rear of the block,
under shock load conditions, does not exceed the
maximum allowable value given on the engine data
sheet.
The mounting system must be constructed so that
equipment frame deflections do not transmit excessive loads to the engine.
The engine must be mounted so that the off-level
guidelines listed on the engine data sheet are not
exceeded.
Application
ENGINE VIBRATION
In a 4-cycle diesel engine, each cylinder goes through a
combustion cycle once every two revolutions. The forces generated by combustion, and the inertia forces from
acceleration and deceleration of reciprocating parts,
cause the engine to vibrate over a wide frequency
range, from 10 Hz (cycles per second) to 10,000 Hz and
above.
Higher frequency vibration (above 200 Hz) is usually
perceived as noise. It can be transmitted through the
air, or through the frame to the operator.
Lower frequency vibration (below 200 Hz), caused by
inertia forces and torque reaction, will not usually be
perceived as noise. However, it can be transmitted to
the rest of the machine through the frame, causing irritation to the operator, or in extreme cases, fatigue failures of engine or chassis mounted accessories.
40 - 1
July 1997
MOUNTING OF ENGINE
VIBRATION MODES
THREE-CYLINDER ENGINES
Any solid object can vibrate in six modes with respect to

its center of gravity. Three are shaking modes; vertical,
horizontal, and axial. The other three are rotating
modes; pitch, yaw, and roll. For each rotating mode, the
object will tend to move around the axis where the moment of inertia is lowest. The location of these axis for a
typical engine / transmission assembly is shown in figure 40-1. Most diesel engine vibration can be separated
into pitch, yaw, roll, and vertical shaking.
3-cylinder engines present unique vibration concerns

because of their predominant pitching (rocking) mode
of vibration which occurs at a frequency equal to engine
rpm. The magnitude of this vibration goes up with
speed. This mode cannot be eliminated with conventional balancer shafts. It can only be redirected into a
combination of pitch and yaw by using external counterweights. Because of this, special care needs to be taken
in mounting 3-cylinder engines.
Consult a reputable engine mount manufacturer when
designing a soft mounting system for a 3-cylinder application.
YAW
COMBINED
CENTER OF GRAVITY
ROLL
SOLID ENGINE MOUNTS

Solid engine mounts are sometimes used in applications where the movement of a soft-mounted engine is
not acceptable, or where the engine is a structural part
of the machine. Solid mounts can be very difficult to apply successfully. On mobile applications, they can subject the engine to severe stress due to frame deflections
and equipment shock. They do nothing to protect the
equipment or operator from engine vibrations.
PITCH
ENGINE
CENTER OF GRAVITY
TRANSMISSION
CENTER OF GRAVITY
Figure 40-1, Engine Vibration Modes
ENGINE ROLL, ALL ENGINES

All engines vibrate in the roll mode. Roll is driven by
the individual cylinder firing pulses. This is the only significant source of low frequency vibration on 6-cylinder
engines, and is not usually severe.
If solid engine mounts must be used, calculate bending

moment at the rear of the block using the same method
used for soft mounts without tail support (see page
40-7). If the bending moment is too high, or vibration is
a concern, soft mounts should be considered.
FOUR-CYLINDER ENGINES
In addition to firing roll, 4-cylinder engines have an inherent vertical shaking force caused by piston and rod
motion at a frequency equal to two times engine rpm.
The magnitude of this force goes up with speed. This is
what causes an objectionable level of vibration in some
4-cylinder engines. On John Deere 4-cylinder engines
this vibration mode is virtually eliminated with the use of
counter-rotating integral balancer shafts. With balancer
shafts, John Deere 4-cylinder engines operate almost
as smoothly as a 6-cylinder engine.
July 1997
40 - 2
MOUNTING OF ENGINE
APPLYING SOFT ENGINE MOUNTS TO
CONTROL VIBRATION
The rubber element should be slightly under compression when installed. Small surface cracks will
quickly propagate if the surface is under tension.
The combination of static weight and torque reaction force on the rubber mount must not exceed the
mount suppliers maximum rating for static load plus
torque. Published ratings may or may not include
an allowance for torque. Check with your mount
supplier.
The radiator should be isolated separately from the

engine.
If the air cleaner is mounted separately, special attention should be placed on the design of the flexible connector, to assure that leaks do not occur
between the engine and air cleaner.
Separate muffler mounting should be considered.

Engine mounted mufflers (and possibly air cleaners) will require additional bracing.
Manufacturers of rubber engine mounts are excellent

sources of engine mount design advice. Most major
equipment manufacturers consult with them, and they
are usually very willing to work with smaller manufacturers. Some general considerations in soft mount design
are listed below:
High vibration amplitudes will sometimes occur during start-up and shutdown as the engine mounts
pass through a resonant condition. Adequate flexibility must be designed into intake and exhaust piping, throttle linkage, etc. Extra clearance may be
needed in the fan shroud.
Rubber mounts should be designed in such a way

that even if the rubber were completely deteriorated, due to fire or other causes, the metal portions of
the mount would continue to hold the engine in position (See figure 40-2).
Intake and exhaust piping, throttle linkage, hoses,

etc. should be no more than 1/10 as stiff as the engine mounts in the direction of engine movement.
Otherwise those connections may interfere with the
operation of the mounting system.
Rubber mounts on the flywheel housing should be

as close as possible to the housing, but no further
than 4 inches (100 mm) away, as shown in figure
40-2, to avoid overstressing the housing, and to limit roll frequency.
The mounting brackets and supporting structure of

the vehicle frame should be at least 10 times stiffer
than the rubber mount in order for the system to
function properly.
Rubber mounts should be designed so that metal

spacers take up bolt tension and control preload on
the rubber element (See figure 40-2).
The washers used to compress the rubber elements should overlap the area that they cover so
that no sharp edges contact the rubber (See figure
40-2).
40 - 3
July 1997
4 INCH
(100mm)
MAX
Figure 40-2, Engine mount configuration
Soft engine mounts are frequently used to help isolate

the machine and operator from engine vibration and
noise. Most soft mounts are made out of natural rubber
or neoprene, although other elastomers are occasionally used.
MOUNTING OF ENGINE
MOUNTING SYSTEM LAYOUT
FOCUSED MOUNTS
Most soft mounting systems used on industrial engines

are either 3-point or 4-point mounts as shown below.
Some automotive applications use focused mounts.

Focused mounts are angled toward a point slightly
above the roll axis as shown below, or in both planes toward a point near the combined center of gravity of the
engine and transmission. The purpose of a focused
mounting system is to enable the use of a mount which
is very compliant in the radial direction, but very stiff in
the axial direction. This provides for good isolation in the
roll mode, while maintaining good control of engine
movement due to shock loading. Focused mounts are
typical on passenger cars. They are less common in industrial applications.
optional
tail support
Single mount
Dual mounts
center of roll axis
Figure 40-3, 3-point mounting system
Figure 40-5, Focused flywheel housing mounts
optional
tail support
Dual mounts front and rear
Figure 40-4, 4-point mounting system
A 4-point mounting system consists of two mounts at

the front, and two at the rear of the engine. With a three
point system, the two front mounts are replaced with
one larger mount centered under the front of the engine.
An optional tail support under the end of the transmission or driven device is sometimes needed with either
type of system to limit the bending moment on the end
of the cylinder block.
A 3-point mounting system is sometimes preferred to
limit loads transmitted to the engine block through flexing of the vehicle frame.
Sometimes 4-point mounts are preferred because they
can be easier to adapt to rail type frames, and they do
a better job of limiting engine movement when frame
flexing is not a consideration.
July 1997
40 - 4
MOUNTING OF ENGINE
SELECTING MOUNTS FOR VIBRATION
ISOLATION
To select mounts using the static deflection method,

use the following steps:
Any system consisting of a weight supported on a

spring has a natural frequency at which it will vibrate if
disturbed. An engine supported on multiple rubber
mounts has several natural frequencies in various
modes (pitch, yaw, etc.). If any of the mounting system
natural frequencies are near the engine driving frequencies (i.e. firing frequency for the roll mode), engine vibration will be amplified. This can result in damage to
engine components, chassis and mounts. When designing a mounting system, it is important that no
mounting system natural frequencies coincide with corresponding engine driving frequencies in the normal operating range.
In general, mounting system natural frequencies should
be well below the corresponding engine driving frequencies to provide good isolation from engine vibrations.
COMPUTER ANALYSIS METHOD

For 3-cylinder diesels, or for applications with focused
mounting systems, a computer analysis should be performed to determine natural frequencies of the mounting system in each mode (pitch, yaw, etc.). Most engine
mount suppliers can perform this service.
Tables on page 40-8 provides engine weight, center of
gravity, and moment of inertia data needed to perform
engine mounting system analyses.
STATIC DEFLECTION METHOD

With 6-cylinder engines, or John Deere 4-cylinder engines with integral balancer shafts, a computer analysis
is not always required. For industrial applications with a
basic 3 or 4-point mounting system, a simple static deflection method to select mounts may produce adequate isolation.
This method requires no special knowledge of vibration,
and if followed, it will produce a mounting system with a
natural frequency of 10-12 Hz in the vertical shaking
mode. Since the driving frequencies produced by 4 and
6-cylinder engines are generally in the 25-125 Hz
range, this can provide adequate isolation in many applications.
1. Estimate a basic mounting system layout based on

frame and engine design, shock load conditions,
transmission size and weight, etc.
2. Determine the static weight to be carried by each
mount.
3. Select mounts for all locations that provide 0.060 to
0.100 in. (1.5-2.5 mm) deflection under the static
weight. Loads due to static weight must be within
the engine mount manufacturer's static load rating.
4. Determine the bending moment at the rear of the
cylinder block due to engine and transmission
weight (see page 40-7).
5. Make sure that the bending moment, multiplied by
the appropriate G factor for your application, does
not exceed the maximum allowable moment listed
on the back of the engine data sheet.
6. If the bending moment at the rear of the cylinder
block is too high, add a tail support as needed and
start again at step 2.
7. Determine the torque reaction at each mount (see
page 40-7).
8. Multiply the loads due to static weight determined in
step 2 by the appropriate G factor for your application. Make sure that this total plus torque reaction
does not exceed the supplier's dynamic load rating
for the mount selected. If the supplier has not published a dynamic load rating, make sure that the
load due to static weight does not exceed the supplier's static load rating for your specific type of
equipment. Contact your mount supplier for assistance, if needed.
9. Make sure that the mount material selected will provide adequate life in the environment of your application.
10. Check actual mount deflection on the finished installation, to confirm that all mounts are within 0.060
to 0.10 in. (1.5-2.5 mm) static deflection.
11. Check vibration level on a finished prototype. The
static deflection method is only an estimate. If vibration problems are encountered on the finished unit,
particularly in the roll or pitch mode, a complete sixmode vibration study should be performed by the
mount supplier.
40 - 5
July 1997
MOUNTING OF ENGINE
DETERMINING STATIC LOAD
The static loads R1 and R2 as shown in figure 40-6, can be determined from the following formulas:
First, assume R3 equals zero, for no tail support, then:
R2 = [ (We x A) + (Wt x D) ] C
R1 = We + Wt - R2
For a 3-point mounting system, the load on the front mount will be equal to R1, and the load on each rear mount will
be equal to 1/2 of R2.
A 4-point mounting system is similar, except the load on each front mount will be equal to 1/2 of R1.
Select mounts for all locations that provide 0.060" to 0.100" (1.5-2.5 mm) deflection under the static load. This will
provide a first natural frequency in the vertical shaking mode of 10-12 Hz.
Engine weight
We
Transmission weight
Wt
C
D
E
R1
R2
R3
Figure 40-6, Static loads and moments
July 1997
40 - 6
MOUNTING OF ENGINE
BENDING MOMENT
(WITHOUT TAIL SUPPORT)
DETERMINING TORQUE REACTION
The bending moment at the rear of the block (Mx) without tail support can be determined from the following
formula:
With a 3-point mounting system, and most 4-point systems, most of the torque reaction will be taken up by the
flywheel housing mounts.
Mx = (R2 x F) - (Wt x H)
The bending moment, multiplied by the appropriate G

factor for your application, must not exceed the maximum allowable moment listed on the back of the engine
data sheet. If it does, a transmission tail support must
be specified.
ADDING A TRANSMISSION TAIL SUPPORT

Figure 40-7, Torque reaction
If a transmission tail support is needed, select a mount

which will support just enough weight to alleviate the
bending moment. If too much load is carried by the tail
support, it will make the bending moment at the rear of
the block worse.
Torque reaction force can be determined by the following formula:

TORQUE REACTION = (PEAK ENGINE TORQUE) W
As an initial estimate, select a mount which will support

a weight approximately equal to Mx / K at 0.060 in. to
0.100 in. (1.5-2.5 mm) static deflection.
After selecting a tail support, determine from the mount
supplier exactly what load it will carry at the same deflection as the other mounts (0.060 to 0.100 in. (1.5-2.5
mm) ). Use this predetermined value for R3. Then determine R1 and R2 and Mx from the following formulas:
R2 = [ (We x A) + (Wt x D) - (R3 x E) ] C
R1 = We + Wt - R2 - R3
Multiply the loads due to static weight by the appropriate

G factor for your application. Make sure that this total
plus torque reaction does not exceed the supplier's dynamic load rating for the mounts selected.
If the supplier has not published a dynamic load rating,
make sure that the load due to static weight does not exceed the supplier's static load rating for your specific
type of equipment. Contact your mount supplier for assistance if needed.
Finally, make sure that the mount material selected will
provide adequate life in the environment of your application.
Mx = (R2 x F) + (R3 x K) - (Wt x H)
Confirm that the new bending moment at (Mx)the rear

of the block times the appropriate G factor is within required limits. Using the new values for R1 and R2, make
sure that static deflection is still in the 0.060 to 0.100 in.
(1.5-2.5 mm) range. If not, reselect mounts and start
over.
40 - 7
July 1997
MOUNTING OF ENGINE
CENTER OF GRAVITY -- POWERTECH ENGINES
CENTER OF GRAVITY - in. (mm)
ENGINE WEIGHT**
lb (kg)
ENGINE MODEL
X
RFOB*
3029DF120
7.8 (198)
0.3 (10)
4.9 (124)
696 (316)
3029DF160
7.8 (198)
0.3 (10)
4.9 (124)
698 (317)
3029TF120
7.9 (201)
0.1 (-3)
6.1 (155)
722 (328)
3029TF160
7.9 (201)
0.1 (-3)
6.1 (155)
724 (329)
4045DF150
9.3 (235)
0.3 (7)
5.7 (144)
851 (387)
4045TF150/250
10.6 (269)
-0.3 (-8)
5.9 (151)
872 (396)
6068DF150
17.7 (449)
-0.2 (-6)
5.9 (150)
1149 (522)
6068TF150/250
17.2 (438)
0.05 (1)
6.2 (157)
1172 (533)
Y
Right of Crank
Z
Above Crank
6081TF001
19.0 (482)
-0.9 (-22)
5.9 (150)
1618 (735)
6081AF001
19.2 (488)
-0.9 (-24)
5.7 (145)
1708 (776)
6081HF001
19.2 (488)
-0.3 (-8)
5.7 (145)
1752 (796)
6105AF001
21.3 (540)
0.5 (14)
8.7 (220)
2665 (1211)
6105HF001
21.5 (545)
0.6 (16)
8.6 (218)
2640 (1200)
6125AF001
21.3 (540)
0.5 (14)
8.7 (220)
2675 (1216)
6125HF001
21.5 (545)
0.6 (16)
8.6 (218)
2650 (1205)
PRINCIPLE MOMENTS OF INERTIA -- POWERTECH ENGINES

PRINCIPLE MOMENTS OF INERTIA
ROLL (Ixx)
ENGINE MODEL
lb-in.-S2
YAW (Izz)
kg-M2
lb-in.-S2
PITCH (Iyy)
kg-M2
lb-in.-S2
kg-M2
3029DF120
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
3029DF160
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
3029TF120
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
3029TF160
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
4045DF150
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
4045TF150/250
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6068DF150
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6068TF150/250
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6081TF001
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6081AF001
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6081HF001
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6105AF001
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6105HF001
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6125AF001
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6125HF001
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
* RFOB = Rear Face of Cylinder Block

** Engine weight includes base engine flywheel, flywheel housing and all electrics
N.A. - Not available
July 1997
40 - 8
MOUNTING OF ENGINE
CENTER OF GRAVITY
CENTER OF GRAVITY - in. (mm)
ENGINE MODEL
X
RFOB*
3179D
7.8 (198)
Y
Right of Crank
Z
Above Crank
-0.4 (-10)
ENGINE WEIGHT**
lb (kg)
4.9 (124)
710 (323)
3179T
7.9 (201)
-0.1 (-3)
6.1 (155)
725 (330)
4039D
10.4 (264)
-0.5 (-13)
5.2 (132)
929 (422)
4039T
10.2 (259)
-0.7 (-18)
5.4 (137)
962 (437)
4239A
N.A.
N.A.
N.A.
983 (447)
4045D
10.8 (274)
0.9 (23)
2.13 (54)
1043 (474)
4045T
10.5 (267)
0.5 (13)
4.3 (109)
1071 (487)
6059D
15.3 (389)
-0.3 (-7.6)
6.4 (162)
1140 (518)
6059T
15.6 (396)
-0.4 (-10.1)
6.5 (165)
1155 (525)
6359A
19.5 (495)
-1.9 (-48)
6.5 (165)
1365 (620)
6068D
15.1 (384)
0.2 (5.1)
6.2 (157)
1294 (588)
6068T
15.0 (381)
0.3 (7.6)
6.2 (157)
1324 (602)
6076T
16.4 (417)
-0.08 (-2)
5.8 (147)
1746 (794)
6076A
15.3 (389)
-0.1 (-2.5)
7.3 (185)
1829 (831)
6076H
16.4 (417)
-0.08 (-2)
5.8 (147)
1746 (794)
6619A
19.5 (495)
-0.5 (-13)
6.8 (173)
2440 (1109)

ROLL (Ixx)
ENGINE MODEL
lb-in.-S
YAW (Izz)
kg-M2
PITCH (Iyy)
lb-in.-S
kg-M2
lb-in.-S2
kg-M2
3179D
49.57
5.6
138.08
15.6
194.72
22
3179T
111.52
12.6
147.81
16.7
194.72
22
4039D
145.16
16.4
246.94
27.9
315.10
35.6
4039T
189.41
21.4
261.10
29.5
372.63
42.1
4239A
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
4045D
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
4045T
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6059D
215.08
24.3
497.43
56.2
600.10
67.8
6059T
229.24
25.9
506.28
57.2
601.87
68
6359A
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
6068D
365.55
41.3
594.79
67.2
739.94
83.6
6068T
386.79
43.7
626.65
70.8
750.56
84.8
6076T
362.89
41
811.64
91.7
964.76
109
6076A
400.07
45.2
852.35
96.3
1030.26
116.4
6076H
362.89
41
811.64
91.7
964.76
109
6619A
N.A.
N.A.
N.A.
N.A.
N.A.
N.A.
*RFOB = Rear Face of Cylinder Block

**Engine weight includes base engine flywheel, flywheel housing and all electrics
N.A. - Not available
40 - 9
July 1997
SECTION CONTENTS
Engine Noise
Contents/Notes
Page
Sound and Noise ................................................................................................................................................. 1

Noise Treatment - General .................................................................................................................................. 2
Noise Treatment - Specific .................................................................................................................................. 3
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DSEG0150
July 1997
ENGINE NOISE
SOUND AND NOISE
Sound Level - dB (A)
Sound consists of pressure waves traveling through the

air (or water, etc.). Sound pressure waves can be described by their frequency and amplitude. Noise is unwanted sound, usually consisting of many pressure
waves at different frequencies and amplitudes.
PAIN !!!
120
OSHA:
30-minute exposure 110
100
FREQUENCY
90
OSHA:
8-hour exposure
"Frequency" refers to the number of pressure waves per

second. It is usually reported as "Hertz" (Hz), which
means cycles per second. The human ear can usually
detect frequencies from about 20 Hz to 20,000 Hz.
Hearing Damage 80
Begins
70
Noise Example
Jet Plane (at 200')
Rock Music
Chain Saw
(at operator's ear)
Power Lawn Mower
(at operator's ear)
Subway
Truck (at 50')
Vacuum Cleaner (at 5')
Inside of Car (at 60 mph)
Ordinary Conversation
Typical Office
AMPLITUDE (dB and dB(A))
60
"Amplitude" refers to the pressure level of the sound

wave. Since sound pressure variations are extremely
small and cover a very wide range, they are usually
measured on a logarithmic scale called Decibels (dB),
instead of conventional pressure units like psi.
50
Average Residence
Daytime Activity
40
Quiet Residential Area
Since the human ear has different sensitivities at different frequencies, a 50 dB sound at 200 Hz would not
sound as loud as a 50 dB sound at 2000 Hz. For that
reason noise measurements are usually reported in
dB(A). The "A" refers to a set of weighting factors based
on the sensitivity of the human ear at each frequency.
There are other weighting systems such as dB(B) and
dB(C), but most machinery and vehicle sound regulations are in dB(A).
Zero dB(A) approximately equals the lowest possible
pressure wave audible to the human ear at each frequency. Each increase in amplitude of 6 dB represents
a doubling of sound pressure level. Using the "A"
weighting system, a 50 dB(A) sound at 200 Hz should
sound approximately as loud as a 50 dB(A) sound at
2000 Hz.
Sound levels from typical sources are shown in Figure
50-1.
30
20
10
Faintest
Audible
Sounds
Figure 50-1, Approximate Sound Levels
ADDING SOUND LEVELS

Since the Decibel scale is logarithmic, Decibels can't be
added directly. When adding sound levels the loudest
sound dominates. Adding additional sound sources
that are not as loud have relatively little effect. The following chart can be used to add decibel levels from different sources or at different frequencies. Use the chart
to add two decibel levels at a time. If you have to add
three or more sources, add any two, then add that total
to the third, etc.
50 - 1
July 1997
Increment in Decibels
(To be added to higher level)
ENGINE NOISE
Engine surface noise may not be the largest noise
source. Exhaust noise is frequently higher, and fan
noise can be, in some installations.
Other significant noise sources can include the air intake, drive train, hydraulics, tires, etc.
NOISE TREATMENT - GENERAL
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Difference in Decibels Between Two Levels Being Added
Figure 50-2, Adding Decibel Levels

To use Figure 50-2, first determine the difference between the two values being added. Subtract one value
from the other to find the difference, locate the difference on the horizontal (bottom) axis of the chart, draw
a straight line up to the curve, then over to the vertical
(side) axis of the chart to find out how many decibels to
add to the higher of the two original values. For example, if you were adding an 84 dB(A) source to a 90 dB(A)
source, the difference would be 90-84=6. From the
chart you can see that for a difference of 6 decibels you
should add 1 decibel to the highest of the two levels, so
you would add 1 dB(A) to 90 dB(A) for a combined level
of 91 dB(A) for both sources. If you are adding two
equally loud sources, say 90 dB(A) each, the difference
would be zero, and you would add 3 dB(A) to 90, for a
combined level of 93 dB(A) for both sources.
Noise can be transmitted from any noise-generating

component in the form of "air-borne" noise or "structureborne" noise. Air-borne noise is transmitted directly
from the surfaces of the component through the air to
the ear. Structure-borne noise is transmitted through
the engine mounts or other solid connections to the cab
or chassis in the form of vibration, then from there it
goes through the air to the ear.
Most noise treatments work on either structure-borne or
air-borne noise in one of the following ways:
Source Reduction Generating less noise at the source, by specifying
quieter engines, transmissions, tires, etc.
Shielding A heavy wall that will not vibrate easily, placed between the noise source and the ear, can help
block the pressure waves. This is what concrete
"noise fences" along highways do.
DISTANCE EFFECTS
Decibel level drops off rapidly with distance. Exactly
how much depends on how much the ground and other
close objects reflect or absorb sound. In a free field (no
absorption or reflection), sound will drop off by 6 decibels for each doubling of distance from the source. You
can use this to estimate the effect of increasing or decreasing the distance to the noise source. For example,
a noise source of 90 dB(A) at 7 meters would be about
84 dB(A) at 14 meters, or 96 dB(A) at 3.5 meters.
"ENGINE NOISE SOURCES
Heavy, solid, well-damped materials (such as

concrete, lead, or heavy rubber) make the best
shields.
Lighter shield materials (such as sheet steel) are
most effective when used in combination with absorptive material and/or damping
Absorption Plastic foam, fabric, or other soft porous materials
can quiet sound by absorbing some of the sound
pressure waves.
Both absorption and shielding are most effective
on high-frequency vibrations. That's why when a
car with a loud stereo passes your house, you
hear only the bass.
Several different noise sources contribute to what people sometimes consider "engine noise.
The noise levels reported on the back of each engine
performance curve are only the noise radiated directly
off the bare engine surfaces. They are averages of several microphones located 1 meter from the engine.
They do not include noise from the exhaust system, fan,
etc.
July 1997
Isolation Rubber mounts can be used to keep structureborne noise from being transmitted from the engine or other noise sources to cabs or sheet metal
that could transmit the noise to the ear. Any solid
50 - 2
ENGINE NOISE
connection can transmit structure-borne noise, including throttle levers, exhaust system brackets,
etc.
Isolating noise sources (such as engines and
mufflers) can be effective. But If the operator is
enclosed in a cab, isolating the cab can provide
the best results.
Stiffening When structure-borne or air-borne noise is transmitted to cabs, chassis or shields, resonant vibrations can be excited in sheet metal panels,
amplifying the noise. Stiffening panels by adding
stamped-in or added-on bosses can help detune
resonant frequencies and reduce amplitudes.
Damping Sometimes resonant vibrations in sheet metal
panels can be absorbed by adding layers of
damping materials (such as rubber or tar-like substances) to the panels. This is why automotive
undercoating makes cars quieter.
Separation Dominant noise sources should be physically
separated so they do not add together. For example, if the engine surfaces and the exhaust
pipe produce 90 dB(A) each, they will produce 93
dB(A) together. But if the exhaust pipe is routed
to the opposite end of a large machine, the noise
at either end will be close to 90 dB(A).
EXHAUST NOISE
Exhaust noise is the loudest untreated noise source on
most applications and is also the easiest to treat. Standard mufflers can reduce exhaust pipe noise by 10-15
dB(A) through absorption. Quieter "residential" mufflers
are also available. The best source of muffler performance information is your muffler supplier. The exhaust
pipe should direct exhaust flow away from the cab, the
operator, and bystanders ear level.
For ultra-quiet installations it may be necessary to wrap
the muffler with high-temperature (ceramic) fabric and a
sheet metal cover, to shield and absorb air-borne "skinnoise" from the muffler shell.
The muffler can also transmit structural noise to the cab
or frame. Avoid bracketing the muffler or exhaust pipes
to the cab or frame if possible. If it's necessary to support the muffler on the cab or frame, isolate the exhaust
system using flexible exhaust connectors to break the
structural vibration path, or use rubberized exhaust pipe
hangers such as used on passenger cars.
FAN NOISE
Fan noise, due to a large-diameter fan turning at high
rpm, can be greater than noise coming from the exhaust
pipe or engine compartment. Fan noise can be controlled by following these guidelines:
Run the fan as slow as possible. Fan tip speeds

(fan rpm X circumference) of 12,000 feet per minute
or less are recommended for quiet installations. If
the fan is running over 16,000 fpm, it may be the
loudest noise source on the machine.
Follow the fan application guidelines in the Cooling

Section of this manual to maximize fan efficiency.
For the same air flow, an efficient fan can be run
slower than an inefficient fan. Large fans at slow
rpm are usually quieter than small fans at high rpm
for the same air flow.
Air obstructions cause noise when a fan blade

moves past them, particularly on the inlet side.
Keep the fan at least 1/2 to 1 blade width back from
the radiator and well away from engine obstructions
(such as alternator pulleys, hoses, etc.).
Use shielding and absorption to reduce fan noise at

the source.
50 - 3
July 1997
NOISE TREATMENT - SPECIFIC

NOISE SOURCE IDENTIFICATION
The most important rule in noise treatment is to identify
the noisiest component, and concentrate your control
efforts on it. Even if you completely eliminate the second or third noisiest source it can't have more than a few
dB(A) effect. If the noise goes down 3 dB(A) or more
when one source is eliminated, it is larger than all other
sources combined. A reduction of 1 or 2 dB(A) may also
be significant if there are many sources close in amplitude.
You can identify the primary noise source by temporarily removing or treating each source one at a time. Fan
noise is easy to check by removing the fan temporarily.
To isolate transmission or drive train noise, disconnect
the clutch. To isolate exhaust or intake noise, reroute
them away from the machine to check their contribution.
ENGINE NOISE
ENGINE AIR-BORNE NOISE
John Deere engines are among the quietest in the industry. Generally speaking, engines run somewhat quieter at lower speeds, but other than reducing speed,
there is very little you can do to reduce engine surface
noise at the source.
The most effective way to treat engine surface noise is
by using an enclosure lined with absorptive materials.
Sound enclosures work best when as much of the machine as possible is contained within the enclosure.
Ideally, the entire machine should be enclosed. This
has the added advantage of helping to silence any other
noise sources (such as the fan, transmission, etc.) that
are also located in the enclosure. (See Figure 50-3).
With blower fans, the air cleaner inlet can be taken from
within the engine compartment. With suction fans, it
should be taken from in front of the radiator, but within
the front sound shield.
Care must be taken to make sure the sound absorbent
materials used can tolerate the high temperatures that
can be present in the engine compartment. How high
the temperature will be depends on your installation.
Exhaust gases or hot components must be kept away
from any flammable sound absorbent material. Sound
absorbent material should be used cautiously below the
engine, particularly if any oil leaks are present. Oilsoaked absorptive material can be combustible.
ENGINE STRUCTURE-BORNE NOISE

Engines can also transmit structure-borne noise from vibration to frames and cabs. John Deere fully balanced
4-cylinder engines produce significantly less vibration
than competitive 4-cylinder engines.
Well-matched rubber engine mounts can also help reduce structural noise transmission. However, poorly
matched rubber mounts can be worse than solid
mounts. Refer to the Engine Mounting section of this
manual for mount design guidelines. Remember that
other solid connections such as rigid exhaust pipes will
prevent rubber mounts from working properly, and will
transmit structure-borne noise themselves.
AIR INTAKE NOISE
Figure 50-3, Sound Absorbing Enclosure

To provide effective shielding, the enclosure should be
sealed as completely as possible, except for air flow
openings. Openings for air flow should be generous,
but they should be baffled to direct air flow over sound
absorbing materials and away from ear level.
Air intake noise is usually adequately muffled by using

a properly sized canister type air cleaner. If you are using a small or "throw-away" type air cleaner and air intake noise is a dominant noise source, consider
changing to a canister type.
The use of a blower fan should be strongly considered

to control engine compartment temperatures. Wrapping and shielding of exhaust components will also
help. Exhaust should be routed out of the compartment
along with the cooling air flow so it does not recirculate
in the engine compartment. With blower fans (as
shown) it should exit in the front. With suction fans, exhaust should exit in the rear.
July 1997
50 - 4
SECTION CONTENTS
Ta c h o m e t e r D r i v e s
Contents/Notes
Page
Tachometer Drives For POWERTECH Engines..................................................................................................... 1

POWERTECH 2.9L, 4.5L, and 6.8L Engines.................................................................................................... 1
POWERTECH 8.1 L Engines............................................................................................................................ 1
POWERTECH 10.5 L and 12.5 L Engines........................................................................................................ 1
Tachometer Drives For Series 300, 400 and 500 Engines .................................................................................. 2
Series 300 Engines ....................................................................................................................................... 2
Series 400 and 500 Engines ......................................................................................................................... 3
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DSEG0160
July 1997
TACHOMETER DRIVES
POWERTECH 10.5 L and 12.5 L ENGINES
TACHOMETER DRIVES FOR

POWERTECH ENGINES
This section provides information about John Deere
POWERTECH engine provisions for electronic speed
sensors.
POWERTECH 2.9 L, 4.5 L, and 6.8 L

ENGINES
POWERTECH 2.9 L, 4.5 L, and 6.8 L engines can be ordered with an electronic speed sensor provision incorporated in the front timing gear cover. Engine
Installation drawings and tachometer drive option drawings show locations of this feature. John Deere electronic tachometer kits include a compatible sensor. The
recommended air gap is controlled by the length of the
sensor. Digital or analog read-out devices can be used
with these sensors. Saran built engines can be ordered
with the sensor installed.
POWERTECH 10.5 L and 12.5 L engines do not offer a

front cover electronic speed sensor for customer tachometers. We recommend using the John Deere Instrument Panel and wiring harness which includes a
tachometer with rpm, operating hours and diagnostic
code display capability. (See Electronic Engine Controls - Lucas section of this manual.)
Some POWERTECH 10.5 L and 12.5 L flywheel housings

can accept a customer installed Magnetic tachometer
sensor. Flywheel housing option drawings reference
the configuration of this provision. Not all housings
have this provision. Flywheel option drawings reference the number of teeth on the flywheel ring gears.
Some POWERTECH 2.9 L, 4.5 L, and 6.8 L flywheel

housings can accept a customer installed magnetic tachometer sensor. Flywheel housing option drawings
reference the configuration of this provision. Not all
housings have this provision. Flywheel option drawings
reference the number of teeth on the flywheel ring
gears.
POWERTECH 8.1 L ENGINES

POWERTECH 8.1 L engines have a provision for an electronic speed sensor located in the timing gear cover.
The speed sensor is an option that can be ordered on
8.1 L engines. Engine installation drawings and tachometer drive option drawings show their location. The recommended air gap is controlled by the length of the
sensor. Digital or analog read-out devices can be used
with these sensors.
POWERTECH 8.1 L engines equipped with electronic
governors have an auxiliary speed output signal available to monitor engine speed. The Electronic Engine
Controls section of the Engine Application Guidelines
manual contains information regarding this feature.
POWERTECH flywheel housings can accept a customer
installed magnetic tachometer sensor. Flywheel housing option drawings provide the configuration of this provision. Flywheel option drawings reference the number
of teeth on the flywheel ring gear.
60-1
July 1997
TACHOMETER DRIVES
TACHOMETER DRIVES FOR
SERIES 300, 400 AND 500 ENGINES
SENSOR PROVISION
This section provides information on location, size, connections, direction of rotation and pulses per revolution
for John Deere Series 300 engines with mechanical tachometer drives and Series 300, 400 and 500 engines
with a provision for electronic speed sensors.
SERIES 300 ENGINES

The mechanical tachometer drives on SAE #2, #3 or #4
flywheel housings conform to SAE J678 5/32 for heavy
duty tachometer drives. This drive is located in the upper right corner of the flywheel housing when viewed
from the flywheel end, see Figure 60-01. Reference the
flywheel housing option drawings for the location. The
tachometer cable is attached to the top of the drive.
When viewed from the top, rotation is clockwise at half
engine speed. Engines built in Saran have the camshaft
tachometer drive gears pressed into the camshafts and
Dubuque engines are threaded into the camshafts.
Figure 60-02,
Some series 300 flywheel housings can accept a customer installed magnetic tachometer sensor. Flywheel
housing option drawings reference the configuration of
this provision, see Figure 60-03. Not all housings have
this provision. Flywheel option drawings also reference
the number of teeth on the flywheel ring gears.
LOCATION FOR
MAGNETIC
TACH SENSOR
TACH DRIVE
Figure 60-01,
Series 300 Mechanical Tachometer

Drive
All series 300 engines can be ordered with an option

that includes an electronic speed sensor provision incorporated in the front timing gear cover, see Figure 6002. Tachometer drive option drawings show locations of
this feature. There is a 19.4 mm diameter hole to mount
a sensor and the recommended air gap is controlled by
the length of the shank sealed by an o-ring. John Deere
electronic tachometer kits include a compatible sensor.
These sensors can be used with digital or analog readout devices. The interrupter on the engine's upper idler
gear generates 10 pulse counts per crankshaft revolution.
July 1997
Series 300 Electronic Speed Sensor

Provision
Figure 60-03, Magnetic Tachometer Sensor Location (Series 300 Option Code 1421
Shown As An Example)
60-2
TACHOMETER DRIVES
SERIES 400 AND 500 ENGINES
Early model 6076 engines and all 6101 engines are
equipped with the provision for an electronic speed sensor located in the front timing gear covers, see Figures
60-04 and 60-05. The speed sensor is an option that
can be ordered. Engine installation drawings show their
location. The sensor mounts in a 19.4 mm diameter
hole and is sealed by an o-ring on the shank. The recommended air gap is controlled by the length of the
shank.
Digital or analog read-out devices can be used with
these sensors. The output from the sensor is 10 pulse
counts per crankshaft revolution. On sensors with harnesses, the wiring leads are approximately 650 mm
long with a Packard connector (# 12015792) that connects to a Packard connector (# 12010973.) The sensors without a harness have two #10-32UNF-2A
threaded terminals for electrical connection.
All 6076 engines with the 030 application designation

also have an electronic speed sensor option located in
the front timing gear cover, see Figure 60-06. Engine installation drawings show their location. This sensor
mounts in an M20 X 1.5 diameter threaded hole. The
recommended air gap is controlled by the length of the
sensor.
Digital or analog read-out devices can be used with
these sensors. The output from the sensor is 27 pulse
counts per crankshaft revolution. The sensor will mate
with a Packard electric metri-pack 150 Series tower
connector with female contacts P.E.D. connector
#12040753 and P.E.D. terminal #12047680.
Note:
P.E.D. = Packard Electronic Division
SENSOR
SENSOR
WITH
WIRING
Figure 60-06, 6076 Speed Sensor Location

(030 Designation)
With Wiring
(Also Applies To Early Model 6076)
SENSOR
WITHOUT
WIRING
Some Series 400 and 500 flywheel housings can accept

a customer installed magnetic tachometer sensor. Flywheel housing option drawings provide the configuration of this provision. Not all housings have this
provision. Flywheel option drawing also give the number of teeth on the flywheel ring gear.
All Series 400 and 500 engines equipped with electronic
governors have an auxiliary speed output signal available to monitor engine speed. The Electronic Engine
Controls section of the Engine Application Guidelines
manual contains information regarding this feature.

Without Wiring
(Also Applies To Early Model 6076)
60-3
July 1997
SECTION CONTENTS
Cooling System
Contents/Notes
Page
Cooling System Installation Requirements...........................................................................................................1

Engine Compartment Layout ........................................................................................................................1
Radiated Heat ................................................................................................................................................2
Blower vs. Suction Fan .................................................................................................................................2
Radiator Location ..........................................................................................................................................2
Engine Over-Temperature Protection ...........................................................................................................3
Radiator Mounted Hydraulic Oil Coolers ......................................................................................................3
Custom Fan Applications .....................................................................................................................................4
Fan Speed .....................................................................................................................................................4
Fan Position ...................................................................................................................................................5
Fan Guards ....................................................................................................................................................5
Fan Shrouds ..................................................................................................................................................5
Venturi Shrouds .............................................................................................................................................6
Custom Radiator Applications .............................................................................................................................6
Radiator Shutters and Winterfronts ...............................................................................................................6
Radiator Core Design ....................................................................................................................................7
Corrosive or Marine Environments ................................................................................................................8
Attaching Hoses and Clamps ........................................................................................................................8
Pressure Caps ...............................................................................................................................................8
Deaeration Capability (Top Tank Design).......................................................................................................8
Cross-Flow Radiators..............................................................................................................................9
Vertical-Flow Radiators ...........................................................................................................................9
Auxiliary Pressure Tank System ............................................................................................................10
Extended Filler Neck ..............................................................................................................................11
Coolant Recovery Bottles.......................................................................................................................12
Heat Exchanger Applications ..............................................................................................................................13
Conventional Expansion Tank.......................................................................................................................13
Bypass Tanks................................................................................................................................................15
Remote Radiator Installations .............................................................................................................................16
Remote Heat Recovery Systems ........................................................................................................................17
Cooling System Performance Calculations English Units ..................................................................................18
Cooling System Performance Goals.............................................................................................................18
Heat Rejection from the Engine ....................................................................................................................18
Additional Heat Rejection From Accessories ................................................................................................19
Fan Performance Curves..............................................................................................................................19
Radiator Restriction Curves ..........................................................................................................................20
Overplotting Radiator and Fan Restriction Curves .......................................................................................20
Estimating Installed Fan Efficiency ...............................................................................................................21
Estimating Radiator Heat Transfer Capacity.................................................................................................21
Estimating Air-To-Boil (ATB) Temperature ....................................................................................................22
--Continued--
DSEG0170
July 1997
SECTION CONTENTS
Cooling System
Contents/Notes
Page
Cooling Calculation Examples .....................................................................................................................23

Example 1, Change To A Blower Fan ....................................................................................................23
Example 2, Add An Oil-To-Water Hydraulic Oil Cooler ..........................................................................24
Example 3, Switch To An Oil-To-Air Hydraulic Cooler In Front Of The Radiator ...................................24
Example 4, For Improved Hydraulic Cooling, Switch To A Suction Fan ................................................25
Suction vs. Blower Fan...........................................................................................................................26
Cooling System Performance Calculations SI (metric) Units .............................................................................27
Cooling System Performance Goals.............................................................................................................27
Heat Rejection From The Engine..................................................................................................................27
Additional Heat Rejection From Accessories ................................................................................................27
Fan Performance Curves..............................................................................................................................28
Radiator Restriction Curves ..........................................................................................................................29
Overplotting Radiator and Fan Restriction Curves .......................................................................................29
Estimating Installed Fan Efficiency ...............................................................................................................29
Estimating Radiator Heat Transfer Capacity.................................................................................................30
Estimating Air-To-Boil Temperature...............................................................................................................30
Cooling Calculation Examples .....................................................................................................................31
Example 5, Change To A Blower Fan ....................................................................................................31
Example 6, Add An Oil-To-Water Hydraulic Oil Cooler ..........................................................................32
Example 7, Switch To An Oil-To-Air Hydraulic Cooler In Front Of The Radiator ...................................32
Example 8, For Improved Hydraulic Cooling, Switch To A Suction Fan ................................................33
July 1997
DSEG0170
COOLING SYSTEM
COOLING SYSTEM
Engines generate heat. Some of this heat is rejected to
the coolant. The amount is dependent on engine load,
usually equal to about 1/4 to 1/3 of the energy of the fuel
burned, depending on engine design. The engine dissipates this heat in the form of hot coolant exiting the thermostat housing at 50-100 gpm (190-380 L/min).
The main job of the cooling system is to reduce the coolant temperature 5-10 F (3-5 C) before it is returned to
the engine. The system must be able to remove entrained air and isolate it from the flowing coolant to keep
it from being cycled back into the engine. The system
must be able to handle a varying volume of coolant. The
coolant in a typical system will expand by about a quart
or a liter between room temperature and operating temperature.
JOHN DEERE cooling components are designed to
perform all of these functions for standard power unit
applications at ambient temperatures up to 117 F
(47 C). For other applications where the engine is enclosed, air flow is restricted, or additional heat load is
present, additional requirements will have to be met.
This section of the Engine Application Manual covers
two major topics; 1) basic cooling system installation requirements and 2) custom radiator and fan matching for
more specialized applications.
WRONG
Figure 70-1, Cooling Air Recirculation

Air openings are generous, but the fan does not directly
pump the cooling air in or out. Hot air from the radiator
is free to recirculate. This design is dependent on outside breezes to change the air in the engine compartment. Unless there are favorable breezes, the engine
compartment air temperature will increase until the engine overheats.
Figures 70-2 and 70-3 show two solutions to this problem; ducting the front of the radiator to the outside, or relocating the engine package so that the radiator is flush
with the cool air source.
COOLING SYSTEM INSTALLATION

REQUIREMENTS
ENGINE COMPARTMENT LAYOUT
For a conventional radiator in an engine compartment,
air movement must be considered in the cooling system
design. The fan has to draw in cool air from outside,
move it through the radiator, and exhaust the hot air in
such a way that it cannot be drawn back into the radiator.
Figure 70-1 illustrates the most common type of error in
engine compartment design.
Figure 70-2, Ducted Radiator
70 - 1
July 1997
COOLING SYSTEM
BLOWER VS. SUCTION FAN
Figures 70-1 through 70-3 show suction fans, but they
apply equally well to blower fans (reverse the direction
of the arrows). A properly installed blower fan can keep
engine compartment temperatures up to 100 F (55 C)
cooler than a suction fan. A blower fan could also be
used if there is a very hot surface in front of the radiator,
such as an asphalt tank, or on machines where harmful
materials might be drawn into the radiator by a suction
fan. With a blower fan, the air into the radiator can be
considerably hotter than with a suction fan, since its being drawn past the engine. Also, more fan to radiator
core clearance is required for good efficiency. For either a blower or suction fan, an approved fan guard
is required. Fan position and shroud design are also
critical to fan performance.
Figure 70-3, Flush Mounted Radiator

In each case, the only place for the hot air to escape is
through the opposite side, eliminating air recirculation.
It is only necessary to allow about one and one-half
times the radiator frontal area for exhausting hot air.
More area can reduce cooling if it is too near the cool air
inlet.
RADIATED HEAT
In addition to the heat dissipated through the radiator
system, a considerable amount of heat is radiated from
the engine surfaces to the atmosphere or inside of the
engine compartment. Engine compartment ventilation
should be adequate to control underhood air temperature to a reasonable level. The following rules of thumb
can be used to estimate the amount of heat radiated
from engine surfaces:
Engine type
Radiated heat
Water cooled or wrapped exhaust
6.5 BTUs/min./hp
(0.15 kW/kW)
Bare exhaust, non-turbo
8.5 BTUs/min./hp
(0.20 kW/kW)
Bare exhaust, turbocharged
OEMs and Distributors incorporating John Deere engines in their product(s) are responsible for providing
engine cooling fan guards and other shields (accessory
component pulleys and drivelines driven from the front
or rear of the engine) as needed to protect the personal
safety of operators and others involved in the operation
or maintenance of the product.
RADIATOR LOCATION
For proper deaeration and filling, the coolant expansion
tank must be the highest point in the cooling system.
Generally, this means that the bottom of the radiator top
tank should be above the top of the cylinder head
(above the rocker arm cover gasket) during all extended
operating conditions. If the radiator inlet tank is not the
high point in the cooling system, an auxiliary expansion
tank should be used. Expansion tank design is explained on pages 70-10 and 70-11.
ENGINE OVER-TEMPERATURE PROTECTION
13.5 BTUs/min./hp
(0.32 kW/kW)
In enclosed applications where the radiator is remote

mounted and there is no cooling fan blast, other means
for engine compartment ventilation should be provided.
If the engine compartment is closed, a powered ventilation fan should be used. Engine air cleaner intake flow
will not be adequate to control underhood temperatures
to reasonable levels. It takes 25-50 cfm/hp
(1-2 m3/min/kW) to maintain underhood temperature
within 15 F (8 C) of ambient temperature.
July 1997
Fan application guidelines for custom installations begin on page 70-4.
For most stationary applications, an automatic shutdown control is recommended to protect the engine
from damage due to a cooling system failure. In applications where safety considerations preclude the use of
an automatic shutdown, an alarm should be used. The
preferred temperature sensor location is the 1/2-inch
NPT hole on the upper surface of the rear of the cylinder
head. The tip of the temperature sensor must be fully
immersed in the coolant during engine operation. A
sensor which reads temperature only at the tip should
be used. For POWERTECH 4.5 L and 6.8 L engines, the
70 - 2
COOLING SYSTEM
sensor should project into the cylinder head from 1.42
to 1.65 inches (36-42 mm) from the cast surface. The
temperature sensor can also be located in the thermostat housing. However, the cylinder head location is
preferable because it will react more quickly to a coolant
loss. The engine shutdown and warning alarm, if used,
should be set as shown in Table 70-1. False shut-offs
during warm-up can occur if the sensor is located incorrectly, or the shutoff is set below 239 F (115 C).
POWERTECH Engines
3029 / 4045 /
6068 / 6081
6105 / 6125
Maximum Top Tank

Temperature
221 oF
(105 oC)
212 oF
(100 oC)
Recommended System
Pressure
10 psi
(69 kPa)
7 psi
(48 kPa)
HighTemperature
Warning
234 oF
(112 oC)
220 oF
(104 oC)
High Temperature
Shutdown
239 oF
(115 oC)
220 oF
(104 oC)
WRONG
(*)
Figure 70-4, Air Recirculation

In Figure 70-4, the hydraulic cooler has been separated
from the front of the radiator without ducting to direct the
air through it. The oil cooler will not get adequate air
flow, and radiator cooling air will tend to recirculate.
(*) These values also apply to non-certified engines.
Table 70-1, Cooling System Application

Recommendations
WRONG
RADIATOR MOUNTED HYDRAULIC OIL
COOLERS
Even if properly applied, the installation of a radiator
mounted hydraulic oil cooler will reduce cooling capacity. If the hydraulic cooler is located in front of the radiator with a suction fan, the temperature of the air entering
the radiator will be increased, and air flow will be reduced due to added restriction. If cooling air is drawn
through the radiator before reaching the hydraulic cooler, only the reduced air flow needs to be considered.
Unforeseen cooling problems are often encountered
because hydraulic heat load is higher than expected
due to restrictions in the hydraulic piping, or increased
hydraulic load factors.
Additional problems can be encountered if the hydraulic
cooler is incorrectly mounted. Figures 70-4 and 70-5 illustrate typical misapplications
Figure 70-5, Partially Blocked Air Flow

In Figure 70-5, the oil cooler partially blocks the radiator.
Since air will follow the path of least resistance, both the
cooler and the radiator are starved for air in that area.
This can also cause excessive fan noise, or in extreme
cases broken fan blades, due to interrupted air flow.
Figures 70-6 and 70-7 show correct installations.
70 - 3
July 1997
COOLING SYSTEM
noise. For best efficiency, John Deere recommends that
fan power be limited to about 5% of rated engine power.
However, John Deere fan drives will usually handle up
to 10%. Consult Sales Engineering for higher power requirements. Large diameter slow turning fans are usually the most efficient and quietest. Cooling system
design is always a trade-off between fan power and radiator size. In general, cooling systems with high power
fans and small radiators are cheaper to build, but more
expensive to operate.
Be sure to accurately determine fan power at rated
speed for the application. Fan power is sometimes published only at 1000 rpm, but it can be predicted at any
speed. First determine fan speed by multiplying engine
operating speed by fan drive ratio. Then use the following formula:
Figure 70-6, Hydraulic Cooler Duct Work
P2 = P1
( )
S2
S1
When:
Figure 70-7, Radiator Covered

In Figures 70-6 and 70-7, the air flows evenly through
both the oil cooler and radiator. Once again, these examples also apply to blower fans (except reverse the direction of the arrows).
P2
P1
S2
S1
Unknown fan power
Known fan power
Fan speed (rpm) w/unknown fan power
Fan speed (rpm) w/known fan power (P1)
For example, if a 26 inch (660 mm) fan absorbs 1.3 hp

(1 kW) at 1000 rpm, the power at 2500 rpm would equal:
CUSTOM FAN APPLICATIONS

P2 @ 2500 rpm = 1.3 hp
For some applications, a specialized fan may be purchased through John Deere parts or directly from the
fan supplier. For a non-John Deere fan, application
guidelines should come directly from the fan supplier.
P2 @ 2500 rpm = 1 kW
In general, conventional steel or reinforced plastic fans

should be limited to tip speeds under 15,000 feet per
minute (4575 m/min). Higher tip speeds, up to 18,000 ft/
min (5500 m/min) maximum, can be allowed under
some circumstances with supplier and John Deere approval. Fan tip speeds higher than 15,000 ft/min (4575
m/min) will result in relatively high fan power draw and
July 1997
1000 rpm
2500 rpm
FAN SPEED
( )
( )
2500 rpm
1000 rpm
= 20 hp
3
= 15 kW
Fan performance parameters such as air flow and pressure capability can also be predicted using other formulas (see Fan Performance Curves, page 70-21).
FAN POSITION
70 - 4
COOLING SYSTEM
The fan position with respect to the radiator should be
established before a shroud is specified. The front and
rear edges of the fan should be at least 3/4 inch (20 mm)
from any surrounding object which would interrupt the
air flow intermittently (such as the alternator or crankshaft pulley). Closer clearance will cause excess noise
and, in extreme cases, blade breakage. The fan should
be as far from the radiator core as possible for best efficiency. The front edge of a suction fan should be at
least one inch from the radiator core. With a blower fan,
more than one inch clearance should be provided if possible for good efficiency. The fan diameter should be no
larger than the core height or width for normal installations. Larger fans can be used, but should be moved
back much farther from the core, and shrouded so that
the air flow is not interrupted anywhere around the periphery of the fan.
FAN 1/3-1/2
OUT OF
SHROUD
FAN GUARDS
SUCTION FAN
See the POWERTECH Engine Accessories Manual

(DSEG11), Introduction Section, for John Deere Engine
fan guards and shields recommendations.
Figure 70-8, Suction Fan Location
FAN 1/3-1/2
INTO
SHROUD
FAN SHROUDS
Once the fan and radiator location is established, the
fan shroud should be specified. Tip clearance between
fan and shroud should be as tight as possible. Most
published fan curves are established at a radial tip
clearance of 1/4 to 1/2 inch (6-12 mm). A 21-inch
(535 mm) fan loses 5-10% efficiency when radial clearance is increased from 1/2 inch to 1-1/2 inch (12 to
38 mm).
The following radial tip clearances are typical in practice:
Radial Clearance
Application
1/4-3/8 Inch
(6-10 mm)
Rigidly mounted engine and radiator with adjustable enginesupported shroud.
1/2 Inch
(13 mm)
Solid mount engine and radiator

with fixed shroud.
3/4-1 Inch
(19-25 mm)
Engine on rubber isolation

mounts separate from radiator.
BLOWER FAN
Figure 70-9, Blower Fan Location
Figures 70-8 and 70-9 show proper axial fan locations

for blower and suction fans in a box shroud
The fan is most effective at the tip, and intakes most of

its air radially. Therefore, for sharp edged shrouds, 1/2
to 2/3 of the fan should be exposed on the side where
the air enters. This is true for both box shrouds and simple ring shrouds.
70 - 5
July 1997
COOLING SYSTEM
VENTURI SHROUDS
CUSTOM RADIATOR APPLICATIONS
The fan can be totally immersed if an inlet venturi is provided. (See figure 70-10 for blower fan)
RADIATOR SHUTTERS AND WINTERFRONTS

Under extreme cold and light load conditions, engine
coolant temperature may not reach thermostat regulating temperature. Under these conditions, it is permissible to install a thermostatically controlled radiator
shutter system. This system should regulate shutter position in such a way that the shutters are completely
open by the time the coolant reaches 200 F (93 C).
Manually controlled systems are not recommended.
.
30 deg.
If air-to-air aftercooling is used, an additional control

must be provided to open the shutters as needed to
control inlet air temperature. The shutters must be completely open by the time the intake manifold air temperature reaches the maximum allowable temperature out
of the charge air cooler, as listed on the engine performance curve.
Fan
Guard
10-20 % of
Fan Dia.
BLOWER FAN WITH VENTURI SHROUD
Figure 70-10, Venturi Shroud

The venturi should be at the angle and length shown,
and must be on the inlet side of the fan. In practice, this
is not usually possible with suction fans. Efficiencies are
about 10% higher than box shrouds.
Use of fabric, cardboard, or solid winterfronts is not recommended with any John Deere engine. Their use can
result in excessive engine coolant, oil and charge air
temperatures. This can lead to reduced engine life, loss
of power and poor fuel economy. Winterfronts may also
put abnormal stress on fan and fan drive components
potentially causing premature failures.
If winterfronts are used they should never totally close
off the grill frontal area. Approximately 25% area in the
center of the grill should remain open at all times. At no
time should the air blockage device be applied directly
to the radiator core (exception- approved shutter system). Qualification tests should be run by the user to determine minimum frontal opening area required. These
factors must be considered: fluctuations in ambient temperatures and load factors, ice and snow intrusion, wind
conditions, vehicle speed, cooling system degradation,
altitude, etc. Under no conditions should engine specification limits be exceeded. Therefore, all warning and
monitoring devices should be properly located and in
good working condition. All vehicle operators must be
warned to adjust and/or remove Winterfronts as conditions warrant to ensure proper engine operation.
July 1997
70 - 6
COOLING SYSTEM
RADIATOR CORE DESIGN
Basic radiator/fan matching will be covered on page 7019. This will cover those aspects of radiator design
which must be considered even if you rely on your radiator supplier for a recommendation.
Copper radiator cores are normally recommended for
heavy duty applications. Radiators with steel fins and
steel tube protectors are available for extremely harsh
environments.
Aluminum radiators can be used, but they are more susceptible to crevice corrosion and erosion from high coolant velocities.
High silicate coolants are used in passenger cars to provide corrosion protection for aluminum radiators, but
they are not compatible with heavy duty diesel engines.
John Deere engines must use a low silicate coolant with
supplemental coolant additive (SCA) as described in
the Engine Coolant section (DSEG0172)of this engine
application manual. The use of incorrect coolant can result in major engine failures due to cylinder liner erosion
and pitting that will not be covered by warranty.
John Deere and other recommended brands of SCA
contain additives that will help reduce aluminum corrosion when used with low silicate coolants. In general,
phosphate based SCAs are better that Nitrate based
SCAs. In either case, it is critical that the recommended
SCA concentrations be maintained at all times, and we
cannot guarantee that it will provide adequate protection for all aluminum radiators.
Figure 70-11, Plate-Fin Radiator Core
Serpentine-fin radiators are not as resistant to mechanical damage and plugging, but they are generally less
expensive. They can be adequate for use in stationary
or relatively clean environments which are not subject to
mechanical damage from airborne debris, or to severe
shock loading. They are commonly used in irrigation
pumps, gen-sets, fire pumps, air compressors, dewatering pumps, aircraft maintenance equipment, sewer
cleaners, street sweepers, etc.
If an aluminum radiator is to be used, please review our

required coolant and SCA formulation with your radiator
supplier. John Deere cannot accept responsibility for
corrosion of aluminum radiators.
In general, thin radiators with large frontal areas are
more efficient than thicker, more compact ones.
There are two main types of radiator core constructions
which are commonly used, plate-fin type, and serpentine-fin type.
Plate-fin radiators are generally less prone to plugging

and mechanical damage. They can be used in high
chaff, debris prone environments or mobile/vehicular
applications where the radiator is subject to plugging or
damage from blowing debris. They are typically used in
agricultural and industrial mobile equipment, forestry
equipment, rock crushers, screening plants, etc.
Figure 70-12, Serpentine-Fin Radiator Core

Spacing of the cooling fins in the radiator core (fin-density) is also critical to plugging resistance and ease of
70 - 7
July 1997
COOLING SYSTEM
cleaning. For very trashy environments such as agriculture harvesting and forestry applications, fin density
should generally not exceed 6-7 fins per inch (3.64.2 mm fin spacing). For clean environments fin densities of 12 fins per inch (2.1 mm fin spacing) or more can
be acceptable.
In general, radiators with high fin densities are cheaper
for a given heat transfer requirement, but more prone to
plugging and harder to clean.
To avoid water pump cavitation, the radiator should
have a free-flow capacity that is equivalent to at least
80% of the engine water pump flow to the radiator.
Dynamic pressure drop (with the thermostats blocked
open) from engine water outlet to engine water pump inlet must not exceed 2 psi (14 kPa).
be trapped in the cooling system or cab heater during

initial fill, or can be introduced through leaks. Some air
will be present in your cooling system due to normal expansion and contraction of the coolant.
Your cooling system must provide a means to separate
air from the coolant, and to isolate the air from the coolant flow so that air is not drawn back into the radiator
and engine. Retained air in the cooling system will result
in engine hot spots (particularly in the cylinder head),
reduced cooling capacity, and in extreme cases, water
pump cavitation and engine damage.
The most common cause of poor deaeration is the use
of a cross-flow radiator or an open-top tank (see figures
70-13a, and 70-13b).
Suction at the engine-coolant pump inlet should not exceed 1.5 psi (10.3 kPa).
CORROSIVE OR MARINE ENVIRONMENTS

Radiators that operate near corrosive chemicals or in
salt air will deteriorate more quickly than others. Frequent radiator replacement may be required. Washing
frequently with fresh water and minimizing exposure to
a corrosive atmosphere will extend the life of radiators
and other thin parts.
Figure 70-13a, Open-Top Tank
ATTACHING HOSES AND CLAMPS

The connections between the radiator and the engine
should be made with the largest practical size hose.
Avoid unnecessary bends that cause restriction. A noncollapsible lower hose is required. SAE 20 R4 class SC
or better hose is recommended. Hose clamps should
meet SAE standard J536 or equivalent.
PRESSURE CAPS
John Deere recommends a 10 psi (69 kPa) pressure
cap for all applications. 7-14 psi (48-97 kPa) is permissible.
Figure 70-13b, Cross-Flow Radiator
DEAERATION CAPABILITY (TOP TANK

DESIGN)
The most common performance problem caused by
poor radiator design is inadequate deaeration. Do not
assume that the radiator manufacturer will provide
a radiator with adequate deaeration capability. Most
will not, unless you specify what you want. Air can
July 1997
With an open-top tank or cross-flow radiator, air is continuously mixed with the coolant by the splashing action of the coolant flowing out of the upper hose onto the
water surface. The air cannot be removed because it is
constantly being drawn back in.
CROSS-FLOW RADIATORS
70 - 8
COOLING SYSTEM
Cross-flow radiators as shown in Figure 70-13b are not
recommended for heavy-duty or continuous-duty applications, unless equipped with an auxiliary pressure tank
system, as shown in Figure 70-16a. This is the only type
of system that will provide continuous deaeration and
draw-down capability with cross-flow radiators.
A coolant recovery bottle, as described on page 70-12,

is required, if an auxiliary pressure tank cannot be
used. This will not provide any deaeration or draw-down
capability while operating, but it will help deaerate the
cooling system after several warm up and cool down cycles.
Cross-flow radiators cannot remove air from the cooling
system without a coolant recovery bottle or auxiliary
pressure tank. If you do not provide for deaeration, longterm cooling system damage and possible engine damage due to accumulation of air in the cylinder head
could occur.
VERTICAL-FLOW RADIATORS
A deaeration baffle should be provided to let air separate from the coolant.
Figure 70-15, Partial Deaeration Baffles

The partial baffle prevents splashing of the flow on the
coolant surface, but relies on a deep pool of coolant to
keep the air isolated. It does not work well on mobile applications due to shifting of the coolant surface. It should
only be considered on stationary applications with very
deep top tanks.
Neither type of baffle is effective on cross flow radiators.
AUXILIARY PRESSURE TANK SYSTEM
Figure 70-14, Full Deaeration Baffle

A properly designed deaeration baffle is sealed along
the front and rear edges, and open only at the ends. It
completely covers the upper hose inlet and is located at
least 1/2 inch (13 mm) above the radiator core. While
the coolant flows horizontally, air bubbles rise and collect on the bottom of the baffle where they are carried
out the ends. As long as top tank volume above the baffle is equal to at least 20% of total system capacity, this
type of tank design is adequate for most installations.
If there is room for a larger top tank, a partial baffle, as
shown in figure 70-15, is sometimes adequate.
70 - 9
July 1997
COOLING SYSTEM
The most effective type of deaeration system uses an auxiliary tank and a bypass flow for continuous deaeration.
A typical system is illustrated in figure 70-16a.
1/4" (6 mm) MAX. AIR VENT

LINES, FROM HIGH POINTS IN
THE ENGINE AND RADIATOR,
MUST ENTER AUXILIARY
TANK ABOVE MAX COOLANT
LEVEL
3/4" (19 mm) MIN.

FILL LINE FROM
LOWEST POINT IN
AUXILIARY TANK TO
RADIATOR OUTLET
BAFFLE
OPTIONAL
Figure 70-16a, Auxiliary Pressure Tank System

Figure 70-16a shows a cross-flow radiator, but this type of system is equally applicable to down-flow systems. This
system has several advantages:
This is the only type of system which is equally effective with the thermostats open or closed.
This is the only type of system that can provide a 100% initial coolant fill, at fill rates up to 5 gpm (19 L/min) or
higher.
This is the only type of system that can provide continuous drawdown and deaeration capability with cross flow
radiators, or with the radiator inlet tank mounted lower than the top of the cylinder head.
This system can be used with 100% sealing (no air bleed notch or wiggle-wire) thermostats for more rapid
warm-ups in very cold conditions.
This type of system works by continuously bypassing approximately 5% of the coolant flow through the auxiliary
July 1997
70 - 10
COOLING SYSTEM
tank, where the air can separate from the main flow.
The engine vent line should come from the top of the
cylinder head, or the water manifold if it is mounted on
top of the cylinder head.
The radiator vent line should come from the highest
point in the radiator side of the cooling system, usually
directly above the inlet hose in the radiator inlet tank. If
the radiator inlet tank is below the cylinder head, the
vent line should come from the high point in the radiator
inlet hose. Additional vent lines can be added to other
high points in the system if needed. They must enter the
auxiliary tank separately or they will cross-flow from one
to the other. All vent lines should enter the auxiliary tank
within 1/2 inch (13 mm) of the top. A standpipe is frequently used inside the tank to bring the radiator vent
line up to this level. Vent lines should continuously run
uphill to work properly.
The fill line must run from the bottom of the auxiliary
tank continuously downhill to the lower hose or radiator
outlet tank. All coolant has to run through this line during
fill, and deaerated coolant will return to the engine
through this hose during operation. A 3/4 inch (19 mm)
to 1 inch (25 mm) line should be adequate for John
Deere engines. The fill line should be as far as possible
from the vent lines in the auxiliary tank. A baffle as
shown can be added to help prevent the fill line from
drawing in an air vortex from the coolant surface.
The auxiliary tank must be the highest point in the system, and should have a volume equal to at least 20% of
system capacity. It can be separate, as shown in figure
70-16a, or it can be built into a conventional top tank by
using a baffle which is sealed all around (not open on
the ends). The fill line runs from a well in the baffle, positioned as low in the tank as possible
(see figure 70-16b)
.
ENGINE VENT LINE
1/8"-3/16" (3-5 mm) DIA. AIR VENT HOLE

STANDPIPE
5% EXPANSION VOLUME
FILL LINE TO LOWER HOSE
Figure 70-16b, Integral Auxiliary Tank

EXTENDED FILLER NECK
The extended filler neck shown in figures 70-16a and
70-16b is optional on all applications to allow for expansion. If used, it should project far enough into the tank
to prevent the top 5% of the system from filling. This is
particularly useful on auxiliary tank systems, which
would otherwise fill nearly 100%. A 1/8 to 3/16 inch (35 mm) hole must be provided just under the top of the
tank for air to vent to the pressure cap.
70 - 11
July 1997
COOLING SYSTEM
COOLANT RECOVERY BOTTLES
In practice, a coolant recovery bottle has many disadvantages:
Coolant recovery bottles are increasingly being used in

an effort to compensate for inadequate expansion volume (see figure 70-17).
Figure 70-17, Coolant Recovery Bottle

In theory, as the coolant expands and is vented through
the pressure cap, it is collected in a bottle which is vented to atmosphere. If any air has collected around the
pressure cap, it is expelled at that time and escapes to
atmosphere. As the system cools and contracts, a vacuum is created in the radiator and deaerated coolant is
drawn back from the bottle.
The bottle should be sized to hold about 10% of the system capacity. An extended radiator filler neck should not
be used. Initial fill should be as complete as possible. At
least a partial radiator top tank deaeration baffle should
still be used, since air will be retained in the system until
the radiator pressure cap opens. If used with a crossflow radiator, the pressure cap should be located in the
outlet tank to prevent excessive coolant loss. A special
pressure cap with return valve is required.
The system requires several warm-up and cooldown cycles to deaerate. It will not deaerate during
continuous operation. With an open top tank or
cross-flow radiator, air will be continuously circulated in the system.
An overflow bottle will not provide any drawdown

reserve to protect against coolant leaks, since coolant will not flow from the bottle unless a vacuum can
be created in the radiator.
If the bottle is mounted below the top tank, as it is in

most applications, incorrect fill procedures will prevent it from working properly.
If the bottle is mounted below the top tank, any air

leak in the filler cap, radiator tank, or hose connections can prevent the system from functioning.
If the bottle is mounted below the top tank, a noncollapsible upper radiator hose is required.
If the bottle is located above the top tank, it will be

much more forgiving to leaks in the coolant recovery system, but the radiator will overflow every time
the radiator filler cap is removed.
In summery, coolant recovery bottles can help prevent

gross coolant loss due to thermal expansion, but they
are not a substitute for good basic deaeration capability.
Neither will they compensate for the inherent shortcomings of cross-flow radiators. John Deere does not
object to the use of recovery bottles as a back-up measure to prevent coolant loss. however, a coolant recovery bottle can be connected during a John Deere
application review test only if it is mounted above the
top tank.
A coolant recovery bottle mounted below the top tank
should be disconnected during application review fill
and deaeration tests.
July 1997
70 - 12
COOLING SYSTEM
HEAT EXCHANGER APPLICATIONS
For a conventional tank to work properly, the following

guidelines should be met:
On applications where a ready supply of cool water is

available, such as irrigation pumps, a water-to-water
heat exchanger is sometimes used in place of a conventional radiator. An auxiliary coolant tank must be
provided in this case. The auxiliary tank can be applied
in two different ways; a conventional tank, or a bypass
type.
CONVENTIONAL EXPANSION TANK

The conventional tank works in the same way as a radiator top tank. The coolant flows from the engine
though the expansion tank, then into the heat exchanger.
1. The tank must be the high point in the system. No

other local high points should exist.
2. All coolant hoses must slope continuously downhill
from the tank to the engine and heat exchanger.
3. The engine coolant outlet hose should enter the
tank horizontally, as low as possible. The hose from
the tank to the heat exchanger should exit the tank
as low as possible. The running coolant level must
always stay well above the level of the hoses.
4. The tank should have a volume equal to 25% to
30% of system capacity in order to provide adequate expansion and drawdown reserve above the
hose connections.
Conventional expansion tanks are best suited to applications where the heat exchanger is located directly beneath the engine.
HEAT EXCHANGER
Figure 70-18, Conventional Tank
70 - 13
July 1997
COOLING SYSTEM
Sometimes it is not possible to locate the heat exchanger and plumbing so there are no local high spots. When this
happens, air locks can prevent the system from filling (see Figure 70-19).
WRONG
HEAT EXCHANGER WILL NOT FILL

OR DEAERATE
WATER-TO-WATER
HEAT EXCHANGER
Figure 70-19, Air Lock In System
It is not sufficient to vent the high spots during filling. Air within the cooling system will still tend to collect in the high
spots during operation (see Figure 70-20).
A MANUAL VENT CAN HELP

DURING FILL, BUT AIR CAN STILL
ACCUMULATE
WRONG
Figure 70-20, Manual Fill Vent Added To Heat Exchanger
July 1997
70 - 14
COOLING SYSTEM
BYPASS TANKS
When local high spots cannot be avoided, a bypass-type expansion tank as shown in Figure 70-21 is recommended.
The system fills through the one inch line to the lower hose. Air can bleed out of the high spots through the vent lines
during fill. Approximately 5% of the coolant flow will continue to bleed through the vent lines during engine operation,
keeping the system free of air.
SYSTEM DEAERATES
CONTINUOUSLY
1/4" MAX VENT LINES

FROM HIGH POINTS IN
SYSTEM TO TOP OF TANK
WATER-TO WATER
HEAT EXCHANGER
1" MIN FILL LINE TO WATER PUMP INLET

Figure 70-21, Bypass Tank
The following design guidelines should be met for a bypass tank to work properly:
1. The expansion tank must be the highest point in the system. It should have a capacity equal to at least 20% of
system capacity.
2. The fill line should be at least 1 inch I.D. to provide a complete fill at a 5 GPM fill rate.
3. The fill line should be connected to the suction (lower) coolant hose between the heat exchanger and the water
pump inlet. This will prevent air from being drawn back into the system through the vent lines, and it will prevent
coolant from going through the heat exchanger when the thermostats are closed. The fill line should slope continuously downhill between the expansion tank and the lower hose.
4. Vent lines should be connected to all high points in the system, including the cylinder head or water manifold.
They should be no larger than 1/4 inch to prevent excessive bypass flow.
5. Vent lines should not be connected to each other. They should all enter the expansion tank separately, to prevent cross flow of coolant and air.
70 - 15
July 1997
COOLING SYSTEM
REMOTE RADIATOR INSTALLATIONS
In some applications a remote radiator will be used at some distance from the engine. Normally these use an electrically or hydraulically driven fan. Deaeration requirements are the same as for an engine-mounted radiator. If the
radiator is mounted horizontally or below the engine, a separate top tank should be used.
To minimize thermal shock, installation cost, and coolant temperatures, the fan can be set to operate whenever the
engine runs.
To maximize fuel efficiency, the remote fan can be cycled with coolant temperature. With 180 F (82 C) thermostats, the fan should turn on when the coolant temperature reaches 195-200 F (91-93 C), and off when the coolant
temperature drops to 190 F (87 C). Fan cycling temperatures should always be above thermostat opening temperature to avoid unstable and excessive cycling. The difference between "turn-on" temperature and "turn-off" temperature should be 10 F (5.5 C) or less, to avoid excessive thermal stress on the cooling system.
If the radiator is over 21 feet (6.4 m) above the engine, a hot well and auxiliary pump should be used to limit head
pressure on the engine seals and hoses.
The hot well must have adequate capacity to hold the entire cooling system capacity plus 10% to allow for expansion. The hot well and radiator should both be fitted with pressure caps that open at the same pressures. The hot
well should be separated into hot and cold sides with a baffle. The baffle should have a hole at the bottom at least
equal to the radiator hose size to allow the coolant level to equalize. An auxiliary pump is used to pump water from
the hot side of the well to the radiator. The pump should be set to run whenever the engine is running to avoid thermal shock to the radiator.
AUXILIARY PUMP
HOT WELL
21 FT
MAX.
Figure 70-21a, Remote Radiator
July 1997
21 FT
MAX.
Figure 70-21b, Hot Well
70 - 16
COOLING SYSTEM
REMOTE HEAT RECOVERY SYSTEMS
An increasing number of OEMs are attempting to integrate engine cooling systems with large scale heat recovery
systems that may include multiple heat sources. The following guidelines should be followed in these cases:
1. The engine cooling system must be left intact. No modifications to the water pump, thermostats, aftercooler,
water pump bypass, etc. can be made.
2. In any system where an auxiliary coolant pump is used to circulate coolant in the heat recovery system, a hot
well should be used to isolate the engine from the rest of the system (see following illustration).
3. Baffles (as shown) are recommended in the hot well to prevent air from being mixed with the engine or heat
recovery system coolant flow.
4. Additional heat sources may be plumbed directly into the heat recovery system circuit. Or, if they have their own
coolant pump (i.e; a second engine), they can be set up to circulate coolant through the hot well (see following
illustration).
5. The hot well should be at the highest point in the entire engine/heat recovery system if possible, and should be
sized to have at least 20% of entire system capacity above the baffles. Local high points in the heat recovery
system should be vented to the top of the hot well as shown, to keep air pockets from forming during fill or operation. The hot well can be up to 21 feet (6.4 m) above the engine (see previous illustration)
6. If some parts of the heat recovery system must be above the hot well, a second expansion tank must be provided for them (see Figure 70-21b). The hot well and the second expansion tank should both be fitted with pressure caps that open at the same pressures. When the cap is removed from the second tank the coolant will run
into the hot tank, so it must be sized adequately to hold all the coolant without overflowing.
HOT
SIDE
COLD
SIDE
VENT LINE
HOT WELL
HEAT SOURCE w/ PUMP
HEAT SOURCE w/o Pump
HEAT
RECOVERY
SYSTEM
AUXILIARY PUMP
Figure 70-22, Hot Well Installation For Use With A Heat Recovery System
70 - 17
May 1997
COOLING SYSTEM
water, an . This means that the coolant entering the
heat exchanger from the engine should not exceed
221 F with a heat exchanger water temperature of
85 F.
Estimating proper radiator and fan size for a specific application is an imprecise process, and must be confirmed by test.
COOLING SYSTEM PERFORMANCE

CALCULATIONS ENGLISH UNITS
HEAT REJECTION FROM THE ENGINE
Similar SI (metric) unit calculations start on page 70-27.

Cooling performance of a radiator and fan can be estimated using the following six steps:
Determine the cooling system performance goal for

your application (Air-To-Boil [ATB] temperature)
Determine the amount of heat (BTUs per minute)

which must be dissipated by the radiator.
Estimate the theoretical air flow for your application

by plotting the restriction curves for the fan and radiator.
Estimate the installed fan efficiency and correct the

theoretical air flow.
From the radiator heat transfer performance curve,

determine the radiator heat transfer capacity (BTUs
per minute per 100 F) at the corrected air flow.
The engine heat rejection at rated power (in BTUs per

minute) is listed on sheet two of each John Deere Engine Performance Curve. For most applications, this is
the number which should be compared to radiator and
fan curves to estimate cooling system performance. In
some applications, such as air compressors, the maximum load is established by the driven device, and rated
engine power can not be achieved. If maximum power
will be 85% of rated power or more, use the rated heat
rejection as published on the engine performance
curve, otherwise heat rejection can be estimated by the
following formula:
H 1 = H2
Estimate Air-To-Boil (ATB) temperature for your application and compare to goal.
COOLING SYSTEM PERFORMANCE GOALS
Heat is commonly measured in BTUs (British Thermal

Units). One BTU is the quantity of heat required to raise
one pound of water one degree Fahrenheit. Rate of
heat transfer is generally measured in BTUs per minute.
P1
P2
X 1.15
When:
Maximum allowable coolant operating temperature

for John Deere engines is 221 F.
For most areas, a minimum Air-To-Boil (ATB) temperature of 117 F is required. That means that
when the ambient temperature is 117 F and the
engine is operating at full power, the radiator inlet
tank temperature must not exceed 221 F.
For extremely hot areas, 117 F is not adequate. At

least 125 F ATB is recommended for desert regions of the Western U.S., Northern Africa, and
Central Australia.
For "winter-only" applications such as snow grooming equipment, contact Sales Engineering. ATB requirements of as low as 85 F are sometimes
applied.
An ATB temperature of 85 F can also be used for

heat exchanger applications with the heat exchanger cooled by ground water or from an open body of
July 1997
H1
H2
P2
P1
70 - 18
Heat rejection
Rated heat rejection
Rated power
Actual Power
COOLING SYSTEM
ADDITIONAL HEAT REJECTION FROM
ACCESSORIES
Some accessories, such as hydraulic oil coolers, will
add additional heat load to the system. Hydraulic cooler
heat rejection can be estimated by the following
formula:
H3 = P3
It will be necessary to replot the curve if you are operating at a different fan speed than the available data. Determine rated fan speed by multiplying rated engine
speed times the fan drive ratio, and replot the curve
point-by-point using the fan laws as follows:
F2 = F1 x
x (1-e) x 42.5 Btu/min/hp
R2 = R1
S2
S1
S2
( )
S1
When:
H3
P3
e
Hydraulic heat load
Hydraulic power
Efficiency
When:
Hydrostatic drive systems are generally assumed to be

about 75% efficient. Standard open-center hydraulic
systems can be as low as 30% efficient. It is important
to determine the correct efficiency for your system. For
torque convertor and transmission coolers, see manufacturers recommendations. Examples below show
how to account for the additional heat load from various
types of oil coolers.
FAN PERFORMANCE CURVES

The amount of air flow that a fan will produce depends
on the operating speed and the amount of flow restriction in the system. Curves of air flow in cubic feet per
minute (CFM) vs. restriction in inches of water should
be available from your fan supplier. A typical fan performance curve is shown in figure 70-23.
F2
F1
S2
S1
R2
R1
Unknown air flow (CFM)
Known air flow (CFM)
Fan speed (rpm) w/unknown air flow
Fan speed (rpm) w/known air flow (F1)
Unknown restriction
Known restriction
For example, at 2200 rpm the 23" suction fan from figure 70-23 will flow 4400 CFM at 2.7 inches of water restriction. Therefore, one new point for a 2500 rpm curve
can be calculated as follows:
( )
2500 rpm
F2 @ 2500 rpm = 4400 CFM
2200 rpm
F2 @ 2500 rpm = 5000 CFM
R2 @ 2500 rpm = 2.7 H20
RESTRICTION - INCHES OF WATER
5
STALL POINT
23" SUCTION FAN (2500 RPM)
Replotted from 2200 RPM curve
( )
2500 rpm
2200 rpm
R2 @ 2500 rpm = 3.5 H20
Figure 70-23 includes a 2500 rpm line, replotted from

the 2200 rpm data.
0
2000
4000
6000
CFM
8000
10000
Figure 70-23, Fan Performance Curve
12000
Typical engine cooling fans will have a "Stall Point"

which shows up as an inflection point on the fan restriction curve (see figure 70-23). The radiator and fan
should be matched so that estimated flow restriction is
lower than at the stall point. For this example at 2500
rpm, estimated flow restriction should be less than 3.5
inches of water. Higher restrictions will result in poor fan
efficiency and excess noise.
70 - 19
July 1997
COOLING SYSTEM
RADIATOR RESTRICTION CURVES
OVERPLOTTING RADIATOR AND FAN

RESTRICTION CURVES
A typical radiator restriction curve is shown in

figure 70-24.
Figure 70-25 shows how the theoretical air flow from a

particular fan through a particular radiator at one rated
fan speed is determined.
7-ROW RADIATOR
25" x 28" CORE
7-ROW RADIATOR
25" x 28" CORE
4
0
2000
4000
6000
CFM 8000
10000
12000
7700 CFM
3
Figure 70-24, Radiator Restriction Curve
2000
Radiator curves are sometimes plotted per square foot

of radiator core frontal area. In that case air flow will be
plotted in feet-per-minute. It will be necessary to replot
the data by multiplying feet-per-minute by the radiator
core frontal area in square feet to get cubic feet per
minute (CFM).
July 1997
4000
6000
CFM
8000
10000
12000
Figure 70-25, Fan and radiator curve overplot

The radiator and fan restriction curves are plotted together, and the theoretical air flow is read where the
curves intersect, in this case 7700 CFM.
70 - 20
COOLING SYSTEM
ESTIMATING RADIATOR HEAT TRANSFER
CAPACITY
ESTIMATING INSTALLED FAN EFFICIENCY

Fan performance curves are generated in aerodynamic
tunnels with close fitting shrouds. In practice fan
shrouds leak, tip clearances are higher, and additional
flow restrictions exist due to turbulence around the engine and radiator. In a typical engine installation, actual
airflow will be 50% to 75% of theoretical values. Assume the following for installed fan efficiency:
In addition to the radiator restriction curve shown in figure 70-24, a radiator heat transfer performance curve
as shown in figure 70-26 is needed.
12000
11000
Suction Fan Efficiency:

61% for 1/2 in. radial tip clearance, with the fan
one inch from the radiator core
+2% per one inch increase in radiator core
clearance
BTUS / MINUTE / 100 F
10000
CORRECTED
AIR FLOW
4770 CFM
9000
8000
7000
6100 BTUS / MIN / 100 F
6000
5000
4000
-7% per one inch increase in radial tip clearance
3000
2000
_____ % (Note: max efficiency not to exceed 75%)
2000
4000
6000
CFM
8000
10000
12000
Figure 70-26, Radiator Heat Transfer Performance

Curve
Blower Fan Efficiency:
53% for 1/2 in. radial tip clearance, with the fan
one inch from the radiator core
+3% per one inch increase in radiator core
clearance
-6% per one inch increase in radial tip clearance
_____ % (Note: max efficiency not to exceed 75%)
Installed air flow should be estimated by multiplying theoretical air flow by the estimated installed efficiency. For
this example, assume that the fan is 1-1/2 inches from
the radiator core and has 1/2 inch radial tip clearance.
Therefore, estimated installed fan efficiency equals:
This data may only be available per square foot of radiator area, so it may be necessary to replot by multiplying both air flow and heat transfer by the radiator core
frontal area in square feet.
The radiator heat transfer capacity in BTUs per minute
per 100 F at the corrected air flow can be read directly
from this curve.
For this example, the heat transfer capacity at 4770
CFM = 6100 BTUs per minute per 100 F. That means
that if the average water temperature in the core is
100 F hotter that the temperature of the air flowing into
the radiator, the radiator will transfer 6100 BTUs per
minute.
61% + 1% (for 1/2 inch extra core clearance) = 62%

Adjusted air flow equals:
7700 CFM x.62 = 4770 CFM.

This is the number to use in the next step, estimating radiator heat transfer capacity.
70 - 21
July 1997
COOLING SYSTEM
ESTIMATING AIR-TO-BOIL (ATB)
TEMPERATURE
To estimate ATB temperature, Delta-T must be determined. "Delta-T" is the difference between the average
coolant temperature in the radiator and the temperature
of the air entering the radiator. Delta-T is proportional to
heat transfer rate.
Radiator heat transfer performance curves are generally
plotted for a Delta-T of 100 F. Delta-T for each application will depend on the radiator heat transfer capacity and
the amount of heat being rejected by the engine. Delta-T
can be calculated with the following formula:
DELTA-T =
H1
x 100 F
H2
Heat rejection
Radiator heat transfer capacity
Full-load engine heat rejection can be found on sheet two

of every Engine Performance Curve. For the following example, assume a typical 150 hp engine with full load heat
rejection of 3700 btu/min. Assume there is no hydraulic or
transmission oil cooler adding to the heat load. Delta-T
with the radiator and fan combination in our example is:
DELTA-T =
3700 BTUs/min
6100 (BTUs/min/100 F)
The "Delta-T" value (x) was calculated in the example

above. The (-6 F) factor corrects for the 50/50 antifreeze mix that will be used in the field. Radiator heat
transfer curves are plotted for untreated water.
Fan and radiator curves are based on standard air density at sea level. The "Altitude Correction" factor (y)
should be applied to equipment that is intended to operate primarily at high altitude.
When:
H1
H2
The (-5 F) factor in the Air-To-Boil (ATB) formula corrects for the fact that the coolant temperature decreases
as it flows through the radiator. Because coolant temperature decreases, the average coolant temperature is
lower than the top tank temperature. As the temperature
decreases, heat transfer rate also decreases. You can
calculate the exact temperature decrease since you
know the heat rejection in BTUs per minute and the
coolant flow in gallons per minute, but as an estimate,
assume that the average water temperature is 5 F
cooler than the top tank temperature.
x 100 F
DELTA-T = 61 F
From Delta-T, Air-To-Boil (ATB) temperature can be estimated using the following formula:
The "Air Preheating" factor (z) can be different for each

application. In some applications the temperature of the
air entering the radiator will be hotter than ambient temperature. This is usually true for a blower fan installation, since the air is drawn past the hot engine before
entering the radiator. For blower fans on open power
units, estimate 9 F. For closed power units with blower
fans, under-hood mufflers, and other heat sources
(such as electric generators) preheating can be as high
as 30 to 40 F. For an open power unit with a suction fan
the correction factor should be zero. For applications
with cooling air recirculation or which draw cooling air
from a heated area, the correction will have to be determined experimentally.
For this example of a 150 hp engine with a 23" suction
fan (at standard air density), ATB temperature equals:
221 F Maximum allowable top tank temperature
-5 F
-61 F Delta-T (average coolant temperature - ambient)
- 5 F (Top tank temperature - average coolant

temperature)
-6 F 50/50 antifreeze correction

- 0 F (No air preheating)
- x F Delta-T (average coolant temperature ambient)
149 F Air-To-Boil temperature
- 6 F 50/50 antifreeze correction

- y F altitude correction (2 F/1000' above sea
level)
- z F Air preheating (ambient temperature - radiator air inlet)
____F
July 1997
Air-To-Boil temperature
(Top tank temperature - average coolant temperature)
In this example, predicted ATB temperature is comfortably above the goal of 117 F. However, this has only
been estimated for an open power unit at full rated
speed. Most applications have other complicating factors which must be considered. The examples that follow illustrate how different factors effect ATB, and will
show how to address some more complicated cooling
problems.
70 - 22
COOLING SYSTEM
COOLING CALCULATION EXAMPLES
12000
EXAMPLE 1, CHANGE TO A BLOWER FAN
11000
10000
The use of a blower fan will keep engine compartment

temperatures considerably cooler. First, plot the performance curve for the blower fan being considered over
the radiator restriction curve.
6
23" BLOWER FAN
7-ROW RADIATOR
9000
8000
CORRECTED
AIR FLOW
4200 CFM
7000
6000
5600 BTUS / MIN / 100 F
5000
4000
3000
2000
7700 CFM
2000
4000
6000
CFM
8000
10000
12000
Radiator heat transfer performance curve

2
Figure Example 1b, Apply A 23" Blower Fan

From the radiator performance curve, radiator heat
transfer capacity at 4200 CFM is 5600 BTUs/min/
100 F. Therefore, Delta-T can be predicted:
0
2000
4000
6000
8000
10000
12000
CFM
DELTA-T =
Figure Example 1a, Apply A 23" Blower Fan

Theoretical air flow is similar to the suction fan, since
the fans are the same size and basic design, but installed efficiency for the blower fan will be lower. Assume that fan tip clearance is 1/2 inch, and radiator core
clearance is 1-1/2 inches, the same as the suction fan.
Fan efficiency equals:
3700 BTUs/min
5600 (BTUs/min/100 F)
x 100 F
DELTA-T = 66 F
ATB is calculated as follows:

221F Maximum allowable top tank temperature
- 5 F (Top tank temperature - average coolant temperature)
53% (for 1" core clearance)
- 66 F Delta-T (average coolant temperature - ambient)
+ 1.5% (for 1/2" additional core clearance)

54.5%
- 9 F Air preheating (ambient temperature - radiator air

inlet)
Therefore, estimated corrected air flow equals:
7700 CFM x .545 = 4200 CFM
With a blower fan, engine compartment temperatures

can run up to 50 F cooler, but the air preheating and the
lower installed efficiency of the blower fan resulted in a
14 F decrease in ATB temperature.
70 - 23
July 1997
COOLING SYSTEM
EXAMPLE 2, ADD AN OIL-TO-WATER HYDRAULIC
OIL COOLER
EXAMPLE 3, SWITCH TO AN OIL-TO-AIR

HYDRAULIC COOLER IN FRONT OF
THE RADIATOR
Shell and tube type hydraulic oil coolers are sometimes

added to the lower hose of a radiator, or can be built into
the radiator bottom tank. They do not significantly effect
radiator operation. They simply add additional BTUs to
the coolant. Assume that our example uses a hydrostatic drive system that absorbs 100% of the engine power
(peak hydraulic power = rated engine power). For a hydrostatic system that is 75% efficient, heat rejection can
be estimated from the formula on page 70-18.
In an effort to improve ATB temperature, replace the oilto-water hydraulic cooler with an oil-to-air cooler mounted in front of the radiator, as shown in Figures 70-6 and
70-7. Since a blower fan is being used, cooling air temperature to the radiator will not be effected. Only the additional air flow restriction imposed by the oil cooler
needs to be considered.
For a 150 hp engine, hydraulic heat load equals:
150 hp x .25 x 42.5 BTUs/min./hp = 1594 BTUs/min.
For this example, the flow restriction curve of the hydraulic cooler must be determined and added to the radiator restriction curve, as shown below:
COMBINED RESTRICTION
Total heat rejection from the engine and hydraulic cooler equals:
Therefore, Delta-T for the same radiator with blower fan

equals:
5294 BTUs/min
DELTA-T =
5600 (BTUs/min/100 F)
x 100 F
3700 BTUs/min. + 1594 BTUs/min. = 5294 BTUs/min.
7-ROW RADIATOR
23" BLOWER FAN
6900 CFM
3
HYDRAULIC
OIL COOLER
DELTA-T = 95 F
2000
4000
6000
8000
10000
12000
CFM
Predicted ATB temperature with blower fan is as follows:

221F Maximum allowable top tank temperature
Figure example 3a, oil-to-air hydraulic oil cooler with

blower fan
Theoretical air flow is reduced about 10% (to 6900
CFM) due to the added restriction of the hydraulic cooler. Estimated fan efficiency is still 54.5%. Therefore, adjusted air flow equals:
0.545 x 6900 CFM = 3760 CFM

inlet)
In this example, the additional hydraulic oil cooler heat

load results in a 29 F predicted reduction in ATB temperature.
July 1997
70 - 24
COOLING SYSTEM
EXAMPLE 4, FOR IMPROVED HYDRAULIC
COOLING, SWITCH TO A SUCTION FAN
12000
11000
The use of a suction fan results in improved hydraulic

cooling since the air would pass through the hydraulic
cooler first. However, since the radiator would be receiving preheated air from the oil cooler, radiator performance will be effected. To determine the effect on
radiator performance, the air temperature rise as it passes through the oil cooler must be calculated.
10000
9000
CORRECTED
AIR FLOW
3760 CFM
8000
7000
6000
5100 BTUS / MIN / 100 F
5000
0.018 BTU will raise the temperature of one cubic feet of

air one degree Fahrenheit. Air temperature rise through
the hydraulic cooler can be predicted with the following
formula:
4000
3000
2000
2000
4000
6000
CFM
8000
10000
12000
Tr =
F (0.018 BTUs/cu.ft./F)
Figure Example 3b, Oil-To-Air Cooler With Blower Fan

At the reduced air flow, radiator heat transfer rate is
5100 BTUs/min/100 F, but the hydraulic cooler heat
load is no longer rejected through the radiator. Therefore, Delta-T equals:
DELTA-T =
3700 BTUs/min
5100 (BTUs/min/100 F)
x 100 F
DELTA-T = 73 F
Predicted ATB temperature with blower fan is as follows:
When:
Tr
H
F
Temperature rise
Hydraulic heat load (Btu/min)
Air flow (CFM)
From Example 2, hydraulic heat load is 1594 BTUs per

minute. Air flow is also needed to calculate temperature
rise. To determine airflow, the radiator/hydraulic cooler
and fan restriction curves must be plotted and corrected
for installed fan efficiency.
7-ROW RADIATOR

inlet)
Even though air flow is reduced by about 10%, ATB is

much higher since the radiator does not have to directly
handle the hydraulic heat load.
23" SUCTION FAN
7100 CFM
3
OIL COOLER
0
2000
4000
6000
8000
10000
12000
CFM
Figure Example 4a, Oil-To-Air Hydraulic Oil Cooler With

Suction Fan
The theoretical airflow with the 23 inch suction fan and
oil cooler is 7100 CFM. Installed fan efficiency for the
suction fan is 62% as in our original example. Therefore,
corrected airflow equals:
7100 x .62 = 4400 CFM
70 - 25
July 1997
COOLING SYSTEM
Cooling air temperature rise through the hydraulic cooler can now be calculated per the formula:
Tr =
1594 Btu/min
= 20 F
4400 CFM (0.018 BTUs/cu.ft./F)
Therefore, 20 F is the amount of air preheating to be

used when calculating ATB temperature. Do not subtract 9 F for a blower fan, since a suction fan is now being used.
SUCTION VS. BLOWER FAN

The effect of suction vs. blower fan on air temperatures
throughout the system can be predicted using the temperature rise formula shown in Example 4. Figures 7027a and 70-27b show the effect of suction vs. blower
fan on air temperatures for this example at a 100 F ambient temperature.
The radiator performance curve is now used to determine heat transfer capacity:
12000
167 F
176F
11000
10000
120 F
9000
8000
CORRECTED
AIR FLOW
4400 CFM
+ 9 F
from engine
7000
6000
100 F.
5800 BTUS / MIN / 100 F
5000
4000
3000
SUCTION FAN
2000
2000
4000
6000
CFM
8000
10000
12000
Figure 70-27a, Air Temperatures With Hydraulic Oil

Cooler
Figure Example 4b, Apply A 23" Suction Fan

Radiator heat transfer capacity in this case is 5800
BTUs/min/100 F. Delta-T for this example equals:
DELTA-T =
3700 BTUs/min
5800 (BTUs/min/100 F)
x 100 F
DELTA-T = 64 F
100 F.
109 F.
Predicted ATB temperature is as follows:

163 F.
189 F.
+ 9 F
from engine

inlet)
BLOWER FAN
In this example, increased air preheating from the suction fan results in adequate predicted engine cooling.
July 1997
Figure 70-27b, Air Temperature With Hydraulic Oil

Cooler
70 - 26
COOLING SYSTEM
COOLING SYSTEM PERFORMANCE
CALCULATIONS SI (METRIC) UNITS
COOLING SYSTEM PERFORMANCE GOALS

Maximum allowable coolant operating temperature for
John Deere engines is 105 C.
Similar English unit calculations start on page 70-23.

In North America, fan and radiator curves will be available almost exclusively in the English units used earlier
in this section. In Europe, SI (System International or
"Metric") units are generally used. Not all units are directly convertible. There is an SI unit for heat (Joules)
which would convert directly to BTUs, but you will not
find it on Metric radiator performance curves. In SI format, heat transfer will be recorded in kW, which is a unit
of power, or heat per unit time. There are also other differences which will effect formulas and calculations.
The remaining portion of this section includes all the
necessary information in SI units, and includes calculations and examples using data in typical SI formats.
ENGLISH - TO - SI CONVERSION FACTORS
Temperature
1 C
1.8 F + 32 F
For most areas, a minimum "Air-To-Boil" (ATB) temperature of 47 C is required. That means that when the ambient temperature is 47 C and the engine is operating at
full power, the radiator inlet tank temperature must not
exceed 105 C
For extremely hot areas, 47 C is not adequate. At least
52 C ATB is recommended for desert regions of the
Western U.S., Northern Africa, and Central Australia.
For "winter only" applications such as snow grooming
equipment, contact Sales Engineering. ATB requirements of as low as 29 C are sometimes applied.
An "ATB" temperature of 29 C can also be used for heat
exchanger applications with the heat exchanger cooled
by ground water or from an open body of water. This
means that the coolant entering the heat exchanger from
the engine should not exceed 105 C with a heat exchanger water temperature of 29 C.
Temperature difference (Delta-T)

1 C (Delta-T)
=
1.8 F (Delta-T)
Length / Distance
1 mm (millimeter)
1 m (meter)
The engine heat rejection at rated power (in kW) is listed

on sheet two of each John Deere Engine Performance
Curve. For most applications, this is the number which
should be compared to radiator and fan curves to estimate cooling system performance.
Pressure
1 kPa (kilopascal)
1 BAR
Velocity
1 mps (m/sec)
=
=
=
0.03937 inches
39.37 inches
3.28 feet
=
=
=
=
10 mBar (millibar)
4 inches of water
100 kPa
14.5 psi
197 ft/min
ADDITIONAL HEAT REJECTION FROM

ACCESSORIES
Some accessories, such as hydraulic oil coolers, will add
additional heat load to the system. Hydraulic cooler heat
rejection can be estimated by the following formula:
H3 = P3
Flow
1 CMS* (m3/sec) =
2120 CFM (ft3/min)
* cubic meters per second
Power / Heat flow
1 kW (kilowatt)
=
=
When:
1.34 hp
57 BTUs/min
Heat transfer capacity (Commonly used units)

1 (kW / 50 C)
=
63.3 (BTUs/min/100 F)
x (1-e)
H3
P3
e
70 - 27
Hydraulic heat load (kW)
Hydraulic power (kW)
Efficiency
July 1997
COOLING SYSTEM
Examples will be given later, showing how to account
for the additional heat load from various types of oil
coolers.
For example, at 2200 rpm the 584 mm suction fan from

Figure 70-28 will flow 2.08 CMS at 0.675 kPa restriction.
Therefore, one new point for a 2500 rpm curve can be
calculated as follows:
FAN PERFORMANCE CURVES
( )
2500 rpm
F2 @ 2500 rpm = 1 CMS
Curves of air flow in cubic meters per second vs. restriction in kPa or mBars are available from some fan suppliers. Ten millibars equal 1 kPa. In other words, the
vertical scale on Figure 70-28 goes from 0-1.5 kPa, or
from 0-15 mBar. A typical SI fan performance curve is
shown below.
2200 rpm
F2 @ 2500 rpm = 2.36 CMS
1.50
RESTRICTION - KPA (mBAR / 10)
1.25
R2 @ 2500 rpm = 0.675 kPa
STALL POINT
1.00
( )
2500 rpm
2200 rpm
R2 @ 2500 rpm = 0.875 kPa
584 mm SUCTION FAN (2200 RPM)
.75
.50
Figure 70-28 includes a 2500 rpm line, replotted from

the 2200 rpm data.
.25
0
1
AIR FLOW- CUBIC METER PER SECOND
Figure 70-28, Fan Performance Curve

It will be necessary to replot the curve if you are operating at a different fan speed than the available data. Determine rated fan speed by multiplying rated engine
speed times the fan drive ratio, and replot the curve
point-by-point using the fan laws as follows:
F2 = F1 x
R2 = R1
S2
S1
S2
( )
S1
When:
F2
F1
S2
S1
R2
R1
Unknown air flow (CMS)
Known air flow (CMS)
Fan speed (rpm) w/unknown air flow
Fan speed (rpm) w/known air flow (F1)
Unknown restriction
Known restriction
July 1997
70 - 28
COOLING SYSTEM
RADIATOR RESTRICTION CURVES
A typical SI radiator restriction curve is shown in Figure
70-29.
1.50
The radiator and fan restriction curves are plotted together, and the theoretical air flow is read where the
curves intersect, in this case 3.63 cubic meters per second.
ESTIMATING INSTALLED FAN EFFICIENCY
1.25
Use the following formulas for estimating installed fan

efficiency:
7-ROW RADIATOR
.635 x .711 M
CORE
1.00
.75
Suction Fan Efficiency:
.50
61% for 13 mm radial tip clearance, with the fan

25 mm from the radiator core
+2% per 25 mm increase in radiator core clearance
.25
-7% per 25 mm increase in radial tip clearance
____% (Note: max efficiency not to exceed 75%)
Figure 70-29, Radiator Restriction Curve

Radiator curves, usually available from the supplier, are
plotted per square meter of radiator core frontal area. In
that case air flow will be plotted in meters-per-second. It
will be necessary to replot the data by multiplying
meters-per-second by the radiator core frontal area in
square meters.
Blower Fan Efficiency:
OVERPLOTTING RADIATOR AND FAN

RESTRICTION CURVES
-6% per 25 mm increase in radial tip clearance
Figure 70-30 shows how the theoretical air flow from a

particular fan through a particular radiator at one rated
fan speed is determined.
1.50
584 mm SUCTION FAN (2500 RPM)
53% for 13 mm radial tip clearance, with the fan

25 mm from the radiator core
+3% per 25 mm increase in radiator core clearance
____% (Note: max efficiency not to exceed 75%)

For this example, assume that the fan is 38 mm from the
radiator core and has 13 mm radial tip clearance.
Therefore, estimated installed fan efficiency equals:
7-ROW RADIATOR
.635 x .711 M CORE
1.25
1.00
3.63
61% + 1% (for 13 mm extra core clearance) = 62%

Adjusted air flow equals:
M 3
SEC.
3.63 CMS x .62 = 2.25 CMS

.75
.50
.25
0
1
Figure 70-30, Fan And Radiator Curve Overplot

70 - 29
July 1997
COOLING SYSTEM
ESTIMATING RADIATOR HEAT TRANSFER
CAPACITY
In addition to the radiator restriction curve shown in Figure
70-29, a radiator heat transfer performance curve as
shown in Figure 70-31 is needed.
Full load heat rejection can be found on sheet two of

each John Deere Engine Performance Curve. For this
example, assume a typical 120 kW engine with full load
heat rejection of 65 kW. Assume there is no hydraulic
or transmission oil cooler adding to the heat load. Delta-T with the radiator and fan combination in our example is:
180
65 kW
DELTA-T =
160
CORRECTED
AIR FLOW
KW / 50 C
140
2.25
96.4 (kW/50 C)
x 50 C = 34 C
M3
SEC.
From Delta-T, Air-To-Boil (ATB) temperature can be

estimated using the following formula:
120
96.4 KW / 50 C
100
80
105 C Maximum allowable top tank temperature
60
- 3 C Top tank temperature - average coolant

temperature)
40
1
- x C
Delta-T (average coolant temperature ambient)
- 3 C
50/50 antifreeze correction
- y C
altitude correction (1 C/300 m above

sea level)
- z C
Air preheating (ambient temperature radiator air inlet)
Figure 70-31, Radiator Heat Transfer Performance Curve

This data may only be available per square meter of radiator area, so it may be necessary to replot by multiplying
both air flow and heat transfer by the radiator core frontal
area in square meters.
For this example, the heat transfer capacity at 2.25 CMS
= 96.4 kW per 50 C. That means that if the average water
temperature in the core is 50 C hotter that the temperature of the air flowing into the radiator, the radiator will
transfer 96.4 kW of heat flow.
ESTIMATING AIR-TO-BOIL TEMPERATURE

Radiator heat transfer performance on SI curves is generally plotted for a Delta-T of 50 C. Delta-T for each application will depend on the radiator heat transfer capacity
and the amount of heat being rejected by the engine. Delta-T must be calculated to estimate ATB temperature.
Use the following formula:
DELTA-T =
H1
H2
x 50 C
When:
H1
H2
Heat rejection
Radiator heat transfer capacity
July 1997
___C Air-To-Boil temperature

The first (-3 C) factor in the Air-To-Boil (ATB) formula
corrects for the fact that the coolant temperature decreases as it flows through the radiator. As the temperature decreases, heat transfer rate also decreases. As
an estimate, assume that the average water temperature is 3 C cooler than the top tank temperature.
The "Delta-T" value (x) was calculated in the example
above. The second (-3 C) factor corrects for the 50/50
antifreeze mix that will be used in the field. Radiator
heat transfer curves are plotted for untreated water.
Fan and radiator curves are based on standard air density at sea level. The "Altitude Correction" factor (y)
should be applied to equipment that is intended to operate primarily at high altitude.
70 - 30
COOLING SYSTEM
The "Air Preheating" factor (z) can be different for each
application. For blower fans on open power units, estimate 5 C. For closed power units with blower fans, under-hood mufflers, and other heat sources (such as
electric generators) preheating can be as much as 1520 C. For an open power unit with a suction fan, the
correction factor should be zero. For applications with
cooling air recirculation or which draw cooling air from a
heated area, the correction will have to be determined
experimentally.
Assume that fan tip clearance is 13 mm, and radiator

core clearance is 38 mm, the same as the suction fan.
Fan efficiency equals:
For this example of a 6059T with a suction fan (at standard air density), ATB temperature equals:
3.63 CMS x .545 = 1.98 CMS
53% (for 25 mm core clearance)

+ 1.5% (For 13 mm additional core clearance)
54.5%
Therefore, estimated corrected air flow equals:
180
160
- 3 C (Top tank temperature - average coolant temperature)

KW / 50 C
140
- 34 C Delta-T (average coolant temperature - ambient)

- 3 C 50/50 antifreeze correction
- 0 C Air preheating (ambient temperature - radiator air
inlet)
CORRECTED
AIR FLOW
120
1.98
M 3
SEC.
100
88.5 KW / 50 C
80
65 C Air-To-Boil temperature
60
In this example, predicted ATB temperature is comfortably above the goal of 47 C. The examples that follow
will illustrate how different factors effect ATB, and will
show how to address some more complicated cooling
problems.
40
1
Figure Example 5b, Apply A Blower Fan
COOLING CALCULATION EXAMPLES
From the radiator performance curve, radiator heat

transfer capacity at 1.98 CMS is 88.5 kW per 50 C
Therefore, Delta-T can be predicted:
EXAMPLE 5, CHANGE TO A BLOWER FAN

First, plot the performance curve for the blower fan being considered over the radiator restriction curve.
DELTA-T =
65 kW
88.5 (kW/50 C)
x 50 C = 37 C
1.50
584 mm BLOWER FAN
ATB is calculated as follows:
7-ROW RADIATOR
1.25
1.00
3.63

M 3
SEC.
.75

inlet)
.50
.25
0
1
Figure Example 5a, Apply A Blower Fan

With a blower fan, engine compartment temperatures

can run up to 30 C cooler, but the air preheating and
the lower installed efficiency of the blower fan resulted
in an 8 C decrease in ATB temperature.
70 - 31
July 1997
COOLING SYSTEM
EXAMPLE 6, ADD AN OIL-TO-WATER HYDRAULIC
OIL COOLER
1.50
Shell and tube type hydraulic oil coolers are sometimes

added to the lower hose of a radiator, or built into the radiator bottom tank. Assume that our example uses a hydrostatic drive system that absorbs 100% of the engine
power. For a hydrostatic system that is 75% efficient,
heat rejection can be estimated from the formula on
page 70-27.
For a 120 kW application at 75% efficiency, hydraulic
heat load equals:
1.25
3.25
.75
HYDRAULIC
OIL COOLER
.50
.25
Total heat rejection from the engine and hydraulic cooler equals:
65 kW + 30 kW = 95 kW
Therefore, Delta-T for the same radiator with blower fan
equals:
88.5 (kW/50 C)
Figure Example 7a, Oil-To-Air Hydraulic Oil Cooler With

Blower Fan
Theoretical air flow is reduced about 10% (to 3.25 CMS)
due to the added restriction of the hydraulic cooler. Estimated fan efficiency is still 54.5%. Therefore, adjusted
air flow equals:
0.545 x 3.25 CMS = 1.77 CMS
x 50 C = 54 C
180
160
140

KW / 50 C

inlet)
CORRECTED
AIR FLOW
120
1.77
M 3
SEC.
100
80.6 KW / 50 C
80
60
In this example, the additional hydraulic oil cooler heat

load results in a 17 C predicted reduction in ATB temperature.
40
EXAMPLE 7, SWITCH TO AN OIL-TO-AIR

HYDRAULIC COOLER IN FRONT OF
THE RADIATOR
Figure Example 7b, Oil-To-Air Cooler With Blower
Replace the oil-to-water hydraulic cooler with an oil-toair cooler mounted in front of the radiator, as shown in
figures 70-6 and 70-7 (Page 70-4). Only the additional
air flow restriction imposed by the oil cooler needs to be
considered.
At the reduced air flow, radiator heat transfer rate is

80.6 kW per 50 C, but the hydraulic cooler heat load is
no longer rejected through the radiator. Therefore, Delta-T equals:
For this example, the flow restriction curve of the hydraulic cooler must be determined and added to the radiator restriction curve, as shown in Figure Example 7a:
July 1997
120 kW x .25 = 30 kW
95 kW
M 3
SEC.
1.00
DELTA-T =
7-ROW RADIATOR
584 mm BLOWER FAN
70 - 32
DELTA-T =
65 kW
80.6 (kW/50 C)
x 50 C = 40 C
COOLING SYSTEM
1.50
7-ROW RADIATOR

584 mm SUCTION FAN

inlet)
1.25
3.35
M 3
SEC.
1.00
.75
OIL COOLER
.50
.25
0
Even though air flow is reduced by about 10% , ATB is

much higher since the radiator does not have to directly
handle the hydraulic heat load.
EXAMPLE 8,FOR IMPROVED HYDRAULIC
COOLING, SWITCH TO A SUCTION
FAN
Since the radiator would receive preheated air from the
oil cooler, radiator performance will be effected. The air
temperature rise as it passes through the oil cooler must
be calculated.
Air temperature rise through the hydraulic cooler can be
predicted with the following formula:
The theoretical airflow with this suction fan and oil cooler is 3.35 CMS. Installed fan efficiency for the suction
fan is 62% as in our original example. Therefore, corrected airflow equals:
3.35 x .62 = 2.08 CMS

Cooling air temperature rise through the hydraulic cooler can now be calculated per the formula:
30 kW
H
F (m3/sec) x 1.20 kW/(m3/sec)/C
2.08 (m3/sec x 1.20 kW/(m3/sec)/ C
Tr = 12 C
Therefore, 12 C is the amount of air preheating to be
used when calculating ATB temperature.
When:
Tr
H
F
Figure Example 8a, Oil-to-air Hydraulic Oil Cooler With

Suction Fan
Tr =
Tr =
Temperature rise
Hydraulic heat load (kW)
Air flow (CMS)
The radiator performance curve is now used to determine heat transfer capacity:
From Example 8, hydraulic heat load is 30 kW. Air flow

is also needed to calculate temperature rise. To determine airflow, the radiator/hydraulic cooler and fan restriction curves must be plotted and corrected for
installed fan efficiency.
70 - 33
July 1997
COOLING SYSTEM
180
160
CORRECTED
AIR FLOW
KW / 50 C
140
2.08
120
M 3
SEC.
100
91.6 KW / 50 C
80
60
40
Figure Example 8b, Oil-To-Air Cooler With Suction Fan

Radiator heat transfer capacity in this case is 91.6 kW
per 50 C. Delta-T for this example equals:
DELTA-T =
65 kW
91.6 (kW/50 C)
x 50 C = 35 C

inlet)
July 1997
70 - 34
SECTION CONTENTS
Marine Cooling System
Contents/Notes
Page
Marine Engine Cooling System ........................................................................................................................ 1

Marine Engine Cooling System Types ............................................................................................................. 2
John Deere Marine Engine Cooling System .................................................................................................... 3
Heat Exchanger System ............................................................................................................................ 4
Keel Cooled System .................................................................................................................................. 6
Keel Cooler Sizing............................................................................................................................................ 8
Example 1 .................................................................................................................................................. 9
Steel Channel Sizes (Figure 71-6)............................................................................................................. 9
Tables ............................................................................................................................................................ 10-11
Keel Cooler Material and Size Selection (Figure 71-7)............................................................................. 10
Equivalent Line Length for Connection Components (Figure 71-8)...........................................................11
Cooling System Connection Line Pressure Drops (Figure 71-9) ...............................................................11
Line Sizing....................................................................................................................................................... 12
Example 2 ................................................................................................................................................. 13
Expansion Tank Sizing .................................................................................................................................... 14
Example 3 ................................................................................................................................................. 14
..........................................................................................................................................................................
..........................................................................................................................................................................
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DSEG0171
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January 1996
402
MARINE COOLING SYSTEM

MARINE ENGINE COOLING SYSTEM
COOLANT
Engines generate heat. About 25-33% of the burned

fuel energy content is rejected as heat to the engine
cooling system. The exact amount is determined by engine design and specific load on the engine. Deere marine engines use two liquids in the engine cooling
system; coolant and sea water. The addition of a coolant jacketed exhaust manifold, sometimes called a marine manifold, increases the coolant heat load,
approaching one-half of the energy content of the fuel
burned. The engine dissipates this heat through the hot
coolant exiting the thermostat housing.
John Deere requires coolant in the engine to be a solution of soft water mixed with ethylene glycol and/or a
coolant conditioner. Refer to a John Deere engine Operators Manual for specific requirements.
The primary function of a marine cooling system is to:
SEA WATER
In this section any water that is not treated and used as
engine coolant is called sea water. It can be salt water,
raw water, lake water, river water or even drinkable water from a city water system.
MARINE EXHAUST MANIFOLD
Transfer the heat absorbed from the engine by

coolant to sea water.
Remove entrained air and isolate it from the flowing

coolant to keep it from being cycled back into the
engine.
Allow for coolant expansion (about 5-10% of the total volume of coolant in the system).
Maintain the proper engine operating temperature.

The preferred operating temperature is 185-195 F
(85-90 C).
A marine exhaust manifold or coolant jacketed exhaust

manifold is designed to have engine coolant surround
the exhaust tube to maintain low engine exterior surface
temperatures.
John Deere marine engines are designed to transfer

heat from engine coolant to sea water. The coolant can
be routed to the keel cooler or sea water can be routed
through the engine heat exchanger.
71-1
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January 1996
M k
402

MARINE COOLING SYSTEM TYPES
Four types of cooling systems are used with marine engines.
DIRECT COOLING
In a direct cooling system, sea water is pumped through
the engine block and head to cool the engine. High levels of silt deposits and corrosion can accumulate in the
engine causing extensive damage. No provisions have
been made for this type of cooling system in John Deere
marine engine designs and it is not approved.
RADIATORS
As with industrial engines, a radiator can be used to
cool marine engines. This method is typically used
when the engine is required to run while the boat is out
of the water. Later in this section instructions for how to
connect a radiator to marine engines will be discussed.
Consult the Industrial Engine Cooling System, Section
70, for radiator installation recommendations.
MARINE HEAT EXCHANGERS

In general, a heat exchanger is any device that transfers
heat from one medium to another.
A marine heat exchanger uses a water-to-water heat
exchange and brings sea water to the coolant at a heat
exchanger which is part of the engine package. Heat
from the engine is transferred from the coolant to sea
water in the heat exchanger. Sea water pumped
through the heat exchanger is expelled back to the surrounding water, either through the exhaust system or
overboard. This type of system isolates possible corrosion caused by sea water to selected components that
can be cleaned and/or replaced.
KEEL COOLING
Keel cooling uses a water-to-water heat exchanger and
brings the coolant to the sea water at a heat exchanger
on the external surface of the vessel's keel. Keel cooling routes engine coolant through the hull to the keel
cooler and back to the engine. Only the flow necessary
to reject the heat absorbed in the engine is routed
through the keel cooler, providing the stable engine
temperature needed for proper engine operation.
January 1996
71-2

JOHN DEERE MARINE COOLING SYSTEM
John Deere marine cooling systems are designed to
provide cooling for the engine, deaeration and limited
coolant expansion. All engines are equipped with an
engine water pump and thermostats. Two marine cooling versions are available. The heat exchanger version
is a complete, self-contained coolant system. Keel
cooled engines have connecting points for external outlet and return lines for a keel cooler. Coolant flow
through the system is illustrated in Figure 71-1 as follows:
Radiator Cap
Thermostats
The thermostats split the coolant flow between the

outlet line and the bypass line. The split changes to
control coolant temperatures between 180-200 F
(82-93 C).
The bypass line allows the coolant to bypass the

heat exchanger or keel cooler returning uncooled
coolant to the top tank. This is an internal line on
John Deere marine engines.
The outlet line exits the engine routing coolant from

the thermostats to the keel cooler or other external
heat exchanger.
Heat is transferred from the coolant in the heat exchanger or keel cooler and rejected to sea water.
The return line is the external line returning sea water or coolant to its original source. For keel cooled
engines it is the line returning coolant from the keel
cooler to the engine top tank. For heat exchanger
cooled engines it is the line exiting the heat exchanger with sea water to be expelled overboard.
The bypass and return flows are combined in the

expansion tank portion of the top tank. Keel cooled
engines require an external expansion tank connected to the top tank and above the engine to provide for coolant expansion and to maintain proper
coolant pressures.
Top Tank
Bypass
Inlet Line
ENGINE BLOCK
& EXHAUST
MANIFOLD
Return Line
Outlet Line
Water
Pump
Keel Cooler or Heat Exchanger
Figure 71-1, Marine engine cooling system
CABIN HEATERS
The engine water pump draws coolant from the top

tank. The top tank is a coolant tank provided on
marine engines for expansion, deaeration and routing of coolant. Inside the tank are the bypass line,
expansion tank, and thermostats. The coolant is
pumped through the engine block, head and exhaust manifold to the thermostats.
The inlet line is the supply line to the sea water
pump (heat exchanger version) and/or engine water pump (keel cooled version). The fluid in the line
is being drawn into the pump by the suction of the
pump.
John Deere engines can be used with cabin heaters.

Proper installation is necessary for the engine not to
overheat or run cold.
The cabin heat requirements should be determined and
compared to the typical engine load and heat rejection
to ensure proper engine operating temperatures.
Coolant lines for the cabin heater should restrict flow to
the heater to prevent the engine from over heating when
the cabin heater is not in use and to prevent the engine
from over cooling when the heater is in use.
71-3
January 1996
Radiator Cap
Sea water return,

overboard or to
exhaust elbow
Radiator Cap
Sea water return,

overboard or to
exhaust elbow
Sea water
Inlet line to
sea water
pump
Gear Oil
Cooler
Sea water
Strainer
Gear Oil
Cooler
Shut off
Valve
Series 300
Hull
Series 400
Sea water Scoop
Sea water
Figure 71-2, Heat exchanger cooled engines
HEAT EXCHANGER SYSTEM
SEA WATER INLET LINE
John Deere heat exchanger cooled engines have a

complete, self-contained engine cooling package. An
internal heat exchanger unit provides the needed interaction between coolant and sea water. A sea water
pump and heat exchanger are installed on the engine.
A wet exhaust elbow is also available for wet exhaust
systems. The customer is only required to provide the
sea water source and return.
The inlet line and components in the line (strainers and

seacock) must allow flow to the sea water pump within
the 8.8 inches (224 mm) of Mercury (4.3 psi, 30 kPa) restriction guideline. The inlet line length, number of elbows and components (strainers and shutoff valves) in
the line should be minimized to meet this goal. A flexible line at the pump is recommended to isolate vibration.
SEA WATER PUMP
SHUT-OFF VALVE
Sea water must be plumbed to the engine driven sea

water pump. Three functions are needed in the inlet circuit. Sea water lines must be large enough to provide
flow to the pump within restriction guidelines. A seacock is needed to shut off the sea water flow during
maintenance. Sea water strainers are required to keep
foreign materials from reaching the pump. A sea water
scoop is recommended to protect the inlet opening in
the keel.
The seacock is a shutoff valve installed where the sea

water enters the hull. The seacock should be as close
to the hull as feasible. This valve is closed when conducting maintenance in the seawater circuit.
The sea water pump provides sea water to the heat exchanger and, if desired, wet exhaust elbow. The pump
is a positive displacement rubber impeller pump. Figure
71-2 illustrates sea water plumbing for heat exchanger
cooled engines. Line sizing assistance for both the inlet
and return lines can be found on page 71-12.
January 1996
STRAINERS
Using two strainers is a good practice; an outboard
strainer (scoop) attached to the keel where sea water
enters the hull and an inboard strainer (filter) to further
filter the sea water. These are readily available on the
market today.
71-4

SEA WATER RETURN LINE
GEAR OIL COOLER SIZING
Sea water exiting from the heat exchanger is plumbed

directly overboard or through a gear oil cooler and/or
wet exhaust elbow, then overboard. The pressure at
the engine driven sea water pump outlet can not exceed
10 psi (69 kPa). When plumbed overboard, the line
should exit above the waterline to minimize restriction
and eliminate the need for another shutoff valve.
Cost effective gear oil coolers are sized to match engine

and transmission operating parameters. To properly
size the oil cooler, the supplier will need the following information:
GEAR OIL COOLERS

Gear oil coolers in heat exchanger systems should be
installed in the return line, not the inlet line, to avoid added inlet restriction. The sea water temperature leaving
the engine is less than 27 F (15 C) above sea water
inlet temperatures and more than adequate for a gear
oil cooler.
The gear oil cooler should be sized for the sea water
pump flow, gear oil flow and gear heat rejection requirements. John Deere Engine Performance Curves, sheet
2, give the sea water pump flow for each engine. Consult the marine gear supplier for oil flow and heat rejection requirements.
Engine coolant or sea water flow

Maximum engine coolant or sea water temperature
Maximum engine coolant or sea water pressure
drop allowed
Transmission oil flow
Transmission heat rejection
Maximum oil pressure
The engine information is listed on the Engine Performance Curves. Allowable pressures drops listed are for
the entire system in which the gear oil cooler is installed.
Contact the transmission supplier for information oil
flow and pressure, and transmission heat rejection.
.
RADIATOR CAP
John Deere heat exchanger cooled engines include a 7
psi (48 kPa) radiator cap and an internal expansion
tank. No external expansion tank or overflow bottle is
required for heat exchanger systems. The radiator cap
is required to maintain proper engine water pump inlet
conditions.
DEAERATION
The engine has been designed to remove air from the
engine in the expansion tank portion of the top tank.
ELECTROLYSIS
The engine heat exchanger system is equipped with
zinc anodes to protect the engine from electrolysis. See
the engine operators manual for proper anode
maintenance.
71-5
January 1996

Radiator Cap
Expansion
Tank
Minimum
Coolant
Height
Expansion
Tank
Top Tank
From
Engine
to
Keel
Cooler
Minimum
Coolant
Height
Fill / Vent Line,

1-1/4" Minimum
Inside Diameter,
Slope not
less than 30
Top
Tank
From
Engine
to
Keel
Cooler
Gear Oil
Cooler
Keel Cooler
Keel
Cooler
Return
Keel
Cooler
Return
Hull
Keel Cooler
Sea water
Series 300
Series 400
Figure 71-3, Keel cooled engines
KEEL COOLED SYSTEM
Coolant Outlet and Return Lines
Keel cooled engines require a customer installed keel

cooler. Connections are provided on the engines to
route coolant to the keel cooler. Figure 71-3 illustrates
how to plumb the keel cooler to the engine.
RADIATOR CIRCUIT
The water lines should be large enough to handle the

sea water or coolant flow. The number of elbows in the
lines should be minimized to keep inlet restrictions
down. A rubber connector or hose at the engine should
be used to isolate vibration.
Radiators can be plumbed to the same connecting ports

used for the keel cooler. Consult the Industrial Engine
Cooling System, Section 70, for radiator installation recommendations.
The lines should be routed such that air will naturally

flow out of them and below the connecting points on the
engine. If this is not possible vent lines will be required
to eliminate trapped air.
KEEL COOLER CIRCUIT
Gear Oil Coolers
The allowable total keel cooler circuit pressure drop

across the engine coolant outlet and return lines at rated engine speed is listed on the Engine Performance
Curves, sheet 2. Keel cooler, line, and (when used)
gear oil cooler size will determine the restriction of this
external circuit. Line sizing assistance for both the inlet
and return lines can be found on page 71-12.
Gear oil coolers for keel cooled systems should be installed in the return line. This will provide the coolest
coolant to the gear cooler, something desired by gear
manufactures. When placed in the outlet line the hottest coolant in the system is used for cooling the oil.
Commercial keel cooler suppliers will size keel coolers

to engine coolant flow and engine heat rejection. Fabricated keel cooler sizing assistance can be found on
page 71-8 for channel or half-round pipe keel coolers.
Vent ports may be required in the keel cooler to eliminate trapped air during system filling process.
January 1996
The gear oil cooler should be sized for the engine water
pump flow, gear oil flow and gear heat rejection requirements. John Deere Engine Performance Curves, sheet
2 data give the engine pump flow for each engine. Consult the marine gear supplier for oil flow and heat rejection requirements.
71-6

Radiator Cap
Radiator Cap
Expansion
Tank
Vent Line,
1/4" Dia,
Positive Slope
Required
Top
Tank
Vent Line,
1/4" Dia,
Positive Slope
Required
Minimum
Height
Top
Tank
Feed Line,
Min 3/4" Dia
From
Top
Tank to
Keel
Cooler
Keel
Cooler
Return
From Top Tank

to Keel Cooler
Series 400
Series 300
Figure 71-4, Optional Top Tank Connections
EXPANSION TANKS
Deaeration
Additional capacity may be required for keel cooler and

radiator systems. A 20% expansion tank volume is
needed to maintain proper coolant tank levels and pressures, shown in Figure 71-3 and Figure 71-4. Expansion tank sizing assistance can be found on page 71-14.
Two methods of proper line connection are shown in
Figures 71-3 and 71-4.
The John Deere marine engines deaerate to the top

tank on the engine. With expansion tanks (see Fig 714) this air must be allowed to escape from the top tank
to the expansion tank. A vent line with a positive slope
is required.
Position
Figure 71-3 shows how a single line from the top tank to
the expansion tank can be used. Air moves up the line
at the same time coolant is coming down the line. This
requires the line to be a minimum of 1-1/4 in. inside diameter and to have a positive slope.
The bottom of expansion tank should be above the top

of the engine coolant top tank. If it is below, air could be
trapped in the system.
Fill/Vent Line
Radiator Cap
Deere engines come with a radiator cap on the top tank.
When an expansion tank is required the radiator cap can
be removed. An adapting fitting is available from John
Deere which can be bolted to the top tank in its place.
The radiator cap ensures that the water pump inlet pressure requirements are maintained. It should be bolted
to the expansion tank to provide the required inlet pressures. Figure 71-5 gives the dimensions needed for
mounting a radiator cap and adapter fitting.
28 (1.102)
44 (1.732)
56 (2.204)
28 (1.102)
Minimum Coolant Height

A non-pressurized cap can only be used when minimum
coolant height conditions are met (see Performance
Curve, sheet 2). The coolant level in the expansion tank
should exceed one-fourth of the tanks capacity at all
times.
8 (0.315)
56 (2.204)
1/4-20 UNC Threads, 4 places
Figure 71-5, Mounting Pad Information
71-7
January 1996

Separate Fill and Vent Lines
Figure 71-4 shows proper expansion tank installation
when a single line cannot be used. A 1/4 in. diameter
vent line is routed from the top tank to the expansion
tank. It must have a positive slope to work properly.
The expansion tank feed line goes from the bottom of
the expansion tank to the keel cooler return line. When
a gear oil cooler is used, this connection should be between the gear oil cooler and the engine connecting
port. The T-connection with the return line should allow
the keel cooler return flow to go straight through the
connector for proper coolant flow from the expansion
tank.
3. Determine the number of paths (N) the coolant will

travel within the keel cooler. Divide the engine coolant and heat rejection rate by the number of paths.
=
=
=
=
=
NP
QP
QP
HP
HP
Number of paths
Coolant flow through each path
QE NP
BTU/minute to be rejected per path
HE NP
IN
Coolant Recovery Bottle
OUT
At times it is not possible to place an expansion tank

above the engine, yet additional expansion volume is
needed. The radiator cap on the engine is designed to
allow the use of a coolant recovery bottle. In this case,
remove the radiator cap vent line and attach the feed
line from the overflow bottle. Consult Section 70 for
proper installation of coolant recovery bottles.
One Continuous Path (Np=1)

IN
OUT
Two Parallel Paths (Np=2)
KEEL COOLER SIZING

There are two criteria for sizing keel coolers fabricated
from channel or half-round pipe. Engine coolant flow
determines the desired size (cross section) to ensure
turbulent flow for good heat transfer and acceptable
pressure drop. Total heat rejection required will determine the length of keel cooler material needed. The following steps, using data from Figure 71-6 and Figure
71-7, will provide the proper size and length.
1. Select the material to be used.
(channel or half-round pipe, painted steel or unpainted aluminum)
2. Find the engine coolant flow (QE) and heat rejection (HE) requirements from the Engine Performance Curve, sheet 2.
4. Select the largest listed channel or pipe size where

the coolant flow per path falls within the flow range
(QP) from Figure 71-7. (Any channel or half-round
pipe size that the flow falls within the flow range
(QP) in Figure 71-7 is acceptable.)
5. Look up the length of material (LT) from Figure 717 for the projected speed of the boat (KN). Use zero
knots for gen-sets that operate at docks, two knots
for boats that operate in stationary push operations.
LT
=
=
=
January 1996
Length needed for 10,000 BTU/min
6. Adjust the length to length required for each path

and the actual heat rejection required.
LK
LK =
Determine the operating speed of the boat in knots

(KN).
QE
HE
KN
Length required for each path
HP x LT 10,000
Engine coolant flow

Engine heat rejection in BTU/minute
Boat operating speed
71-8

EXAMPLE 1, Keel cooler channel sizing
for 6076AFM Workboat
Figure 71-6, Steel Channel Sizes
1. Fabricate the example keel cooler from steel channel.

2. Find the 6076AFM Workboat coolant flow and heat
rejection. The example boat typically operates at
10 knots.
QE
HE
KN
=
=
=
Depth
80 gal/min
8400 BTU/min
10 knots
Width
3. The example keel cooler uses two parallel paths, so

the coolant will travel within the keel cooler through
2 paths. Divide the engine coolant and heat rejection rate by the number of paths.
NP
QP
QP
HP
HP
=
=
=
=
=
2
80 gal/min 2
40 gal/min
8400 BTU/min 2
4200 BTU/min
4. The largest listed steel channel where the 40 gal/

min coolant flow per path falls within the flow range
(QP) from Figure 71-7 is 7 inch. (Channel sizes 4,
5, 6, and 7 inches are acceptable.)
5. The length of material (LT) from Figure 71-7 is 135
feet for boat speed of 10 knots.
LT
Depth
Width
In.
3
4
5
6
7
8
9
10
12
In.
1.410
1.584
1.756
1.920
2.060
2.260
2.433
2.600
2.942
Avg. Web
Thickness
In.
0.170
0.184
0.190
0.200
0.210
0.220
0.233
0.240
0.400
135 ft for 10,000 BTU/min
6. Adjust the length to length required for each path.
LK
HP x LT 10,000 BTU/min
LK
4200 BTU/min x 135 ft

10,000 BTU/Min
LK =
56.7 ft
Conclusion:
The keel cooler for an example 6076AFM powered
workboat that typically operates at 10 knots will require 56.7 ft of 7-in. steel channel for each of its two
parallel paths.
71-9
January 1996

Figure 71-7, Keel cooler material and size selection
0
Size
In
15
20
Length required for 10,000 BTU/min heat rejection

ft, (Lt)
Depth
3
4
5
6
7
8
9
10
12
VESSEL SPEED, knots (KN)

4
6
8
10
Flow Rate Range

gpm, (Qp)
Volume
gal/1000 ft, (Gk)
Steel Channel, Painted

544
460
399
355
323
291
268
247
145
245
217
194
179
167
153
142
133
148
209
188
170
158
148
136
127
119
136
196
177
161
150
141
130
122
114
132
189
171
156
145
137
126
118
111
130
184
167
152
143
135
124
117
110
128
177
162
148
139
131
121
114
107
126
174
159
146
137
129
119
112
106
125
20-35
25-50
30-70
35-95
40-120
50-150
60-180
70-210
80-240
168
261
372
496
628
796
998
1335
1812
310
316
288
272
255
247
240
303
311
284
268
252
245
238
5-15
7-25
12-35
15-50
20-65
30-100
45-140
87
124
192
257
331
520
750
Dia.
2
2.5
3
3.5
4
5
6
989
859
741
660
595
519
466
435
417
372
344
318
298
282
Steel Half-Round Pipe, Painted

368
343
330
322
363
343
332
326
328
311
302
296
305
291
283
279
285
272
265
261
271
261
256
252
260
251
247
244
Depth
3
4
5
6
7
8
9
10
12
469
393
341
303
274
246
224
207
187
170
151
137
126
118
107
99
92
90
Aluminum Channel, Unpainted

134
120
113
109
122
111
105
101
112
103
98
95
105
97
93
90
99
92
88
86
90
84
81
79
84
78
75
73
78
73
71
69
79
74
72
70
102
96
90
86
83
76
70
66
68
99
93
88
84
81
74
69
65
67
20-35
25-50
30-70
35-95
40-120
50-150
60-180
70-210
80-240
168
261
372
496
628
796
998
1335
1812
862
726
622
553
497
434
390
Aluminum Half-Round Pipe, Unpainted

309
242
217
204
195
183
283
230
210
199
192
183
254
209
193
184
178
170
237
199
185
177
172
166
221
187
175
168
164
158
213
186
176
171
167
163
205
183
175
170
167
163
177
177
166
162
155
160
161
5-15
7-25
12-35
15-50
20-65
30-100
45-140
87
124
192
257
331
520
750
Dia.
2
2.5
3
3.5
4
5
6
January 1996
71-10

Figure 71-8, Equivalent line lengths for cooling system connection components
Size
In.
1
1.25
1.5
2
2.5
1
1.25
1.5
2
2.5
O.D.
In.
1.63
2
2.25
2.75
3.75
1.32
1.66
1.9
2.38
2.88
Circ.
In.
5.11
6.28
7.07
8.64
11.8
4.13
5.22
5.97
7.46
9.03
45 Elbow
(L45)
Equivalent Feet
90 Elbow
SW Elbow
(L90)
(LS)
Tee
(LT)
1.2
1.5
1.8
2.3
2.9
Hose, 100R4
2.5
1.3
3.1
1.7
3.8
2
5
2.7
6.3
3.3
1.6
2
2.4
3.2
4
41
64
92
163
255
1.2
1.6
4.9
2.4
2.9
Pipe, Schedule 40
2.6
1.4
3.5
1.8
4
2.1
5.2
2.8
6.2
3.3
1.7
2.2
2.6
3.3
4
45
78
106
174
249
Volume
gal/1000 ft, (Gp)
Figure 71-9, Cooling system connection line pressure drops
10
20
30
1
1.25
1.5
2
2.5
90
37
18
6
2
180
74
36
11
5
270
110
53
17
7
1
1.25
1.5
2
2.5
74
25
13
5
2
148
50
27
10
5
223
74
40
15
7
Dia.
In.
Coolant Flow, gpm (QE)

40
50
60
70
Pressure Drop psi/1000 ft. of line
(P1000)
Hose, 100R4
360
449
539
629
147
184
221
258
71
89
107
124
22
28
34
39
9
12
14
16
Pipe, Schedule 40
297
371
445
520
99
124
149
173
54
67
80
94
20
25
30
34
10
12
15
17
71-11
80
90
100
719
295
142
45
18
809
331
160
51
21
899
368
178
56
23
594
198
107
39
19
668
223
120
44
22
742
248
134
49
24
January 1996

LINE SIZING
Determining Line Size and Pressure Drop
The water lines should be large enough to handle the

sea water or coolant flow. The number of elbows in the
lines should be minimized to keep inlet restrictions low.
Figures 71-8 and 71-9 can be used to determine a suggested line size. Components (sea water strainers,
shut off valves, gear oil coolers, etc.) also add pressure
drop to the system. Proper sizing can help prevent engine overheating. Verifying pressure drops is part of the
application review procedure.
For your convenience, the pressure drops in Figure 719 were calculated for water and 1000 feet of hose or
pipe. The following steps can used to determine pressure drop and help select the appropriate pipe size.
1. Determine the length of piping or hose needed in
the circuit to be reviewed. Count the number of 45,
90 and T connections used.
DESIGN CRITERIA
Include both the outlet and return lines for keel cooler circuits. Count the two hull connections for the
keel cooler as two 90s (one for each connection).
Generally, 2-in. diameter cooling system connection

lines are adequate for six cylinder engines and 1.5-in.
lines are adequate for four cylinder engines.
LP =
Length of pipe or hose needed (ft)
N45 =
Number of 45s needed
N90 =
Number of 90s needed
NT =
Number of Ts needed
Lines to and from a keel cooler should be sized for a

pressure loss that will allow for a 2-psi drop through the
keel cooler.
For a heat exchanger system, the sea water inlet lines
should not create a vacuum greater than 8.8 in. Hg (use
4.3 psi for Figure 71-9) at the sea water pump inlet. The
return line should not create more than 10 psi pressure
at the sea water pump outlet.
The variables that effect pressure drop are:
d
Diameter (inches)
D =
density (62.4 lb/ft3 for water)
Length (feet)
P =
Pressure loss (psi/ft)
Q =
Flow rate (gpm)
viscosity (33.1 cSt for water)
Nr =
Reynolds No.
(determines the type of flow)
friction factor
(dependent on type of flow)
2. Find the engine coolant flow and heat rejection requirements from the Engine Performance Curves,
sheet 2.
QE =
3. From Figure 71-8 read the equivalent lengths for

the size of pipe or hose desired for the 45, 90 and
Ts used in the cooling circuit.
(2.15x10-4 Q2 f D L) d5
L45 =
Length / 45 connection (ft)
L90 =
Length / 90 connection (ft)
LT =
Length / T connection (ft)
4. From Figure 71-9 read the pressure drop (P1000)

for the size of pipe or hose chosen and the coolant
flow (see step 2, QE above).
P1000 = Pressure drop / 1000 ft
5. Determine the equivalent length for the system.
LEQ = LP + (N45 x L45) + (N90 x L90) +

(NT x LT)
The equation to calculate pressure drop is:
P =
Engine coolant flow
6. Determine the pressure drop (PP) for the size of

pipe or hose chosen.
PP = P1000 x LEQ 1000
January 1996
71-12
7. Add the pressure drop expected from shut-off

valves, gear oil coolers, etc. at coolant flow (QE) to
the pressure drop from lines and fittings.
PC=
Gear cooler pressure drop (psi)
PF=
Pressure drop from filters and screens (psi)
PV=
Pressure drop from valves (psi)
4. From Figure 71-9 read the pressure drop (P1000)

for 2-inch pipe and the coolant flow (see item 2, QE
above).
P1000 =39 psi / 1000 ft
5. Determine the equivalent length for the system.
P = PP + PC + PF+ PV
1. Determine the length of piping or hose needed in

the example circuit. Count the number of 45, 90
and T connections used.
N45 =
N90 =
6+2
NT =
Note:
P =
P1000 x LEQ 1000
P =
39 psi/1000ft x 87.8 ft 1000
P =
3.42 psi
6 psi (from 6076AFM Performance Curve)

-2 psi (keel cooler pressure drop)
4 psi (acceptable pressure drop for 6076AFM)
Redesign this cooling system with a larger hose or
pipe size, shorter hose or pipe, and/or reduced
number of fittings is not required.
Conclusion:
The example keel cooled 6076AFM powered
workboat will work well using 2-inch, Schedule 40
pipe for cooling system connections.
2. Find the 6076AFM Workboat coolant flow at rated

speed from the Engine Performance Curves,
sheet 2.
QE =
30 + (4 x 2.4) + (8 x 5.2) + (2 x 3.3)
7. This P does not exceeds the acceptable pressure

drop allowed for a 6076AFM keel cooled system.
Include both the outlet and return lines for keel cooler circuits. Count the two hull connections for the
keel cooler as two 90s (one for each connection).
30 (ft)
LEQ=
6. Determine the pressure drop (P) for the size of

pipe or hose chosen.
Cooling lines sizing for a keel

cooled, 6076AFM Workboat
LP =
LP + (N45 x L45) + (N90 x L90) + (NT x LT)
LEQ= 87.8 ft
8. If P exceeds the acceptable pressure drop allowed, redesign the cooling system with a larger
hose or pipe size, shorter hose or pipe, and/or reduced number of fittings. Repeat steps 1 to 6.
EXAMPLE 2,
LEQ=
80 gal/min
Start by using 2-inch, Schedule 40 pipe for this

example as suggested for six cylinder engines.
3. From Figure 71-8 read the equivalent lengths for

2-inch pipe for the 45, 90 and Ts.
L45 =
2.4 ft / 45 connection (ft)
L90 =
5.2 ft / 45 connection (ft)
LT =
3.3 ft / T connection (ft)
71-13
January 1996

EXPANSION TANK SIZING
Expansion volume needs to be calculated to design a
keel cooler system. An expansion tank volume that
meets or exceeds 20% of the total system volume is required for systems shown in Figures 71-3 and 71-4.
1. Determine the length of piping or hose (LP) needed
in the circuit to be reviewed, the keel cooler length
(LK) and number of paths (NP), and engine coolant
capacity (VE). Include both the outlet and return
lines for the keel cooler circuit.
1. Determine the length of piping from Example 2, the

keel cooler length and size from Example 1, and
6076AFM Workboat coolant capacity.
Length of piping or hose required
LK =
Length of the keel cooler
VE =
Engine coolant capacity in gallons
NP =
Number of paths
keel cooler volume (gal / 1000 ft)
GP x LP 1000
(VK + VP + VE) x 1.20
Expansion tank sizing for a keel

cooled, 6076AFM Workboat
Refer to Examples 1 and 2 for data used below to determine VP and VK.
January 1996
Number of paths (2)
174 gal / 1000 ft (2-in. Schedule 40 pipe)
628 gal / 1000 ft (7-in. steel channel)
VP =
GP x LP 1000
VP =
174 gal/1000 ft x 30 ft 1000
VP =
5.2 gal
VK =
GK x LK x NP 1000
VK =
628 gal/1000 ft x 56.7 ft x 2 1000
VK =
71.2 gal
5. Determine the expansion tank volume required for

a single-line tank;
GK x LK x NP 1000
EXAMPLE 3,
NP =
in the keel cooler (channel or half-round pipe).
5. Determine the expansion tank volume required;
VT =
Engine coolant capacity in gallons (6.5 gal)
4. Determine the coolant volume in the keel cooler

connecting piping;
keel cooler piping volume (gal / 1000 ft)
in the keel cooler (channel or half-round pipe).
VK =
VE =
GK =
4. Determine the coolant volume in the keel cooler

connecting piping;
VP =
Length of the keel cooler (56.7 ft)
3. From Figure 71-6 read the coolant volume (GK) for

the keel cooler size used (channel and half-round
pipe keel coolers.)
3. From Figure 71-7 read the coolant volume (GK) for

the keel cooler size used (channel and half-round
pipe keel coolers.)
GK =
LK =
GP =
2. From Figure 71-8 read the coolant volume (GP) for

the size of the pipe or hose used.
GP =
30 ft of 2-in. pipe
2. From Figure 71-7 read the coolant volume (GP) for

the size of the pipe or hose used.
Obtain a purchased keel cooler's coolant volume

from the supplier.
LP =
LP =
VT =
(VK + VP + VE) x 0.20
VT =
(71.2 gal + 5.2 gal + 6.5 gal) x 0.20
VT =
16.6 gal
Conclusion:
The example keel cooled, 6076AFM powered
workboat will require a minimum capacity 16.6 gal
coolant expansion tank.
71-14
SECTION CONTENTS
Engine Coolant
Contents/Notes
Page
Coolant Solution .................................................................................................................................................. 1

Supplemental Coolant Additive (SCA)................................................................................................................. 2
Coolant Analysis .................................................................................................................................................. 3
Coolant Mixture ................................................................................................................................................... 3
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DSEG0172
September 1996
ENGINE COOLANT
All John Deere engines are shipped from the factory
without engine coolant. Therefore customers are responsible for filling and maintaining the engine's cooling
systems. The use of improper coolant mixtures in John
Deere diesel engines can result in serious engine damage due to liner erosion and pitting. Refer to the Operator's Manual for information regarding engine coolant
(antifreeze), and supplemental coolant additive (SCA)
replenishment, and change interval recommendations.
John Deere Pre-Diluted Coolant is available in 2.5gallon (TY16036) and 55-gallon (TY16037) containers. No mixing is required, and it is ready to
use. These products are premixed with fully formulated John Deere EG concentrate, quality water
and SCA, and provide freeze protection down to
-34F (-37C).
COOLANT SOLUTION
Three components make up a coolant solution:
Quality Water
Concentrate
(Ethylene Glycol or Propylene Glycol)
Supplemental Coolant Additive (SCA)
The real advantages to customers are:
No mixing required
Quality water assured
Quick and convenient radiator top off.
Propylene Glycol (PG)
Quality Water
Distilled, deionized, or soft water with no more than
170 PPM (parts per million) total hardness and 340
PPM total dissolved solids must be used. Mineral
(hard) water should never be used unless tested.
Water quality specifications can be found in the
Operator's Manual. Do not use untested tap water.
Concentrate
Ethylene Glycol (EG)
Ethylene Glycol Concentrate is also called antifreeze or EG. Low silicate (less than 0.1% anhydrous metasilicate) ethylene glycol concentrate
which meets ASTM D4985 must be used. The recommended mixture amount is 50% ethylene glycol
to 50% quality water providing freeze protection
down to -34 F (-37 C). At least 40% ethylene glycol should be used to protect against pitting and no
more than 60% to avoid silicate dropout. Ethylene
Glycol Concentrate (high-silicate content intended
for use in aluminum automotive engines) is unacceptable in John Deere diesel engines.
John Deere EG Concentrate is available in 1-gallon (TY16034) and 55-gallon (TY16035) containers. These products replace TY15886, 1-gallon;
and TY6377, 55-gallon low silicate antifreeze.
These products require the user to mix quality water before installing into the cooling system. Addition of Supplemental Coolant Additive is not
required.
72 - 1
If propylene glycol is used, it must be low-silicate

(less than 0.1% anhydrous metasilicate) propylene
glycol concentrate. PG concentrate when diluted
50/50 with quality water, provides freeze protection
to -26 F (-32C) versus EG 50/50 dilution @ -34F
(-37C). PG diluted 55/45 provides -40F (-40C).
The capabilities of PG should be well understood
before using PG in cooling systems.
Chemical properties of PG and EG are different.
Propylene glycol and ethylene glycol should
not be mixed. The entire cooling system must be
drained and flushed if changing from one mixture
to the other. Due to propylene glycols higher specific gravity than ethylene glycol, a special hydrometer is required to measure propylene glycols
system freeze protection. Cooling systems with
propylene glycol should be tagged to avoid confusion during future system service or coolant analysis.
September 1996
ENGINE COOLANT
Supplemental Coolant Additive (SCA)
SCA is a nitrite or phosphate based chemical additive used to protect against cylinder liner erosion and
pitting.
The recommended John Deere SCA is
TY16004 (16 oz./473 ml) or TY16005 (1 gal/3.78 L).
RE23182 (16 oz./473 ml) or RE35992 (1 gal/3.78 ml)
are available in Europe for countries requiring phosphate-free coolant.
Other acceptable OEM factory fill SCA's are

Pencool 3000, Fleetguard DCA2, and Fleetguard
DCA4.
Other SCAs that meet the chemical and physical
properties listed below can be used.
SUPPLEMENTAL COOLANT ADDITIVE (SCA)

Units
Property
Specification Limits
Test Method*
TY16004 / TY16005
RE23182 / RE35992
Liquid
Liquid
Boron as Na2B4O7
% mass
1.5
2.1
ICP or AA
Phosphorus as H3PO4
% mass
5.0
7.0
ICP or AA
Sodium Silicate, Na2SiO3
% mass
>0.8
1.2
>0.8
1.2
ICP
Sodium Nitrite, NaNO2

OR
Potassium Nitrite, KNO2
% mass
3.5
5.5
IC
% mass
2.0
3.0
IC
Sodium Nitrate, NaNO3

OR
Potassium Nitrate, KNO3
% mass
1.8
3.2
3.5
5.5
IC
Mercaptobenzothiazole
% mass
1.5
2.5
JDQ51
Sodium Molybdate, Na2MoO4
% mass
1.0
1.5
IC
Tolyltriazol
% mass
0.8
1.2
HPLC
10.0
10.8
10.0
10.8
ASTM D1287
mL
>4.0
4.0
ASTM D1121
1.135
1.155
1.165
1.185
ASTM D1122
Physical Form
pH - @ 3% volume concentration in
demineralized water
Reserve Alkalinity - @ 3% volume
concentration in demineralized water
Specific Gravity
Silicate/Phosphate Stabilizer
Certified As Present - Quantity Not Specified
Scale Inhibitor
Certified As Present - Quantity Not Specified
Figure 72-1, Chemical and Physical Properties of TY16004, TY16005, RE23182 and RE35992
* Test Methods:
- AA
=
- HPLC =
- IC
=
- ICP
=
September 1996
Atomic Absorption Spectroscopy

High Performance Liquid Chromatography
Ion Chromatography
Inductively Coupled Plasma Spectroscopy
72 - 2
ENGINE COOLANT
COOLANT ANALYSIS
COOLSCANTM is a John Deere sampling program
designed to monitor the engine coolant solution
makeup and performance. COOLSCANTM kits are
available through the John Deere Parts System.
COOLANT MIXTURE
After determining the cooling system capacity, mix
50% quality water with 50% ethylene glycol concentrate. The ethylene glycol concentrate can vary from
40%-60% depending on the desired freeze/boiling
point. SCA must be added at a rate of 3% by volume
of the total system capacity, one ounce of SCA for
each quart (30 ml/L) of ethylene glycol concentrate/
water mixture.
The following is an example of an SCA volume calculation. How much SCA should be added with a cooling system capacity of 15 gal (57 L)?
SCA = (15gal 3%) = 0.45gal

SCA = 0.45gal = 57.6ozs
or
SCA = (57L 3%) = 1.7L
Series 500 OEM engines are equipped with a coolant

filter (RE11992) from the factory which does not include SCA. Therefore, Series 500 OEM engines require the same coolant mixture as described above.
72 - 3
September 1996
SECTION CONTENTS
Air Intake System
Contents/Notes
Page
Air Restriction ...................................................................................................................................................... 1

Air Cleaners......................................................................................................................................................... 1
Precleaners ......................................................................................................................................................... 1
Safety Elements .................................................................................................................................................. 2
Operation............................................................................................................................................................. 2
Service Life.......................................................................................................................................................... 2
Restriction Indicator............................................................................................................................................. 3
Servicing.............................................................................................................................................................. 3
Air Inlet Temperature ........................................................................................................................................... 3
Air Intake Location............................................................................................................................................... 3
Intake Piping and Clamping................................................................................................................................. 4
Air Cleaner Mounting........................................................................................................................................... 4
Auxiliary Air Compressors ................................................................................................................................... 4
Air Intake Shutoff Valves...................................................................................................................................... 4
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DSEG0180
September 1996
AIR INTAKE SYSTEM

The air-intake system consists of the air cleaner, pipings, and connections to the intake manifold or turbocharger. An effective air-intake system provides the
engine with clean air at a reasonable temperature and
restriction. It removes fine materials such as dust,
blown sand, and chaff from the air. It also allows operation for a reasonable period of time before requiring
service.
An ineffective air intake system will adversely affect engine performance, gaseous emissions, and engine life.
Dry type air cleaners are recommended for John Deere

engines because of their compactness, efficiency, and
long service life. They filter the air through a replaceable element constructed of a high quality filter paper.
Air cleaners are sized according to air flow requirements and desired service life. Engine air flow at full
power and rated speed is found on the engine performance sheet.
For satisfactory engine life, the air cleaner must be 99.9
% effective in removing air-borne dirt particles from the
intake air when tested according to SAE J726
AIR STACK CAP

CLAMPS
AIR CLEANERS
AIR CLEANER
Oil bath air cleaners have only a 95 % efficiency and are

not recommended by John Deere.
We recommend heavy duty two stage air cleaners with
precleaners and safety elements for outdoor and/or
dusty environments.
PIPING
Single element air cleaners without safety elements or

precleaners can sometimes be used for indoor or relatively dust free environments, such as marine engines
and some gen-sets.
All air cleaners used outdoors must be equipped with
inlet screens to prevent the entry of rodents or insects
that could damage the filter paper.
PRECLEANERS
Figure 80-1, Air intake system
AIR RESTRICTION
Initial or clean-element restriction of an air system with
a single element air filter should be no more than
12 in.H2O (3 kPa).
Initial restriction values up to 15 in.H2O (3.7 kPa) are
acceptable only for dual stage filters with precleaners.
A precleaner increases the dust carrying capacity of a

system by removing a high percentage of the dust before it enters the filter element. A common precleaner
design uses air flow directional fins or other means of
centrifugally separating dirt from the intake air prior to
reaching the primary filter element. Other precleaners
fit on the vertical inlet pipe in place of the air stack cap.
The dust and contaminant collected by these precleaners is usually expelled manually.
More expensive precleaner designs automatically expel
the contaminant through an aspirator tube connected to
the exhaust system.
Diesel air cleaners should be serviced when the system

intake restriction reaches 25 in.H2O (6.2 kPa). Natural
gas engines may have lower restriction limits, see the
Engine Performance Curve
80 - 1
September 1996
AIR INTAKE SYSTEM

SAFETY ELEMENTS
OPERATION
Dual element air cleaners, which contain a safety element within the main element, are recommended for
most applications. The safety element remains undisturbed during many filter changes and ensures against
dust being inadvertently dumped into the air supply. It
also has shown to be very valuable in providing needed
protection to the engine, especially in heavy dust environments.
The air cleaner detailed in Figure 80-3 is typical of those

available for John Deere industrial engines. It incorporates a pre-cleaner and a means for collecting and expelling the contaminant.
John Deere offers air cleaner packages with precleaners and safety elements as optional equipment for all industrial engines.
The precleaning is accomplished by air entering the

cleaner through the inlet tube and being forced into a
high-speed centrifugal motion by angled fins. Some filters create the centrifugal motion by positioning the inlet
off-center. As the air circulates around the element, 80
to 90 percent of the dirt is carried through a slot in the
baffle to the dust cup. Here it is removed through the
unloader valve.
AIR OUTLET
AIR INLET
AIR FILTER BODY
BAFFLE
DUST CUP
DUST
AIR
OUTLET
SAFETY ELEMENT
PRIMARY FILTER ELEMENT
FINS
AIR CLEANER CANISTER
Figure 80-2,Transparent view of dual element air filter
AIR CLEANER
BODY
UNLOADER
VALVE
Figure 80-3,Air filter operation
SERVICE LIFE
Service life depends on the environment in which the
engine operates and the dust carrying capacity of the filter. Light dust applications, such as marine or those
which operate indoors, may have adequate service life
using a filter with low dust carrying capacity. Applications in heavy dust environments, however, require
more dust carrying capacity. Precleaners were designed for this purpose.
September 1996
80 - 2
AIR INTAKE SYSTEM

RESTRICTION INDICATOR
AIR INLET TEMPERATURE
Vacuum sensing devices designed to indicate the need

for air cleaner servicing are available for use with dry element type cleaners.
The maximum air inlet temperature rise above ambient

air temperature is found on the engine performance
sheet.
The restriction indicator should be located at a point between the air cleaner and the intake manifold. On a turbocharged engine, it should be located no closer than 4
in. (102 mm) upstream from the turbocharger inlet. For
diesel engines the indicator should be set to signal at
25 in.H2O (6.2 kPa). Natural gas engines may have
special requirements
AIR INTAKE LOCATION

The air intake location should prevent the intake of dust,
water, heated air, or exhaust gases.
Water will temporarily plug filter elements and increase
the system restriction. In freezing weather, water or
snow can form ice on the filter element and cut off the
air supply.
High inlet air temperature hinders engine performance.
Areas to consider as heat sources, and which should be
avoided, are radiator exit air, exhaust manifolds, turbochargers, exhaust piping, and mufflers. When engines
are located indoors or in enclosures, steps should be
taken to obtain inlet air from outside the enclosure.
Exhaust gas particulates will rapidly plug filter elements.
Exhaust gases will also displace oxygen in the intake
air, resulting in poor combustion and reduced power.
The air intake should therefore be located so that exhaust gases will not enter the inlet. Engine vent gases
will also plug filter elements and should be routed away
from the air intake or through a vent recovery system or
blow-by filter.
RESET BUTTON
SIGNAL
Figure 80-4, Air restriction indicator
SERVICING
All intake systems require servicing. A build up of dust
and dirt in the air cleaner will eventually choke off the air
supply and cause poor engine performance and excessive exhaust smoke. Servicing the air cleaner involves
either cleaning or replacing the element.
Elements may be cleaned according to instructions in
the Operators Manual. Cleaning a filter from a single element system for reuse is not recommended. Secondary elements should be replaced only and not cleaned
for reuse.
John Deere cannot accept responsibility for engine failure caused by poor intake system maintenance or system design deficiencies.
80 - 3
September 1996
AIR INTAKE SYSTEM

INTAKE PIPING AND CLAMPING
AUXILIARY AIR COMPRESSORS
Air piping should be as short as possible and provide

minimum flow restriction. Sharp bends, small diameter
piping, or long pipe runs should be avoided. The pressure drop of the intake piping, plus the restriction of the
air filter, can not exceed the allowable system air restriction (see Air Restriction page 80-1). The piping diameter should never be less than the engine inlet manifold
diameter.
Some applications incorporate an auxiliary air compressor to supply air for various application sub-systems.
Compressor air can be taken from downstream of the
air filter. A leaking compressor intake line, compressor
ring failure, or seal failure could, however, cause a catastrophic engine failure.
A permanent seal against moisture and dirt is required

at each joint. The integrity of the piping should not be
broken during operation or routine maintenance functions. Defective connections can introduce moisture
and unfiltered air into the engine which will result in reduced engine life.
Intake piping from the filter to the turbocharger inlet
should be constructed of a non-corrosive, heat resistant
[248 F (120 C)], material. The piping should be designed to last the life of the application.
Heavy duty clamps should be used and the wall thickness of any piping should be sufficient to avoid deformation or cracking under clamping pressure.
The static bending moment at the turbocharger inlet due
to the piping should be less than 3 lbft (4 Nm). A flexible connection is recommended between the turbocharger compressor housing and the first piping
support.
Auxiliary air compressor intake piping to the pressure

side of a turbocharged engine is not recommended.
Many air compressors are not designed for the excess
loads imposed by turbocharging, making a compressor
failure and secondary engine failure more likely. In addition, some air compressors will allow continuous blow
through of air when unloaded, robbing the engine of required combustion air. Air compressors designed for
turbocharging are equipped with a valve which seals off
the intake when the compressor is unloaded.
AIR INTAKE SHUTOFF VALVES

Air intake shutoff valves are available from aftermarket
suppliers. These valves, which shut down the engine by
cutting air flow, should be used as an emergency shutoff only. The fuel injection pump shutoff lever should be
used for normal operation.
AIR CLEANER MOUNTING

The air cleaner should be mounted so that the element
can be easily removed and without dismantling any of
the intake piping.
September 1996
80 - 4
SECTION CONTENTS
Charge Air Cooling
Contents/Notes
Page
Charge Air Cooling System ................................................................................................................................. 1

Charge Air Cooler Selection ................................................................................................................................ 2
Charge Air System Restriction............................................................................................................................. 2
Charge Air Cooler Specifications......................................................................................................................... 2
Material ......................................................................................................................................................... 2
Leakage Test................................................................................................................................................. 2
Cleanliness.................................................................................................................................................... 2
Header Tanks ................................................................................................................................................ 2
Charge Air Cooler Placement .............................................................................................................................. 3
Blower vs. Suction Fan........................................................................................................................................ 3
Charge Air Hoses ................................................................................................................................................ 4
Clamps ................................................................................................................................................................ 4
Charge Air Tubing................................................................................................................................................ 5
Low Ambient Temperatures ................................................................................................................................. 6
Application Test Data Evaluation ......................................................................................................................... 6
Heat Rejection from the Engine........................................................................................................................... 6
Charge Air Cooler Performance .......................................................................................................................... 8
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DSEG0190
June 1996
CHARGE AIR COOLING

CHARGE AIR COOLING SYSTEM
The John Deere air-to-air charge air cooled engine
provides improved performance, better fuel economy,
reduced emissions, and lower heat rejection to the
coolant compared with naturally aspirated, turbocharged or water-to-air charge air cooled engines.
The engine user must select charge air cooler system

components that meet John Deere specifications. Any
variation from these specifications must be reviewed with
Deere Power Systems Group. The engine user is also responsible for the durability and integrity of the charge air
cooler system. This section covers John Deere requirements and guidelines for a satisfactory system.
Charge air is compressed by the turbocharger and directed through a heat exchanger, supplying cooler air
to the cylinders. The charge air becomes denser, so
more air can be packed into the engine allowing for increased power. The cooler air also maintains engine
durability by reducing combustion temperatures and
firing pressures. Figure 90-1 shows typical components of an air-to-air system.
Silicone Hose
Clamp
Aluminized Steel Tubing
Turbocharger
Intake Manifold
Charge Air Heat Exchanger

Fan Shroud with Guard
Radiator
Figure 90-1, Typical engine with air-to-air charge air cooling
90-1
June 1996
CHARGE AIR COOLING

CHARGE AIR COOLER SELECTION
CHARGE AIR SYSTEM RESTRICTION
The following engine specifications must be determined when sizing the charge air cooler:
The charge air cooler and air ducting must be sized to

provide a maximum 1.9 psi (13 kPa) pressure drop from
the turbocharger outlet to the intake manifold.
Charge air flow
Charge air pressure from turbocharger outlet
Charge air temperature from turbocharger outlet
Turbocharger outlet diameter
Intake manifold inlet diameter
A system with excessive pressure drop can result in

power loss and possible turbocharger damage due to
compressor surging. Also, surging may occur when the
engine air filter becomes dirty or the charge air cooler
becomes plugged.
CHARGE AIR COOLER SPECIFICATIONS

MATERIAL
Installation specifications must also be considered:
Fan flow
Package size limitations
Location and effects of adjacent heat

exchangers
Cooling air recirculation
Ambient temperature
Environmental cleanliness
In general, thin charge air coolers with large frontal areas are more efficient and create less restriction than
thicker, more compact coolers. Alternative types of
core construction should be considered in determining
the efficiency and airflow restrictions. Some variations
are flat tube/ serpentine fin, round tube/ flat fin, plate/
serpentine fin, and nested fin cores. Extremely dirty
environments such as dust, chaff and cotton fibers
may require special fin designs and filtering considerations.
A maximum fin spacing of 8 fins per inch, with a prefilter screen, is recommended for dusty environments.
A maximum of 10 fins per inch is recommended in
clean environments. In general, charge air coolers with
high fin densities will cost less for a given heat transfer
requirement, but are more prone to plugging and harder to clean. Environmental testing should be performed
to demonstrate resistance to plugging.
Brazed aluminum cooler construction is recommended

because of its low weight and cost, good heat transfer
characteristics and resistance to thermal stress, shock
and vibration.
LEAKAGE TEST
The charge air cooler should be pressure tested by the
supplier as part of an ongoing quality assurance plan.
Alternative specifications are:
3 psi (21 kPa) loss in 15 seconds at

50 psi (345 kPa).
5 psi (35 kPa) loss in 60 seconds at

25 psi (172 kPa).
CLEANLINESS
The charge air cooler and duct work must be washed
clean and free of foreign material. An additional visual
inspection is recommended prior to assembly.
HEADER TANKS
The charge air cooler header tanks should be designed
for minimum pressure drop and uniform charge air flow
through the core. Abrupt and sharp transitions, square
corners and rough interior finish should be avoided.
Charge air coolers are usually custom designed. Catalogs with performance curves and specifications are
not generally available. Close cooperation with the
supplier will assure the most cost effective charge air
cooler design.
June 1996
90-2
CHARGE AIR COOLING

CHARGE AIR COOLER PLACEMENT
BLOWER VS. SUCTION FAN
The air-to-air charge air cooler is typically placed in series or in parallel with the radiator and other heat exchangers, as illustrated in Figures 90-2 and 90-3.
Suction fan installations as shown in Figures 90-2 and

90-3 are more efficient than blower fans. Shrouding is
required to prevent recirculation of cooling air.
If mounted in series, the charge air cooler must be

placed upstream of other heat exchangers to provide
fresh ambient air flow. This is important because each
heat exchanger increases air flow restriction and cooling air temperatures. The charge air cooler must receive priority for cool air.
Air flow through the charge air cooler will be considerably hotter with a blower fan than with a suction fan because it's being drawn past the engine. This raises fan
blast temperature 10 F (5.5 C) or more. Blower fan
applications need larger charge air coolers, radiators
and more fan flow. The heat exchangers must be rearranged to place the charge air cooler first in the fan air
flow path.
If mounted in parallel, the air conditioning condenser,

oil cooler or other heat exchangers should be placed
next to or below the charge air cooler. Restrictions
must be balanced to provide air flow through each core
and maximum fan efficiency. Unbalanced restrictions
can cause excess fan noise and possible fan blade
breakage. Service access must be provided for cleaning the charge air cooler core.
A fan guard is required for either a blower or suction

fan. Refer to the Cooling System section of the Engine
Application Manual for more information on fan design.
A/A Heat Exchanger
Suction Fan
Charge air coolers should be mounted per supplier's

recommendations to provide for thermal expansion
and vibration.
A/A Heat Exchanger
Radiator
Suction Fan
A.C.Condenser
Oil Cooler (below)
Radiator
Figure 90-3, Parallel arrangement (top view)

Oil Cooler
A.C.Condenser
Figure 90-2, Series arrangement (side view)
90-3
June 1996
CHARGE AIR COOLING

CHARGE AIR HOSES
CLAMPS
Nomex reinforced multi-ply silicone rubber hoses are

recommended for their high strength and temperature
resistance. Approximately 1 to 2 inches (25 to 50 mm)
space between joined tubing ends should be maintained during assembly.
In vehicle applications,
where relative engine to chassis movement is possible, humped hoses should be used.
Heavy duty clamps must be used to secure hoses in

place. Conventional radiator hose clamps are not sufficient to hold high pressures. A hose clamp which results in air leaks or hose blow off will cause a loss of
power and possible engine damage.
A T bolt type clamp with floating bridge is recommended for charge air systems. One variation is a
spring loaded clamp that sustains constant bolt torque
for hose retention, as shown in Figure 90-5. The clamp
supplier should be consulted for proper torque specification, as this is critical to the clamp function.
Figure 90-4, Silicone rubber hump hose

Care must be taken in hose assembly to assure no
leaks in the system. All hose connections and clamps
should be inspected after assembly of the charge air
system. A leak check may be performed with the engine operating using a soap spray solution. If a lubricant is used to install hoses, it must not reduce joint
friction when dried as this could cause hose blow off.
Figure 90-5, T bolt clamp
Piping should be routed so as to avoid exposure of

hoses to the engine exhaust manifold and exhaust
pipe. If this is not possible, a heat shield should be installed to protect the hose.
June 1996
90-4
CHARGE AIR COOLING

CHARGE AIR TUBING
Wherever possible, changes in air direction should be

made with tubing rather than hoses. Molded hose elbows have a tendency to blow off due to the high boost
pressures and temperatures in the system. Charge air
tubing which includes 90 bends should be bracketed
to the engine to prevent hose blow off. Refer to Figures
90-7 to 90-9.
Proper selection and routing of tubing and hoses is critical to the function of the charge air cooler system.
Wherever possible, the charge air cooler connections
and ducting should be of the same diameters as the
turbocharger and intake manifold to minimize flow
losses. Typical tubing sizes are 2.5 inches (63.5 mm)
for engines rated up to 300 hp (220 kW), and 3 inches
(76.2 mm) above 300 hp.
Piping and hoses must hold pressures of 30 psi (206

kPa) and withstand temperatures of 450 F (230 C).
Aluminized steel tubing or phosphate coated steel is

preferred over aluminum. As temperatures approach
400 F (204 C) aluminum loses its strength, making it
prone to deform under clamp loads. Aluminum tubing
also expands more than a hose clamp when hot, creating stresses in both tubing and clamp, possibly leading to failure.
Seamless tubing is preferred over welded tubing to
minimize flow losses. Any welded areas must be treated with an anti-corrosive coating to protect from moisture in the charge air. A full 360 degree hose bead of
0.06 inch (1.5 mm) is recommended on pipe ends to
prevent hose blow off. Refer to Figure 90-6.
Figure 90-7, Molded hose & tube with 45 bend,

unsupported
Support bracket
0.18 in.
(4.5 mm)
2.5 in.
(63.5 mm)
2.56 in.
(65 mm)
Figure 90-8, Tubing with 90 bend, supported to
engine
0.06 in. radius
(1.5 mm)
Figure 90-6, Beaded tube

Bends should be kept to a minimum because they
have a much greater effect on pressure drop than the
overall tubing length. A bend radius to diameter ratio of
two is minimum and four is preferred. Smooth formed
elbows are preferred over mitered elbows. If mitered
elbows are used, they should contain at least five sections.
Short transitions in tube diameter should be avoided. A
tapered transition of at least seven diameters in length
is desirable, particularly for a transition from smaller to
larger diameter.
Figure 90-9, Tube (or molded hose) with 90 bend

at turbocharger outlet, unsupported;
prone to hose blowoff
90-5
June 1996
CHARGE AIR COOLING

For example if the test ambient air temperature is 67F:
LOW AMBIENT TEMPERATURES
67 F
If extended operation is expected at low temperatures,

operational tests should be performed to evaluate
white smoke, engine sludging, and wet stacking (unburnt fuel in exhaust).
- 77 F
-10 F
+ 140 F
130 F
Maximum Allowable
Intake Manifold Temperature
APPLICATION TEST DATA EVALUATION

or if the test ambient air temperature is 30 C:
The maximum intake manifold temperature for John

Deere engines is 140 F (60 C) at an SAE J1995 standard ambient temperature of 77 F (25 C).
30 C
- 25 C
When application review tests are run at ambient temperatures different from 77 F (60 C), the maximum
allowable intake manifold temperature is adjusted up
or down based on the application test ambient temperature as follows:
5 C
+ 60 C
65 C
Application Review Test

Ambient Air Temperature
Adding a charge air cooler to an engine changes the

distribution of rejected heat so that it is shared between
the radiator and charge air cooler. Figure 90-10 compares the heat rejected to the radiator for three versions of a typical, turbocharged, high BMEP engine
operating at full load, rated speed. While the total heat
rejection is about the same for all versions (23% of fuel
energy), the air-to-air intercooled engine rejects heat to
both the radiator and charge air cooler heat exchangers.
The heat rejection ratios will vary with engine application
and operating conditions.
- 77 F (25 C)
Y
+ 140 F (60 C)
Maximum Allowable
NON-INTERCOOLED
LIQUID TO AIR INTERCOOLED

OTHER
OTHER
SHAFT
WORK
38%
EXHAUST
34%
WATER
JACKET
23%
HEAT TO
RADIATOR
June 1996
AIR TO AIR INTERCOOLED

OTHER
4%
5%
Figure 90-10,
Maximum Allowable
SHAFT
WORK
40%
EXHAUST
33%
4%
INTERCOOLER
5%
WATER
JACKET
19%
HEAT TO
RADIATOR
SHAFT
WORK
41%
EXHAUST
31%
8%
HEAT TO
INTERCOOLER
WATER
JACKET
15%
HEAT TO
RADIATOR
Typical engine with air-to-air charge air cooling

90-6
CHARGE AIR COOLING

Matching a charge air cooler system for variable speed
applications is more challenging than for constant
speed. Figure 90-12 illustrates the effects of variable
speed operation on heat rejection in the same engine
as Figure 90-11. In this type of application there is a
relatively small drop in heat rejection as engine speed
is reduced from rated to peak torque speed.
Figure 90-11 shows the effects of variable load on heat

rejection for a typical air-to-air charge air cooled engine. The engine charge air heat exchanger, radiator,
fan, and fan drive system for constant speed application should be sized for rated power and speed.
ENGINE OPERATING AT RATED SPEED

100
100
TOTAL
75
TOTAL
HEAT REJECTION, % of MAX.
HEAT REJECTION, % of MAX.
ENGINE OPERATING ON TORQUE CURVE
RADIATOR
50
INTERCOOLER
25
0
0
25
50
75
100
75
RADIATOR
Torque Peak
50
0
1000
POWER, % of RATED
INTERCOOLER
25
1400
1800
2200
SPEED, RPM
Figure 90-11,Constant speed and variable load

heat rejection
Figure 90-12,Variable speed and load heat

rejection
Generally, the charge air cooler should be sized for the
expected operating speed in the application. The fan
and fan drive should be sized to provide sufficient air
flow at the peak torque speed, which will be less than
rated. A modulating fan drive may be used to provide
sufficient air flow at peak torque speed while limiting
flow at rated speed, for improved fuel economy and
noise.
The charge air cooler, radiator and fan should be sized
together as a system to provide adequate cooling
throughout the expected speed and load range. The
effect of adding a charge air cooler to the radiator is the
same as adding a hydraulic cooler of the same geometry and heat rejection. See the Cooling System Section for general cooling system matching guidelines.
90-7
June 1996
CHARGE AIR COOLING

CHARGE AIR COOLER PERFORMANCE
EXHAUST MANIFOLD TEMPERATURE, C
Temperatures in the pistons, cylinders, valves, exhaust

manifold, and turbocharger are affected by charge air
temperature. Insufficient charge air cooling can cause
power loss, reduced fuel economy and engine damage.
Figure 90-13 shows the effect of charge air temperature
on exhaust temperature.
620
100% LOAD
600
90%
580
560
540
60
70
80
90
100
INTAKE MANIFOLD TEMPERATURE, C
Figure 90-13, Charge air temperature effect on

exhaust temperatures
June 1996
90-8
SECTION CONTENTS
Exhaust System
Contents/Notes
Page
Engine Exhaust System ................................................................................................................................... 1

Exhaust Connection Stress .............................................................................................................................. 1
Matching Mufflers ............................................................................................................................................. 2
Spark Arresting Mufflers............................................................................................................................. 2
Marine Water-lift Mufflers ........................................................................................................................... 2
Water Exclusion ............................................................................................................................................... 2
Muffler As Exclusion Device....................................................................................................................... 3
Exhaust Re-Circulation..................................................................................................................................... 3
Multi-engine Installations ........................................................................................................................... 3
Wrapping Exhaust Systems ............................................................................................................................. 4
Exhaust System Design ................................................................................................................................... 4
Wet Exhaust Systems (Marine)........................................................................................................................ 6
Wet-lift Mufflers .......................................................................................................................................... 7
Dry-risers in Wet Exhaust Systems ........................................................................................................... 7
Exhaust Restriction .......................................................................................................................................... 8
Exhaust Restriction Curves ....................................................................................................................... 8
Wet Exhaust Pipe (Marine) ........................................................................................................................ 8
Dry Exhaust Pipe ....................................................................................................................................... 8
Adjusting for Other Restriction Goals ........................................................................................................ 9
Pipe Size Selection Verification ................................................................................................................. 9
Example Calculation, English Units .......................................................................................................... 10
Example Calculation, Metric Units ............................................................................................................ 12
..........................................................................................................................................................................
..........................................................................................................................................................................
..........................................................................................................................................................................
DSEG01100
September 1996
EXHAUST SYSTEM
ENGINE EXHAUST SYSTEM
In any internal combustion engine, a system must be
used to properly release exhaust gases. The function of
the exhaust system is to route the exhaust gases to an
appropriate discharge location while meeting engine
and application requirements. The exhaust system
must carry the exhaust gas from the engine and discharge it within engine operating limits.
The exhaust back pressure must not exceed

limits listed on the Engine Performance Data
Sheet.
The outlet system must prevent water from

entering the engine.
The exhaust outlet must be located to prevent

exhaust recirculation to the air inlet or cooling
system (radiator fan.)
Exhaust systems must be supported or have a flexible

section near the exhaust outlet to isolate the turbocharger and exhaust manifold from external loads. Exhaust
piping should be installed with no (minimal) loads placed
on the engine. External exhaust pipe supports should be
as close to the exhaust outlet as possible and supported
from the engine or engine base to neutralize thermal
growth. This is generally practical only in short exhaust
systems.
Shear
Weight
W (weight)
Bending
Moment = L x W
The exhaust system must not place excessive

stress on the engine due to exhaust system
weight and/or thermal expansion.
Systems must include provisions for regulations and/or

customer preferences that may exist in the exhaust
system design, such as:
The system must meet application safety

requirements for the application.
The muffler design and location should be

based on physical and noise attenuation
requirements.
The exhaust outlet location must be positioned

to prevent exhaust gas recirculation to the
operator station or other occupied areas.
L (length)
Exhaust Outlet
Figure 100-1, Outlet loading
Flexible connections between exhaust pipe runs and the
engine should be selected to withstand vibration and
thermal expansion. They should be supported to remain
independent of the engine. The flexible section must
have a spring rate low enough to absorb growth and vibration without over stressing the turbocharger and/or
exhaust manifold.
Marine wet exhaust systems use a hard rubber flexible
hose as the flexible section between the exhaust elbow
or riser elbow and the exhaust piping. This hose must be
at least 2 ft (600 mm) long to provide the necessary isolation.
Exhaust
Flex or
Bellows
The following recommendations are offered as a guide

to achieving a satisfactory system design.
Exhaust Outlet
EXHAUST CONNECTION STRESS

The exhaust piping should be mounted so it does not
impose excessive stress on the outlet flange of the exhaust manifold or turbocharger due to weight, relative
motion or thermal expansion. The maximum allowable
bending moment is 10 lb-ft (14 Nm) at the exhaust
manifold outlet flange and 5 lb-ft (7 Nm) at the turbocharger exhaust outlet. The maximum shear weight at
the outlet is 25 lb (11 kg.) Steel exhaust pipe will grow
1/2 in. per 15 ft with a 440 F rise (8.5 mm per 3 meters
with a 250 C rise) from thermal expansion, causing
loads far exceeding these limits.
Figure 100-2, Flexible section

The most common method of providing flexibility in longer dry exhaust systems is to use a bellows or an Exhaust Flex type of flexible piping. This piping allows
lateral and linear movement of the piping system without
subjecting fixed components to excessive stress. A
multi-ply bellows type flexible section is needed to meet
maximum spring rate specification. Stainless steel bellows are recommended for corrosion and rust resistance.
An inner liner is recommended to protect the inside of the
bellows from exhaust gas and soot erosion and abrasion.
100 - 1
September 1996
EXHAUST SYSTEM
MATCHING MUFFLERS
Exhaust Gas +Sea Water

Water-lift
Muffler
Lift
Height
Poor exhaust silencing can result if the muffler is not

properly sized to control the flow of exhaust gases.
Mufflers should be matched to engines to assure the
best compromise of silencing and exhaust restriction.
Muffler design and location are based on the physical
and noise attenuation requirements of the application.
The silencer manufacturer can provide assistance with
this selection. The minimum silencer size should be
based on the exhaust flow as listed on the Engine Performance Data Sheet. In general, naturally aspirated
diesel engines will require a greater degree of muffling
than turbocharged engines.
The muffler restriction should be less than 10 in. (254
mm) of water for a properly sized system. Muffler restriction data should be available from the muffler manufacturer. High muffler restrictions will require larger
exhaust piping to maintain the overall system restriction limit.
SPARK ARREST MUFFLERS
Spark arresting mufflers are recommended in applications where hot particles or sparks escaping from the
engine could ignite surrounding materials.
In one type of spark arrester, a stainless steel spiral
causes the exhaust gases to rotate, throwing the hot
carbon particles against the outer casing which cools
them prior to discharge.
Boat
Hull
Figure 100-3, Water-lift muffler

Wet-lift mufflers are limited in lift capability to about 18 in.
(460 mm). They also have high restriction values, with
around 20 in. (510 mm) of water restriction. This requires the rest of the exhaust system piping be increased
in size to maintain the engine back-pressure within limits
listed on the Engine Performance Data Sheet.
WATER EXCLUSION
Water entering the engine can cause serious damage
from hydraulic lock and internal corrosion. The exhaust
system must be designed to prevent water from washing,
rain, sleet, snow, or sea water from entering the engine.
A rain cap can be fitted to the end of a dry exhaust outlet
pipe. Another alternative is to bend the outlet pipe 90 to
a horizontal position and cut the outlet end on a diagonal
to provide shielding from water entry (see Figure 100-4.)
Rain Cap
A turbocharger also functions as a spark arrestor. The

U. S. Department of Agriculture recognizes the turbocharger as a spark arrester adequate for forestry operations.
30 Minimum
Figure 100-4, Water exclusion
MARINE WATER-LIFT MUFFLERS

A water-lift exhaust system is a special type of wet exhaust system. In a water-lift system, the exhaust runs
to a point below the vessel waterline. As sea water collects in the water-lift chamber, the exhaust gas flow
swirls the water and entrains it in the exhaust gas flow.
The sea water is carried along with the exhaust from
the water-lift chamber out the exhaust pipe.
If the water exclusion device is not automatic, such as

the use of cans or bucket over the exhaust outlet, the
system must have a water trap. The trap must be able to
hold a volume of water equal to 7 in. of exhaust outlet diameter pipe. Two acceptable methods are illustrated in
Figure 100-5.
The vertical section of the exhaust pipe immediately

following the sea water entrainment must be straight.
Elbows or other changes in direction will cause the sea
water to drop out of suspension.
Trap
Figure 100-5, Exhaust water trap alternatives
September 1996
100 - 2
EXHAUST SYSTEM
MUFFLERS AS EXCLUSION DEVICES
A dry muffler can act as an exclusion device if it can
handle 7 in. of water at the exhaust pipe opening diameter. Water trapped in the muffler will evaporate the next
time the engine is run. If a muffler is to be used for this
purpose, this feature needs to be specified when ordering the muffler.
Marine wet exhaust systems must keep water from

backing up in the exhaust piping. Water can run into the
exhaust pipe in a following sea or when the boat stops
suddenly and the wake runs into the transom (rear) of
the boat. The surge-tee and the flapper- valve illustrated in Figure 100-8 can be used independently or together to keep water from entering the engine.
Figure 100-6 shows two additional methods of preventing water from entering a dry exhaust system. The bottom third (120) of the horizontal section of pipe can be
removed so water will not collect on the bottom of the
pipe. A water hole can also be drilled to prevent water
that enters the mouth of the exhaust pipe from continuing into the engine. The water hole must be in the bottom of the pipe where the slope does not exceed 40
from horizontal.
Exhaust
Surge
Tee
Flapper
Valve
Water
level
Figure 100-8, Wet exhaust water exclusion
EXHAUST RE-CIRCULATION
Undercut
Water Hole
Figure 100-6, Water exclusion
Exhaust piping can accumulate moisture from condensation, especially when the pipe is long. A condensation trap with drain should be placed at the lowest
horizontal point in the system to avoid internal corrosion, as illustrated in Figure 100-7
The location of the exhaust outlet is important to the operation of a diesel engine. The exhaust outlet location
must prevent re-circulation of exhaust gas back into the
engine air inlet or into occupied areas. Recirculating exhaust into the engine air inlet displaces burnable air and
can soot the air cleaner, reducing engine performance.
Recirculating exhaust gas is an annoyance and possible safety hazard to people and/or reduces engine power capabilities.
Engine
Figure 100-7, Condensation trap with drain
Figure 100-9, Dry exhaust

The outlet on dry systems must be high enough to disperse the exhaust gas into the atmosphere above occupied areas. High structures near the exhaust outlet can
create a vacuum that will pull exhaust gas and smoke
back toward the structure. Any outlets below the top of
nearby structures must be reviewed to assure re-circulation will not occur.
100 - 3
September 1996
EXHAUST SYSTEM
EXHAUST SYSTEM DESIGN
Boat
Short exhaust systems (Figure 100-11) are usually encountered in mobile vehicles or self-contained power
units which operate in open areas. Schedule 40 steel
pipe is commonly used. Exhaust pipe size(s) matching
the inlet and outlet diameters on properly sized mufflers
can be used in exhaust systems up to 6 ft in length (excluding the muffler.)
Exhaust Pipes
Figure 100-10, Wet exhaust

Marine wet exhaust outlets should be above the waterline on the side or back of vessel. Exhaust outlets
though the transom should be widely spaced to get the
gas into the side slip stream and minimize recirculation
into the cockpit area. Side outlets may be needed in
some installations to keep the boat clear of exhaust. Underwater outlets are not recommended as they have
high exhaust restriction and can pull water into the engine when the engine cools after shutdown.
Long exhaust systems (Figure 100-12) may be needed

in some stationary and marine applications. Schedule 80
steel pipe is commonly used.
The following functions need to be incorporated into the
exhaust system.
Protection from water entering the exhaust system.
Protective shielding and/or material (insulation

wrap) is to be used to prevent accidental contact
with the muffler and exhaust pipe as required by
specific application safety regulations.
Air gaps (clearance) are required where the exhaust pipe passes through vehicle or power unit
shielding and/or super-structure.
Use only one rigid support placed as close to the

engine exhaust outlet as possible. It should be
anchored to the engine or it's support superstructure to minimize relative motion due to thermal expansion and vibration between them.
Wrapping turbochargers and/or exhaust manifolds can

cause the turbocharger to over heat. This results in decreased durability or turbocharger failure. Measured application review exhaust gas temperatures for engines
with wrapped turbochargers should not exceed exhaust
temperatures stated on the Engine Performance Data
Sheet.
Variable speed and load applications with
wrapped exhaust systems may exceed those temperatures. Consult Deere Power Systems Group, Sales Engineering Department to review these applications.
John Deere is not responsible for engine damage resulting from the use of turbocharger insulating blankets.
Multiple rigid supports should not be used. They

will work against each other due to thermal expansion and can cause supports to break. Flexible (secondary) supports are used to hold the
exhaust pipes and muffler in place (see Figure
100-12) while not restricting thermal growth.
Exhaust restriction is minimized by keeping the

exhaust piping length and number of bends as
low as possible. Use sweep elbows for system
bends. Large pipe will also help reduce exhaust
system restriction.
John Deere marine engines do not require wrapping.

They are designed with wet or coolant jacketed exhaust manifolds and turbochargers to keep the skin
temperatures of the engine below 250 F (120C) to the
exhaust flange.
The connecting pipe and flange between the rigid support and engine exhaust outlet should absorb thermal expansion in that section. In long
systems, install a flex-unit or bellows between
the rigid support and the engine to absorb thermal expansion and isolate vibration.
Long systems may require a condensation trap.

The trap should be as close to the engine as possible, must be in a horizontal section of the system and should be able to be drained.
MULTI-ENGINE INSTALLATIONS
Do not connect exhaust systems together in multi-engine installations. Exhaust gases from an operating engine will migrate back through a non-operating engine
and cause hydraulic lock. This may prevent starting of
the second engine. The migrated exhaust can also turn
the turbocharger on non-operating engines which are
not lubricated and can cause turbocharger failure.
WRAPPING EXHAUST SYSTEMS
Exhaust pipes can be wrapped beyond the engine exhaust flange without damaging the engine. Wrapping
materials should be compatible with exhaust temperatures.
September 1996
100 - 4
EXHAUST SYSTEM
Water Protection
Water Protection
Flexible Support
Muffler
Air Gap
Rigid Support
Vehicle
Structure
Protective Shield
Engine
Rigid Support
Air Gap
Flexible
Support
Figure 100-11, Short exhaust system
Insulation Wrap
Flex Unit
Condensation
Trap
Engine
Figure 100-12, Long exhaust system
100 - 5
September 1996
EXHAUST SYSTEM
WET EXHAUST SYSTEMS (MARINE)
of 2 (1/2 in. per running foot or 40 mm per running meter). Wet exhaust piping cannot have
any sags or dips that can collect water. Water
accumulation in dips will increase exhaust
restriction.
In a wet exhaust system, sea water from the engine

heat exchanger outlet is sprayed or injected into the exhaust pipe to cool the exhaust gas. Temperatures stabilize within the first 3 ft (1 m) of piping downstream of the
water injection point. The cooled exhaust gas and sea
water is ejected near the vessel waterline.
The following requirements apply to wet exhaust systems:
The water cooled exhaust elbow must be pointed down at a minimum of 30 from horizontal.
The sea water injection must be at least 4 in.

(100 mm) below the turbocharger flange when
using a water cooled elbow or at least 4 in. (100
mm) below the high point of the exhaust gas
passage in a riser elbow. Deere exhaust elbows with the proper installation angle meet
this requirement.
A surge-tee, flapper-valve and/or wet muffler

must be used to keep water from washing up
the exhaust piping when the vessel is rolling,
pitching or slowing down.
The combined exhaust gas and sea water can

be safely routed in the vessel without exhaust
pipe insulation.
The exhaust piping must have a minimum slope
The materials used in the exhaust system after

the sea water is injected must be resistant to
sea water corrosion, but do not need to be high
temperature resistant. Surface temperatures of
properly installed piping must not exceed levels
acceptable to the touch on external surfaces.
Non-metallic materials should comply with SAE
J2006, marine exhaust hose. Marine hard reinforced rubber hose and stainless steel are
commonly used.
The turbocharger or exhaust manifold outlet

should be at least 1 ft (300 mm) above the vessel waterline. If less than this is available, a dryriser or wet-lift muffler is required to keep water
out of the engine.
Some vessels have provisions for dual exhaust

systems. Use only one exhaust port for single
exhaust engines. Attempting to split exhaust
flows can result in hot spots and possibly
damage wet exhaust system materials.
30 Minimum
Engine
Wet Muffler
Surge Tee
Boat Hull
Flapper Valve
Engine Outlet Height
Exhaust Pipe
Angle > 2
Exhaust Outlet Height
Figure 100-13, Wet exhaust system
September 1996
100 - 6
EXHAUST SYSTEM
Dry Riser Height
Water-Gas Mixer
Vacuum Break
Water-Lift Muffler
Dry Riser
Engine
Stringer
Boat Hull
Engine
Engine Outlet Height
Stringer
Figure 100-14, Wet-lift muffler exhaust system
Boat Hull
WET-LIFT MUFFLERS
The use of a wet-lift muffler will allow the engine exhaust outlet to be installed lower than the recommended
1 ft (300 mm) limit. Wet-lift mufflers allow up to 18 in.
(460 mm) lower installations, depending on the wet-lift
muffler lift capabilities. However, higher lift capability
usually results in higher restrictions from the muffler.
A vacuum break (anti-siphon valve) must be installed to
provide a vacuum break anytime the sea water can be
drawn into the engine. This occurs when the engine is
shut down and exhaust gases cool to ambient temperature. Two conditions can cause siphoning to occur:
Use of a wet-lift muffler, and/or
submerging the exhaust out in water.
Insulation
Wrap
Figure 100-15, Wet exhaust system with dry-riser

DRY-RISERS IN WET EXHAUST SYSTEMS
When the engine outlet height cannot be installed 1 ft
(300 mm) above water-level and a wet-lift muffler with
adequate lift is not available, a dry-riser is used. The
dry-riser height replaces the engine outlet height in previous discussions. The design height parameters for
wet exhaust systems apply to the dry-riser height instead of the engine outlet height when a dry-riser is
used.
Note: Submersed exhaust outlets are not recommended.

At the first bend (from vertical to horizontal) sea water
comes out of suspension. Any attempt at further vertical lifts will cause a hydraulic dam resulting in excessive
exhaust back-pressure. The first bend for horizontal
outlet wet mufflers occurs within the muffler. The first
bend is externally plumbed for vertical outlet wet mufflers.
100 - 7
September 1996
EXHAUST SYSTEM
EXHAUST RESTRICTION
WET EXHAUST PIPE (MARINE)
The exhaust system should be designed to keep the resistance to exhaust flow through the system as low as
possible and within the limits specified on the Engine
Performance Data Sheet. High exhaust system restrictions result in excessive exhaust back pressures. These
conditions tend to reduce air flow through the engine, increase power cylinder and exhaust temperatures, decrease engine performance, and reduce power output.
Prolonged operation under these conditions will result
in reduced engine service life.
The introduction of water into the exhaust stream in marine applications creates additional exhaust restriction.
Determine the equivalent dry pipe size need for the wet
exhaust system pipe diameter.
English: DIA
= DIAW - 1.0
Metric:
DIA
= DIAW - 25
DIA
= Dry exhaust pipe inside diameter,

inches or mm
= Wet exhaust pipe inside diameter,
inches or mm
When:
Exhaust restriction is measured during application reviews. The restriction is measured at maximum load
conditions (full throttle and power). The measurement is
taken at or near the exhaust outlet port on the engine.
Some engines (marine) are factory equipped with ports
for easy access to the exhaust system. Other engines
require the port be placed in the manifold or exhaust
piping as near as possible to the engine exhaust outlet
for the application review.
If the measured restriction exceeds published limits, the
pipe size must be increased, muffler changed and/or
number of bends reduced to decrease restriction. The
following section can be used to calculate pipe size.
Note: Exhaust pipe calculations are estimates
based on empirical equations. Back pressure
must be verified during application reviews.
DIAW
DRY EXHAUST PIPE

Exhaust system restriction is affected by engine exhaust gas flow rate, size of exhaust pipe, number of
bends, muffler restriction, length of the system, and rate
of sea water injection (if a wet exhaust system.)
Once the system routing and components have been
selected, minimum pipe size should to be reviewed, especially for long or wet exhaust systems. The following
information is needed.
EXHAUST RESTRICTION CURVES

The equations below were used to generate the exhaust restriction curves in the Figures 100-16 through
100-19 at the exhaust restriction (RT).
English: FE
= (DIA5 x RT/ELT)1/2 x 68.9
Metric:
FE
= (DIA5 x RT/ELT)1/2 15,213
FE
= Exhaust gas flow,

ft3/min or M3/min
= Pipe diameter, inches or mm, dry
system
= Pipe restriction, 20 in. (500 mm) of
water
= System effective length, feet or
meters
LP
= System length, feet or meters
N45
= Number of 45 bends
N90
= Number of 90 bends
RM
= Muffler restriction, in. or mm of water (from muffler manufacture)
FE
= Exhaust gas flow at rated power, ft3/

min or M3/min
When:
DIA
RT
ELT
The graphs can be used or the equations solved for the

desired variables. Be sure the proper units are used for
each variable.
September 1996
100 - 8
EXHAUST SYSTEM
Overall system length and number of 45 and 90 bends
are used to determine the effective length of the exhaust
piping. If an exhaust diameter has not been proposed,
use the engine exhaust outlet diameter for initial calculations. Exhaust system components are converted to
effective pipe length using the following equations:
tive pipe length for the revised restriction limit for the review of pipe restriction limits.
English: ELN
= [(N45 x 1.25) + (N90 x 2.75)] x DIA
When:
Metric:
ELN
= [(N45 x 0.015) + (N90 x 0.033)]x DIA
ELT
ELT
= ELN + LP
ELTA = Adjusted Effective Length for (RA)
RA
ELTA = ELT x RA
= Pipe inside diameter, inches or mm

= System length, feet or meters
ELN
= Equivalent length for bends, feet or

meters
ELT
= System effective length, feet or

meters
Note that the effective lengths from elbows can be the
majority of the system effective length.
ADJUSTING FOR OTHER RESTRICTION GOALS
Figures 100-16, 100-17, 100-18 and 100-19 give the exhaust flow creating 20 in. or 500 mm of water restriction
(RT) for various pipe sizes and effective lengths. This allows for muffler restrictions up to 10 in. (English graphs
100-16 and 100-17) or 262 mm (metric graphs 100-18
and 100-19) of restriction to be used and meet the 30 in.
(762 mm) maximum engine back pressure typically allowed for John Deere engines.
Exhaust restriction can be adjusted to more than 20 in.
(500 mm) if no muffler is used or the muffler restriction
is different from 10 in. (262 mm) of water. Generally the
two conditions under which the restriction goal (RT) will
be modified are:
The customer restriction goal for piping is not

the restriction (RT) used to generate the Graphs
The muffler back pressure exceeds 10 in. or

262 mm of restriction, such as seen in wet-lift
mufflers.
= Effective Length calculated for (RT)
RA
= System effective length adjustment

value
RS
= Total restriction goal for system
RM
= Muffler restriction, if unknown, use:

10 in. (254 mm) of water for dry and
in-line wet muflers,20 in. (508 mm)
of water for wet-lift mufflers
RT
= Graph restriction, 20 in. (500 mm) of

water
When:
DIA
LP
= RT (RS - RM)
If it becomes necessary to use more or less than 20 in.

(500 mm) of water exhaust pipe restriction, use (ELTA)
instead of (ELT) when verifying the pipe diameter selected is acceptable.
PIPE SIZE SELECTION VERIFICATION
With the calculated effective length (ELT) or (ELTA) and
exhaust gas flow (FE) for the engine review the appropriate graph to make sure that the pipe size is large
enough. The Pipe I.D. curve should be above this point
on the graph. If not, increase pipe diameter, reduce
number of bends, and/or select a muffler with less restriction.
Repeat the calculations for (DIA), (ELN), (ELT), (RA) and
(ELTA) as required. Review new values to determine if
the changes meet the system restriction limits. If not, repeat calculations process.
The following equations can be used to adjust the effec-
100 - 9
September 1996
EXHAUST SYSTEM
2000
1800
Gas Flow (ft3/min)
1600
3.25
1400
1200
3.0
1000
2.75
800
2.5
600
2.25
400
2.0
1.75
Pipe Inside Diameter (in.)
3.5
200
0
0
10
12
14
16
Effective Length (ft)

Figure 100-16, Exhaust pipe sizing: pipe restriction = 20 in. water
EXAMPLE CALCULATION, ENGLISH UNITS
With this information, the following effective length (ELT)

was calculated:
A customer has requested a review of an in-plant engine

installation of a 4045TF gen-set with a dry exhaust system. From the engine performance data sheet and Figure 100-16:
FE
= 667 ft3/min engine exhaust gas flow
RT
= 20 in. water pipe restriction.
ELN
= [(N45 x 1.25) + (N90 x 2.75)] x DIA

= [(0 x 1.25) + (4 x 2.75)] x 3.5
= 11 x 3.5
= 38.5
ELT
= ELN + LP
= 38.5 + 30
The customer provided the following information:
= 68.5 ft effective length

DIA
LP
= 3.5 in. - pipe size preferred, I.D.

= 30 ft - exhaust system length
N45
= 0 - number of 45 bends
N90
RM
= 8 in. of water muffler restriction at

667 ft3/min engine exhaust gas flow
= 20 in. of water, customer restriction
goal for the system
RS
Since this customer prefers a lower system back pressure goal (within engine performance specifications)
the adjusted (ELTA) is calculated:
RA
= RT (RS - RM)
= 20 (20 - 8)
ELTA
= 5/3
= ELT x RA
= 68.5 x 5/3
= 114 ft adjusted effective length
The 114 ft adjusted effective length at 667 ft3/min of exhaust gas flow would fall just above the 3.5 pipe I.D.
curve in Figure 100-17.
September 1996
100 - 10
EXHAUST SYSTEM
2000
1800
5.0
1400
1200
4.5
1000
800
4.0
600
3.5
400
3.0
2.5
2.0
200
Pipe Inside Diameter (in.)
Gas Flow (ft3/min)
1600
0
0
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150

Effective Length (ft)
Figure 100-17, Exhaust pipe sizing: pipe restriction = 20 in. water

One alternative is to use 4 in. exhaust pipe. Calculations
for 4 in. pipe will give a new effective length (ELTA):
ELN
= [(N45 x 1.25) + (N90 x 2.75)] x DIA
ELT
=
=
=
=
RA
A second alternative would be for the customer to accept a higher system restriction. A system restriction
goal of 21 in. of water was reviewed for the 3.5 in. pipe.
RA
[(0 x 1.25) + (4 x 2.75)] x 4

11 x 4
44
ELN + LP
= RT (RS - RM)
= 20 (21 - 8)
ELTA
= 20/13
= ELT x RA
= 44 + 30
= 68.5 x 20/13
= 74 ft effective length
= 5/3(no change)

At 105 ft adjusted effective length at 667 ft3/min falls below the 3.5 in. Pipe I.D. curve in Figure 100-17.
ELTA = ELT x RA
= 74 x 5/3
From Figure 100-16, 4 in. I.D. pipe at 125 ft effective
length would be within the desired limits.
The customer could accept a higher goal (RS).
The customer could choice to accept a higher system

back pressure of 21 in. of water, go to the next larger
size of pipe, or reduce system length, muffler restriction,
and/or number of elbows.
The actual restriction will be verified during the application review.
100 - 11
September 1996
EXHAUST SYSTEM
60
Gas Flow (m3/min)
85
40
80
75
30
70
65
60
55
50
45
40
20
10
Pipe Inside Diameter (mm)
50
0
0
0.5
1.5
2.5
3.5
4.5
Effective Length (m)

Figure 100-18, Exhaust pipe sizing: pipe restriction = 500 mm water
The wet exhaust diameter is to be converted to a dry
equivalent to use the Figures 100-16 through 100-19.
EXAMPLE CALCULATION, METRIC UNITS

A customer has requested a review of a marine engine
installation of a 6076AFM propulsion unit with a wet exhaust system. An in-line wet muffler will be used. From
the engine performance data sheet and Figures
100-18/100-19:
FE
= 37.2 m3/min exhaust gas flow
RT
= 500 mm water pipe restriction
DIA
= 150 - 25
= 125 mm Pipe I.D.
With the dry diameter equivalent (DIA) and the customer information, the following effective length (ELT) was
calculated:
The customer provided the following information:
ELN
= 5 m - exhaust system length
N45
N90
RM
= unknown muffler restriction
RS
= engine limits for system restriction.
September 1996
= [(N45 x 0.015) + (N90 x 0.033)] x DIA

= [(2 x 0.015) + (0 x 0.033)] x 125
= 0.03 x 125
= 3.75
DIAW = 150 mm - pipe size in stock, I.D.

LP
= DIAW - 25
ELT
= ELN + LP
= 3.75 + 5
= 8.75 m effective length
100 - 12
EXHAUST SYSTEM
60
40
130
120
30
110
20
100
10
90
80
70
60
Pipe Inside Diameter (mm)
Gas Flow (m3/min)
50
0
0
10
15
20
25
30
35
40
45
50
Effective Length (m)
Figure 100-19, Exhaust pipe sizing: pipe restriction = 500 mm water

Since the customer does not know the muffler back
pressure at the engine exhaust gas and sea water flow,
and does not have a system back pressure goal under
the engine requirements, the 500 mm of water exhaust
piping restriction is to be used. Calculating (ELTA) is not
required.
The customer could be told that the 150 mm wet exhaust piping, with the length and elbows specified,
should work.
The actual exhaust restriction will be verified during the
application review.
From Figure 100-19, the effective length (ELT) of 8.75

meters and 47 M3/min gas flow (FE) will be under the
100 Pipe I.D. curve. With a pipe size selected of 125
mm diameter (DIA) dry equivalent, the 150 mm wet exhaust pipe diameter (DIAW) should work fine.
100 - 13
September 1996
SECTION CONTENTS
Fuel System
Contents/Notes
Page
Power Limits..................................................................................................................................................... 1
Fuel Tanks ........................................................................................................................................................ 2
General Fuel Tank Considerations ................................................................................................................... 2
Fuel Tank Size ........................................................................................................................................... 3
Fuel Tank Location..................................................................................................................................... 4
Marine Fuel Tank Considerations..................................................................................................................... 6
Regulating Agencies......................................................................................................................................... 6
Fuel System Piping .......................................................................................................................................... 7
Fuel Transfer Pump.......................................................................................................................................... 7
Fuel Filters........................................................................................................................................................ 8
Injection Pump & Nozzles ................................................................................................................................ 8
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DSEG01110
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January 1996
402
FUEL SYSTEM
POWER LIMITS
John Deere engines use the pump, line and nozzle system; See Figure 110-1. The fuel supply line from the
tank is connected to the engine/fuel injection pump
mounted fuel transfer pump which delivers fuel to the filter. Filtered fuel is directed to the inlet of the fuel injection pump (FIP). The FIP increases the fuel pressure,
meters quantity and times delivery. The fuel is delivered
through high pressure lines of controlled inside diameters and lengths to the injection nozzles. The fuel is
forced through the nozzles where the fuel is atomized
and directed into the combustion chamber. There are
lines at each nozzle and the FIP which return fuel leakage back to the tank.
Using the correct fuel is also important to injection pump

life and engine performance. John Deere engines are
designed to operate on #2 Diesel fuel meeting ASTM
D975 specifications. See section on 'Alternate Fuel
Compatibility' for details of alternate fuels and their effects on fuel system components and engine performance.
A properly designed fuel system plays an important role

in the performance of the John Deere diesel engine. In
order to develop full rated engine power, assure proper
throttle response and maintain satisfactory fuel injection
equipment operation, it is necessary to supply adequate
quantities of clean fuel free of entrained air. High restrictions in the fuel system or entrained air may result in a
loss of power, overfueling, or poor response to load
pickup. Contaminated fuel can cause fuel injection
pump and nozzle failure.
Figure 1A
The essential elements of the fuel system are:
Fuel tanks
Fuel injection pump
Fuel piping
Fuel injection nozzles
Fuel transfer pump
Fuel shutoff
Fuel filters
Injection Line
Nozzle
Injection Pump
Fuel Return
Filter
Fuel Supply
Transfer Pump
Fuel Tank
Figure 110-1
110-1
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January 1996
M k
402
FUEL SYSTEM
FUEL TANKS
The filler neck cap should be vented, and the tank

vented into the neck. This will prevent air entrapment and fuel blow-back while the tank is being
filled.
A fuel tank, or float tank, vent diameter of 0.125

inches (3.2 mm) is recommended to maintain atmospheric pressure in the tank and to provide a pressure relief for fuel expansion due to temperature
rise. The vent should also be protected so water
can't enter the tank.
Dual tanks not equipped with a tank selector valve

should have an equalizer line no smaller in size
than the fuel suction line.
110-2
Fuel tanks should be made of aluminum, monel stainless steel, black iron, welded sheet steel or reinforced
plastic. Galvanized steel tanks should not be used since
sulfur in the diesel fuel reacts chemically with the zinc
coating forming oxidized flakes which will clog the fuel
filter and damage the fuel transfer pump.
GENERAL FUEL TANK CONSIDERATIONS
Connections for fuel suction and return lines should

be separated by at least 12 in. (305 mm) to prevent
recirculation of hot fuel and allow the separation of
any gases entrained in the return fuel.
Fuel supply suction point in the tank should be at

least 0.75 in. (19 mm) or 5% of the tanks total volume, whichever is greater, above the bottom of the
tank to prevent pumping water or sediment.
Fuel system return line should be baffled, if necessary, so that return fuel does not cause air entrainment in the fuel at the suction point. The fuel should
be returned above the operating level of the fuel
when using elevated tanks. On installations where
the tank is lower than the engine, the fuel return line
should extend below the fuel in the tank to prevent
drain-back.
Approximately 5% of the tanks total volume should

be allowed for accumulation of condensation and
contaminants.
An expansion space of at least 5% of the tank capacity should be provided above the maximum fill
level to allow for fuel expansion due to temperature
rise.
A drain valve should be located at the lowest point

of the tank for periodic draining of water and sediment. Pipe plugs are not recommended.
Baffles with holes should be used to avoid excessive sloshing of the fuel and maintain a constant
level.
The fuel tank filler neck should be located in a

clean, accessible location. A removable wire
screen (approximately 0.062 in. (1.6 mm) mesh)
should be used in the filler neck to prevent foreign
material from entering the tank.
January 1996
FUEL SYSTEM
FUEL TANK SIZE
Fuel tanks (or day tanks in marine applications) normally require sufficient capacity to allow operation for at
least one full shift under average load conditions. Figure
110-2 provides an effective means of determining the
fuel tank size based on a 12 hour working period.
If the work period is only 8 hours, the fuel capacity will

be 2/3 of that shown.
Chart based on:
Example:
Fuel consumption
Fuel
Work period
0.40 lb/hp-hr (243 g/kW-hr)

7.1 lb/gal (0.86 kg/L)
12 hour
At an average BHP of 200 (149 kW), the tank

should have a minimum useful capacity of approximately 135 gal (510 L).
MINIMUM USEFUL TANK CAPACITY

260
USEFUL TANK VOL. - U.S. GALLONS
240
220
200
180
160
140
120
100
80
60
40
20
0
BHP
(kW)
0
(0)
50
(67)
100
(75)
150
(112)
200
(149)
250
(187)
300
(224)
350
(261)
AVERAGE POWER
Figure 110-2
110-3
January 1996
FUEL SYSTEM
FUEL TANK LOCATION
The fuel tank should be located so that supply restriction limits listed on the back of each John Deere Engine
Performance Curve are not exceeded. Figures 110-3 to
110-6 show typical fuel tank installations. Ideally, the
tank is located so that the fuel level is no higher than the
injection nozzles and no lower than 3 ft (0.9 m) below

the fuel transfer pump. In this case, the fuel suction and
return lines are connected between the engine and fuel
tank similar to Figure 110-3.
Figure 2
Fuel Return
Fuel Supply
12 Inch Min
Check Valve
(Optional)
0-3 Feet
The greater of .75 Inch or
5% of the tanks total volume
Baffles
Drain Valve
Figure 110-3
Figure 110-4 shows a remote tank located more than
three feet below the fuel transfer pump. In this example,
the float tank performs the same function as the main
tank in Figure 110-3. A lower, remotely located main
fuel supply tank must have a system to continuously replenish the fuel supply in the float tank as shown by the
additional transfer pump.
Figure 3
Overflow
Float Tank
3 + Feet
Filter
Pump
Main Fuel
Tank
Figure 110-4
January 1996
110-4
FUEL SYSTEM
Figure 110-5 shows an elevated fuel tank. The maximum height of the fuel tank in this configuration is
4.5 feet (1.4 m) for engines with distributor-type fuel injection pumps. For engines with in-line injection pumps
the maximum height is 9 feet (2.8 m). This is to assure

acceptable back pressure on the fuel return system and
the fuel injection pump.
Figure 4
Distributor-type
0-4.5Feet
Feet300S
-- injection pumps
0-4.5
0-9 Feet 400/500S
0-9.0 Feet -- In-line
injection pumps
Figure 110-5
As the fuel tank is moved to a more remote location and

the allowable restrictions listed on the back of the Engine Performance curves and above are exceeded, the
fuel system increases in complexity (see Figures 110-4
& 110-6).
Figure 110-6 shows an example of a remote overhead

tank installed higher than shown in Figure 110-5. In this
case, as in the remote lower tank in Figure 110-4, a float
tank is incorporated and performs the same function as
the main fuel tank.
Figure 5
Main Fuel
Tank
Shutoff
Valve
4-25 Feet
Filter
Float Tank
Figure 110-6
110-5
January 1996
FUEL SYSTEM
MARINE FUEL TANK CONSIDERATIONS
Figure 110-7 illustrates a typical marine engine fuel tank
installation. Larger vessels often use multiple fuel tanks
for large fuel storage capacity. Fuel is pumped from the
main tanks to the day tank as needed. A system of
valves and fuel pumps is used to balance the fuel in the
main tanks. Since fuel may not turn over rapidly, a fuel
management system may be required to control potential condensation and/or water in the system.
Unregulated equalizer lines between the storage tanks

in vessels should be avoided. They can reduce stability
of a vessel when listing by allowing the fuel to flow to the
lower tank. Large vessels with a fuel management system may use fuel as ballast to help correct listing due to
an imbalance of cargo on board.
4-25 Feet
Shut-off Valve
Shut-off Valve
Fuel Pump
4-25 Fee
No.2
Main
Fuel
4-25
Fee
Tank
No.1
Main
Fuel
Tank
Fuel Filter
Float Tank
Fuel / Water
Separator
Day
Tank
Figure 110-7
REGULATING AGENCIES
Each engine application may be subject to governing
agency codes or regulations that pertain to the design
of fuel storage systems for the specific application.
Regulations may vary in different geographic market areas. Regulations for the area in which the engine is sold
and/or will be used should be researched and followed.
For example marine regulations may include:
Fuel tanks are not permitted to have drain valves
Fuel tanks are not permitted to have valves or pipe

connections through the tank bottom
Fuel hoses must be fire resistant with self-extinguishing outer covers
January 1996
110-6
FUEL SYSTEM
FUEL SYSTEM PIPING
Supply Line Size
Fuel injection lines from the injection pump to the injection nozzles are made of special tubing having controlled ID, length and strength. Substitutes for these
high pressure lines are not permitted.
If the fuel filters are remotely mounted, include the

length of line from the transfer pump to the filters and
from the filters to the injection pump inlet in the supply
line length.
GENERAL CONSIDERATIONS
Line length under 10 feet::

3/8" O.D. steel or copper tubing or 5/16" I.D.
hose
Line length over 10 feet:

1/2" O.D. steel or copper tubing or 7/16" I.D. hose
The most convenient plumbing for fuel system supply

and return lines is generally a good quality rubber linedfabric reinforced wire braid hose. The flexible hose
must have a fuel oil resistant synthetic rubber inner
tube, reinforcing inner braid, and a cover resistant to
fuel oil, lubricating oils, mildew and abrasion. It should
be able to withstand a suction of 20 in. (508 mm) Hg
without collapse, a pressure of 100 psi (690 kPa) without bursting and temperatures between -40F (-40C)
and 300F (149C). The hose must not crimp due to
bending and must be resistant to abrasion. Steel tubing
may be used if short pieces of flexible hose are incorporated to provide for the relative motion of the various
components of the fuel system. If copper tubing is
used, care should be taken in line clamping and routing
since it may work harden and crack do to this relative
motion.
All John Deere engine models require only two fuel connections to the engine. The supply line is plumbed to
the inlet of the fuel transfer pump and the return line to
the fitting that joins the injection nozzle leak-off line (two
connections) to the fuel by-pass line from the injection
pump. The lines should be routed where they are protected from damage and need to be clamped at regular
intervals to prevent failure due to excessive load and vibration. At the same time care needs to be taken to
keep the number of bends and fittings to a minimum.
All pipe thread connections should be coated with a
sealant that will withstand fuel oils. Compounds that
may contain abrasives or are of the hardening type are
unsatisfactory. Use caution when applying sealant so
that it does not enter the fuel system. Apply a limited
amount at least two threads back from the male fitting
end. Do not apply sealant to female threads. Do not
use Teflon tape on fuel lines.
FUEL LINE SIZE
Return Line Size

Distributor-type injection pumps with return:
Line length under 10 feet:

1/4" O.D. steel or copper tubing or 3/16" I.D.
hose
All engines with inline-type injection pumps, or distributor-type injection pumps with return:
Line length over 10 feet:

5/16" O.D. steel or copper tubing or 1/4" I.D. hose
FUEL TRANSFER PUMP

John Deere engines incorporate a fuel transfer pump.
Most engines with distributor-type injection pumps use
a mechanical fuel transfer pump driven from the engine
camshaft. On engines with in-line fuel injection pumps,
the mechanical fuel transfer pump is an integral part of
the injection pump. Maximum vacuum on the fuel transfer pump inlet is 2.65" Hg (1.3 psi). Nominal transfer
pump flow rates are shown on the back of the Engine
Performance curves under the Fuel Section and listed
as 'Total Fuel Flow'.
An auxiliary electric fuel transfer pump may be used in
series or in place of the standard John Deere engine
equipped transfer pump when conditions exist that exceed the capability of the regular mechanical fuel pump.
See 'Tank Location' section for additional information.
Fuel line size must be adequate to meet the maximum

vacuum and back pressure limits listed previously and
on the back of the Engine Performance curves. The following guideline is suggested for selecting fuel lines:
110-7
January 1996
FUEL SYSTEM
FUEL FILTERS
INJECTION PUMP AND NOZZLES
GENERAL CONSIDERATIONS
INJECTION PUMP
The design and selection of a fuel filter is of prime importance to protect the fuel system from dirt and water.
John Deere filters provide the filter quality and capacity
required for protection in average conditions. A John
Deere supplied and plumbed fuel filter is required to be
used on every John Deere engine. If adverse conditions dictate another filter be used, Sales Engineering
must be consulted.
All John Deere engine models use either a rotary distributor or in-line fuel injection pump (FIP). The primary
functions of the FIP are to increase fuel pressure, meter
quantity and time fuel delivery to the injection nozzles.
The pressurized fuel is delivered through high pressure
lines to the injection nozzles.
If a float tank is incorporated in the fuel system, it is suggested to include a fuel filter in the line between the
main tank and the float tank. This prevents dirt from
lodging under the float valve and holding it off its seat
(see Figures 110-4 & 110-6). The filter flow rate requirement is equal to the engine fuel consumption rate.
The purpose of the injection nozzles is to spray the correct pattern of fuel into the combustion chamber. The
nozzle contains a spring-loaded valve which requires
the pressure to rise to an elevated level before the valve
opens at the beginning of injection. This is required for
precision timed fuel delivery and assures an immediate
cutoff of fuel at the end of each injection period.
Efficiency
John Deere fuel filters have a dirt retention capability of
8 microns at 98% efficiency.
NOZZLES
All John Deere injection nozzles contain edge-type filters which limit the size of foreign particles to 5 microns.
The particles will then pass through the nozzle openings
and reduce nozzle hole plugging.
Water Separation
FUEL SHUTOFF
The John Deere fuel filter can separate and retain approximately 1/3 pint (156 ml) of water with no carryover
if the water has not been emulsified by an additional
supply pump.
Engines, such as our marine models, may have an additional water separator for greater capacity, with a water sensor to ensure trapped water is noticed.
Fuel Additives
A fuel additive may be required for applications, such as
marine, that operate with a large quantity of fuel and algae growth may be found in the fuel.
Pressure Drop
Fuel filter pressure drop should be limited to 5 psi
(34 kPa).
Maximum Pressure
A key switch or emergency shut-down control device

can be used on all John Deere engines, see the Electrical System Section. Engines equipped with distributortype injection pumps have an energized-to-run electric
fuel shutoff that is incorporated in the injection pump
and requires a wiring lead and a power source for operation.
John Deere engines equipped with in-line injection
pumps have external shutoff solenoids. This is an energized-to-run system. The use of fuel line solenoid shutdown valves is not recommended, as fuel pressure may
exceed recommended limits and shutdown times vary.
Energized-to-stop solenoids are used on marine propulsion applications. This system ensures that the engine
continues to run until electrical power is applied to the
fuel shutoff solenoid.
Energized-to-run and energized-to-stop options are
available due to varying agency regulations for different
applications.
Do not subject filter to pressures above 30 psi

(207 kPa), possible element case rupture may occur.
January 1996
110-8
SECTION CONTENTS
Alternative Fuels
Contents/Notes
Page
Recommended Fuel Specifications......................................................................................................................1

Alternative Fuel Capability
Rotary Fuel Injection Pumps..........................................................................................................................2
In-line Fuel Injection Pumps ..........................................................................................................................3
LUCAS Unit Injectors .....................................................................................................................................4
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DSEG01111
August 1997
ALTERNATIVE FUELS
RECOMMENDED FUEL SPECIFICATIONS
John Deere engines are designed to operate on #2 Diesel Fuels which meet U.S. Military Specification VV-F800E, ASTM D975 or EN 590 Standard Specifications
for Diesel Fuel Oils. Fuel specifications recommended
for use in John Deere Diesel Engines follow:
Fuel Specific Gravity @ API 35 ................... 0.850
Kinematic Viscosity @ 40 C ................... 2.50 cSt
Fuel Lower Heating Value................. 42,765 kJ/kg

.......................................................(18,385 Btu/lb)
Fuel Temperature at Pump Inlet ..... 40 C (104 F)
Cetane Number..................................40 minimum

Cetane number greater than 50 is preferred for
temperatures below -4F (-20C) or elevations
above 5000 feet (1500 m).
Cold Filter Plugging Point (CFFP) below the expected low temperature or Cloud Point at least 9F
(5C) below the expected low temperature.
Sulfur Content ............................................ < 0.5%

- Sulfur content less than 0.05% is preferred.
- If diesel fuel with sulfur content greater than 0.5%
is used, reduce service interval for engine oil and
filter changes by 50%.
- DO NOT use diesel fuel with sulfur content greater than 1.0%
IMPORTANT: Low sulfur fuels (less than 0.05% sulfur)

may not provide adequate lubricity. Fuel lubricity should
pass the ASTM D5001 BOCLE (Ball On Cylinder Lubricity Evaluation) method. If fuel of low or unknown lubricity is used, add John Deere ALL-SEASON FUEL
CONDITIONER or equivalent at the specified concentration.
Biodiesel fuels meeting DIN 51606 or equivalent specification may be used. Use of biodiesel fuels may result
in a 1%-9% reduction in engine power dependent on
fuel mixture concentration. 100% biodiesel concentration may result in a 7%-9% power loss. A 20% biodiesel/
80% petroleum diesel mixture may result in a 1%-1.5%
reduction in engine power.
John Deere engines will also operate on lower viscosity

fuels. However, with rotary pumps, as fuel viscosity decreases, fuel flow to the engine decreases resulting in
lower power. Engine response, load recovery, and starting time are adversely affected. The reduced lubricating
properties of lower viscosity fuels may also reduce
pump life unless special internal parts are used.
Engines which use in-line pumps are also sensitive to
lower viscosity fuels, resulting in reduced power. In-line
pump components are not as sensitive to wear as rotary
pump components since in-line parts are lubricated by
engine oil.
Engine operation using extremely low viscosity fuels
such as JP-4 and Jet B is not recommended. Significant fuel injection equipment wear results from use of
fuels with viscosities below 2.0 centistokes. If JP-4 is
used, viscosity must be raised by adding 10%-20% new
lube oil by volume and 0.2%-1% cetane improver such
as hexyl nitrate. Even with these additives to raise viscosity and cetane number, a performance loss should
be expected.
The use of high specific gravity fuels (lower API) could
result in power levels exceeding the engines approved
power rating. Operation above the approved engine
power level will result in reduced engine life and increased operating costs.
In general, light fuels may give poor low-load / highspeed performance, poor injection system lubrication,
lower power, and poorer startability. Heavy fuels may
cause fuel filter plugging at low temperature, poor starting, additional combustion zone deposits and higher
wear due to higher sulfur levels. Pretreatment of heavy
fuels may be required, such as prefiltering, water separation, and heating. Contact Sales Engineering if use of
other than recommended fuels is anticipated.
The following tables summarize various fuels, comments concerning modifications required to maintain
pump and engine life, and performance effects that may
be encountered.
111-1
July 1997
ALTERNATIVE FUELS
ALTERNATIVE FUEL CAPABILITY FOR ROTARY FUEL INJECTION PUMPS
DESCRIPTION
TYPE
COMMENTS
Diesel Fuels
No. 2-D
Recommended fuel. Recommended for ambients above 40 F (5 C).
No. 1-D
Recommended for ambients below 40 F (5 C). Power loss up to 5% can be

expected due to lower viscosity.
DF-2
U.S. Federal Specification, regular grade. See No. 2-D comments.
DF-1
U.S. Federal Specification, winter grade. See No. 1-D comments. Power loss
up to 5% can be expected.
DF-A
U.S. Federal Specification, arctic grade. Power loss up to 6% can be expected.

Injection pumps may exhibit increased component wear with extended use of
this fuel due to high dewaxing and low viscosity. Special transfer pump and
drive component parts are required for Stanadyne injection pumps. Stanadyne
Gen-set pumps also require special governor components. Stanadyne fuel injection pump options identified as Jet A, JP5/JP8 Fuel Capable are equipped
with the required parts. Standard Stanadyne pumps can be converted by installing a Stanadyne Arctic conversion kit. Special components are not required for Lucas-CAV injection pumps.
No. 2
Higher density and specific gravity than base fuel No. 2-D. A power increase
No. 1
Lower viscosity than base fuel No. 2-D. A power loss up to 2% can be expected.
Jet A
Lower viscosity and density than base fuel No. 2-D. Power loss up to 10% can
be expected. Injection pumps may exhibit increased component wear with extended use of this fuel. Special transfer pump and drive component parts are
required for Stanadyne injection pumps. Special components are not required
for Lucas-CAV injection pumps. See DF-A comments for details.
Jet A-1
See Jet A and DF-A comments. Power loss up to 10% can be expected.
Jet B
Not Recommended. Lower density and extremely low viscosity compared to

base fuel No. 2-D will result in greatly accelerated injection pump wear, poor
starting, and a power loss of up to 14%.
Burner Fuels
Aviation Fuels
Jet B may be used on pumps with Stanadyne injection pumps with special
hardened parts for up to 300 hours as an emergency fuel only. Hot starting
could be extremely difficult or impossible without priming. Lucas-CAV injection
pumps should not be used with Jet-B fuel, even for emergency operation.
July 1997
JP-4
Not Recommended. Military equivalent of Jet B. See Jet B comments. Power

loss up to 14% can be expected. JP-4 may be used on Stanadyne pumps with
special hardened parts up to 300 hours as an emergency fuel only. Lucas-CAV
injection pumps should not be used with JP-4 fuel, even for emergency operation.
JP-5
JP-7
JP-8
111-2
ALTERNATIVE FUELS
ALTERNATIVE FUEL CAPABILITY FOR IN-LINE FUEL INJECTION PUMPS
DESCRIPTION
TYPE
COMMENTS
Diesel Fuels
No. 2-D
No. 1-D

expected do to lower viscosity.
DF-2
DF-1
DF-A
U.S. Federal Specification, arctic grade. Highly dewaxed and low viscosity.
Power loss up to 5.5% can be expected.
No. 2
Higher density and specific gravity than base fuel No. 2-D. A power increase
up to 2.5% can be expected.
No. 1
Lower viscosity than base fuel No. 2-D. A power loss up to 1.5% can be expected.
Jet A
Lower viscosity and density than base fuel No. 2-D. Power loss up to 9% can
be expected.
Jet A-1
See Jet A comments. Power loss up to 9% can be expected.
Jet B
Not Recommended. Lower density and extremely low viscosity compared to

base fuel No. 2-D. Power loss up to 12% can be expected.
Burner Fuels
Aviation Fuels
Jet B may be used as an emergency fuel with the addition of 10 to 20% clean
lube oil by volume and 0.2 to 1% cetane improver such as hexyl nitrate.
JP-4
Not Recommended. See Jet B comments. Power loss up to 12% can be expected.
JP-4 may be used as an emergency fuel with the addition of 10 to 20% clean
lube oil by volume and 0.2 to 1% cetane improver such as hexyl nitrate.
JP-5
JP-7
JP-8
111-3
August 1997
ALTERNATIVE FUELS
ALTERNATIVE FUEL CAPABILITY FOR LUCAS UNIT INJECTORS
DESCRIPTION
TYPE
COMMENTS
Diesel Fuels
No. 2-D
No. 1-D

expected due to lower viscosity.
DF-2
DF-1
Tests are in process to establish capability to operate with other common low-viscosity fuels.
Results will be communicated when tests are complete and data received.
August 1997
111-4
SECTION CONTENTS
Natural Gas System
Contents/Notes
Page
Applications ........................................................................................................................................................... 1
General System Description
Major Components.......................................................................................................................................... 1
Fuel Requirements.......................................................................................................................................... 1
Altitude and Temperature ................................................................................................................................ 1
Exhaust Temperature Limits............................................................................................................................ 1
Cooling System Requirements........................................................................................................................ 2
Control System Components ................................................................................................................................ 2
Natural Gas / Air Mixer .................................................................................................................................... 3
Ignition System................................................................................................................................................ 3
Governor Setting ............................................................................................................................................. 3
20-psi System Description..................................................................................................................................... 4
4-psi System Description....................................................................................................................................... 5
Charge Air Cooling System ................................................................................................................................... 6
Propane (LPG) Application Guidelines.................................................................................................................. 7
Application Review Form Supplement for Natural Gas Engines ......................................................................... 10
DSEG01113
July 1997
NATURAL GAS SYSTEM

The John Deere Natural Gas engine operates on 100%
natural gas (NG). It is a four stroke spark-ignited engine
that burns a controlled mixture of natural gas and air.
The engine operates on the lean burn principle, that is,
there is more air than necessary for proper combustion.
The extra air in the cylinder reduces the combustion
temperature which lowers NOx emissions, reduces the
exhaust temperatures and improves efficiency.
APPLICATIONS
The 6076AFN should be used for applications with constant speed and predictable loads (pumps, gen-sets,
etc.). The natural gas engine does not have a torque
rise, so it can not be used for applications that can "pull"
the engine down the torque curve. The driven device
must be sized to use no more than the rated engine
power. Applications such as rock crushers, hammer
mills, wood chippers, or saw mills are not recommended.
Note:
Only low sulphur gas (less than 10

ppm H2S) should be used. The use of
high sulphur or sour gas can result in
serious engine and regulator damage.
Gas must be filtered prior to entering the engine. Dirty

gas, or gas with a high water content, must first pass
through a scrubber/water separator filter. This, or any
other gas must then pass through the 98% efficient 5
micron filter included with the engine.
Gas pressure varies from location to location. A supply
pressure between 15 and 35 psi must utilize our 20 psi
fuel system. A supply pressure between 2 and 8 psi
must utilize our 4 psi fuel system. Gas pressure between 8 and 15 psi, or greater than 35 psi, must be regulated down to a pressure compatible with either
system.
GENERAL SYSTEM DESCRIPTION

ALTITUDE AND TEMPERATURE
The complete control system used for Natural Gas operation is comprised of the following major components
(See Figure 113-2, page 113-5, for details).
Mixer
NG Governor
(Optional)
The published power ratings are for standard atmospheric conditions. Deduct 1.5% for every 1000 feet
(305 m) of altitude above 600 feet (152 m). Deduct 1%
for every 10 F (5.6 C) above 77 F (25 C). The NG/
Air mixer automatically maintains a constant air-fuel ratio regardless of altitude and temperature. If mixer adjustment is needed to maintain power or control exhaust
temperature, consult the engine Operator's Manual.
Throttle Actuator
(Optional)
EXHAUST TEMPERATURE LIMITS
Speed Pick-up
NG Regulator
NG Shut-off Valve
MAJOR COMPONENTS
FUEL REQUIREMENTS
The correct fuel is important for engine performance
and system life. John Deere Natural Gas engines are
designed to operate on natural gas with a minimum octane rating of 118 with a minimum heat value of 905
BTU/ standard ft3 (33.72 J/L). Natural gas with a lower
octane rating (high propane or ethane content) will
cause the engine to knock. Spark timing must be retarded until knocking is no longer heard. Consult the engine
operators manual for adjustment procedure and additional specifications for recommended natural gas composition.
An exhaust temperature gauge and shut-off is required

for all applications. Exhaust temperature gets hotter as
the air-fuel ratio gets richer. At the proper air-fuel ratio,
exhaust temperature should be in the range of 850 F
(450 C) to 1050 F (565 C). Engine damage and combustion knock can occur at high exhaust temperatures.
If exhaust temperature exceeds 1100 F (580 C) the
engine should shut down automatically. If this happens,
adjust the NG/Air mixer to correct air-fuel ratio. Consult
the Operator's Manual for adjustment procedures.
113 - 1
July 1997
NATURAL GAS SYSTEM

COOLING SYSTEM REQUIREMENTS
CONTROL SYSTEM COMPONENTS
The turbocharger is equipped with a water cooled center

housing. The steel turbocharger coolant outlet line must
be connected to the radiator or heat exchanger expansion tank using a rubber line.
NG/ Air Mixer
Meters NG supply dependent on

engine air flow requirements.
Also creates turbulence to mix
the gas and air.
Natural Gas
Governor
The NG Governor operates

in an all-speed, isochronous
mode ,or with droop, sensing engine speed and controlling the
throttle position (via the actuator)
to maintain constant speed.
Actuator
The Actuator receives its signal

from the NG governor and controls the position of the throttle
plate to regulate the speed of the
engine.
Speed Pick-up
Senses engine speed and delivers the signal to the NG governor.
Natural Gas
Regulator
Regulates NG supply pressure

to keep a constant differential
gas pressure between the gas inlet to the mixer and the entering
air stream.
Natural Gas
Shut-off Valve
Controls NG supply On/ Off

to system
RUBBER LINE TO TOP

STEEL TURBO
OF EXPANSION TANK
COOLANT LINE
HEAT EXCHANGER
Figure 113-1, Turbo cooling
July 1997
113 - 2
NATURAL GAS SYSTEM

NATURAL GAS / AIR MIXER
IGNITION TIMING
The power valve on the mixer is preset at the factory to

provide the correct air-fuel ratio with typical natural gas.
Adjustment should not be required unless gas with an
unusually low energy content is used. An exhaust temperature gauge is required for mixer adjustment. If rated power cannot be developed, consult the engine
operators manual for adjustment procedure.
The ignition timing is preset at the factory and since

there are no moving parts, the timing will not change
with operating hours. Timing adjustment should not be
required unless knocking or detonation is heard from
the engine. Refer to the 6076AFN Technical Manual for
the correct timing procedure.
IGNITION SYSTEM
The ignition boxes have a built-in overspeed shutdown

that is adjustable. It is preset for 2000 rpm but can be
set at any speed between 1800 and 2500 rpm. Refer to
the 6076AFN Technical Manual for the proper setting
procedure.
The ignition system is an all electronic system with no

moving parts; no adjustments or maintenance is required. It is a digital system using a microprocessor to
control spark timing. The system also connects with an
intake manifold pressure (MAP) sensor and changes
the spark timing as manifold pressure and speed
changes. The ignition system gets a signal from the ignition sensor when a tooth of the timing wheel goes by.
This tooth signals the ignition system to fire. The system automatically counts the number of teeth that have
gone by for that engine cycle and it triggers the proper
cylinder to fire. Each cylinder has its own coil which ignites that cylinder. The benefits of this system are:
Maintenance free
Precise spark timing throughout the engines life
Optimum spark timing at every speed and load
No parts to wear out
High reliability
The system is a capacitive discharge system. It fires
only once per combustion cycle and offers high peak
voltage (up to 46 kilovolts) with long spark plug life. The
ignition system automatically adjusts timing for speed
and load conditions. In general, as speed increases,
the spark timing must advance since the piston is travelling faster and reaches the top quicker. In addition, at
any given speed, as the load is increased the timing
must be retarded slightly to avoid knocking and to provide the best efficiency. By controlling the timing with
the ignition system, the customer is assured that the engine is operating safely and efficiently at his desired
load and speed.
OVERSPEED
GOVERNOR SETTING
The engine, when equipped with electronic governor,
has the governor mounted to a bracket off of the flywheel housing. This bracket is also used to support the
standard John Deere OEM Instrument Panel. If desired,
the controller may be moved to another location within
the constraints of the wiring harness length.
The electronic governor is factory set to:
Gain
Droop
Integration
40
0
40
These values are for irrigation applications and should

not need changing. However, if poor response or surging is encountered, refer to the governor adjustment
procedure in the 6076AFN Technical Manual.
In new engines, the linkage cable may be sticky which
can lead to surging at idle. The gain can be reduced to
eliminate this. Once the linkage is broken in, the gain
should be returned to its original position.
Generator set applications will require different governor settings. Refer to the 6076AFN Technical Manual
and the Barber Colman Service Bulletin for governor
adjustment.
The electronic governor system uses shielded cable to
protect its operation against radio transmitters, EMI,
etc. Contact Barber-Colman for information about additional protective shielding and devices.
113 - 3
July 1997
NATURAL GAS SYSTEM

20 PSI SYSTEM DESCRIPTION
Intake air enters the turbocharger from the air filter and
is compressed as it goes through the turbocharger. The
compressed air then enters the fuel mixer. The fuel mixer meters in the correct amount of natural gas for the
amount of air flow. The fuel mixer also induces turbulence to mix the air and gas as it passes through. The
air/ fuel mixture is then cooled in the aftercooler, and
passes through the cylinder head and into the combustion chamber. The mixture is ignited by the spark plug
which is controlled by the ignition system and its corresponding coil. After expansion the gases exit to the exhaust manifold and into the turbocharger.
The amount of power that the engine produces is controlled by the amount of airflow; more air means more
fuel will be metered in and ,therefore, more power. To
control the airflow, a throttle is installed just before the
aftercooler inlet. This valve is controlled by the electronic

governor or by the push/ pull cable. At full load the throttle is essentially wide open while at low idle, it is nearly
fully closed. Controlling the throttle is also how engine
speed is controlled.
The natural gas regulator controls the natural gas pressure to the mixer so a near constant differential pressure
is maintained between the mixer supply pressure and turbo boost pressure. This pressure difference must be
positive for gas to flow into the engine. The balance line
relays the boost pressure back to the regulator. By using
this reference, the regulator will compensate for changes
in boost pressure when load on the engine changes. The
regulator maintains about 2 to 4 in.H2O positive differential during operation. The fuel inlet system also has a filter (5 micron) and an electric shut-off valve that stays
closed until ignition is turned on.
EXHAUST
TEMPERATURE
GAGE
OEM
ENGINE
MONITOR
PANEL
ENGINE
SPEED KNOB
WIRING
HARNESS
SIX
IGNITION
COILS
DISTRIBUTOR PROVIDED
OPTION
ELECTRONIC
GOVERNOR
SIX
SPARK
PLUGS
OPTION
IGNITION
BOX
AIR
CLEANER
IGNITION
SENSOR
NG SHUT-OFF
SOLENOID
THERMOCOUPLE
THROTTLE
NG/AIR
MIXER
REGULATOR
MAP
SENSOR
HEAT
EXCHANGER
PUMP
(200 HP ONLY)
AIR TEMP
SHUTDOWN
GAS
FILTER
20 PSI
GAS SUPPLY
BALANCE
TUBE
NG GOVERNOR
SPEED PICK-UP
ACTUATOR
LINKAGE
Figure 113-2, 20 PSI System

July 1997
113 - 4
NATURAL GAS SYSTEM

4 PSI SYSTEM DESCRIPTION
The 4 psi system varies slightly from the 20 psi system.
The mixer is located between the air filter and the turbocharger, therefore, instead of high boost pressure, the
mixer is now in a vacuum environment. The benefit is
that the gas supply pressure to the regulator can be

much lower, however, the system itself is larger. The
throttle is still located just before the aftercooler inlet
and the gas differential pressure to the mixer is still controlled to 2 to 4 in.H2O. Now as load increases, the vacuum increases.
EXHAUST
TEMPERATURE
GAGE
OEM
ENGINE
MONITOR
PANEL
ENGINE
SPEED KNOB
WIRING
HARNESS
SIX
IGNITION
COILS
OPTION
ELECTRONIC
GOVERNOR
SIX
SPARK
PLUGS
OPTION
IGNITION
BOX
AIR
CLEANER
IGNITION
SENSOR
NG/AIR
MIXER
THERMOCOUPLE
NG SHUT-OFF
SOLENOID
THROTTLE
REGULATOR
MAP
SENSOR
HEAT
EXCHANGER
PUMP
(200 HP ONLY)
AIR TEMP
SHUTDOWN
GAS
FILTER
4 PSI
GAS SUPPLY
BALANCE
TUBE
NG GOVERNOR
SPEED PICK-UP
ACTUATOR
LINKAGE
Figure 113-3, 4 PSI System
113 - 5
July 1997
NATURAL GAS SYSTEM

CHARGE AIR COOLING SYSTEM
Charge air cooling reduces the temperature of the turbocharged compressed air. This increases the air density
and allows more air to be delivered to the combustion
chamber, resulting in higher power output and better
fuel economy.
Charge air cooling of the 6076AFN is accomplished with
a water-to-air system. On the 150 hp (112 kW)
6076AFN the charge air cooler is the standard 6076AF
water-to-air heat exchanger in which the intake air flows
over a series of tubes through which engine coolant is
circulated. This provides the cooling for the intake air.
External heat exchanger coolant lines are plumbed to

an auxiliary pump mounted on the engine. The separate heat exchanger circuit is connected to the engine
by a fill line and connector. The connector has a small
orifice which allows air to escape. The separate circuit
will fill when the engine is filled with coolant.
Only one top tank or expansion tank is necessary since
this circuit is plumbed into the normal engine cooling circuit.
The external heat exchanger must meet the following
specifications to maintain acceptable engine air inlet
temperature and prevent knock.
Heat Exchanger Pressure Drop 15 psi (76 kPa) @
10 gpm (38 L/min)
EXTERNAL CHARGE AIR COOLING SYSTEM

A distributor or dealer installed external charge air cooling system is necessary to lower air temperatures required by the 200 hp (149 kW) 6076AFN to prevent
knock. The 200 hp (149 kW) engine is equipped with a
sensor switch which shuts the engine down if the intake
air temperature exceeds 149 F (65 C). Engine coolant
is circulated through the external ground water heat exchanger and returned to the engine aftercooler. Coolant
that flows through an external heat exchanger can be
significantly cooler than coolant that flows directly from
the engine to the engine aftercooler.
Flow = 10 gpm (38 L/min) @ 1800 engine rpm

Heat Rejection = 1095 BTU/min (19 kW) @ 1800
rated speed and load
Required effectiveness varies with ground water
temperature.
OUTLET FITTING
WITH ORIFICE VENT BETWEEN
AFTERCOOLER OUTLET AND
THERMOSTAT HOUSINGINSTALL ADAPTER,
3/4" - 14NPSF TO 1" (MIN) HOSE
INTERCOOLER PUMP
INTERCOOLER
HIGH INTAKE AIR

TEMPERATURE SWITCH
FILL PORT CONNECTED
TO ENGINE INTERCOOLER
SUPPLY PORT AT FACTORY
PUMP INLET
BARBED FITTING
FOR 1 1/4" ID HOSE
INSTALLATION NOTE:
INTERCOOLER HEAT EXCHANGER TO BE
CONNECTED TO HOSE CONNECTIONS
AT PUMP INLET AND INTERCOOLER
OUTLET AT THE IRRIGATION SITE
INTERCOOLER
HEAT EXCHANGER
(TO BE SUPPLIED BY CUSTOMER)
WELL WATER
NORMAL SURGE/EXPANSION TANK TO BE USED IN THE COOLING SYSTEM
Figure 113-4, Charge Air Cooling System
July 1997
113 - 6
NATURAL GAS SYSTEM

PROPANE (LPG)
APPLICATION GUIDELINES
LPG SYSTEM DESCRIPTION
OPERATION OF THE 6076AFN30 NATURAL GAS

ENGINE ON PROPANE (LPG) FUEL IS ALLOWED
FOR EMERGENCY USE ONLY. CONTINUOUS OPERATION ON LPG IS NOT ALLOWED!
THE MAXIMUM ALLOWABLE DURATION OF CONTINUOUS LPG OPERATION IS ONE WEEK (170
HRS.) PER OCCURRENCE.
THE FOLLOWING
GUIDELINES MUST BE USED FOR PROPER OPERATION .
HARDWARE
Parts and equipment required for temporary LPG operation include:
LPG converter
In-line LPG fuel filter
Shut-off solenoid
Hoses and fittings
Each county has their own requirements and they
must be contacted in advance before any LPG
changes are started.
Equipment must be sized properly to ensure that adequate power can be obtained on LPG. The following
LPG hardware will properly operate all models of the
engine, but John Deere does not accept responsibility
for the quality, reliability or spare parts availability of
these components:
Impco LPG converters Model L or Model E Model

numbers LB or EB (LB-2 or EB-2 for silicone diaphragms)
Impco in-line LPG Load Adjustment valve model

AB1-16 (1" NPT) or AB1-32 (1.25" NPT)
Beam FL-418 Fuel Filter with integral solenoid

(12V) or GANN Products Co. G-418 or 5000-12
filter/shut-off valve (If 24 volt version is required,
contact GANN or your local LPG parts distributor).
GANN Products Co. vapor hose (gas supply

hose) VH-100 (1" I.D.) and VH-114 (1.25" I.D.).
LPG hardware must be plumbed in parallel with natural

gas equipment already on the engine. Many counties
require a 3-way (NG, OFF, LPG) manual fuel select
valve where the natural gas and LPG fuel supplies connect to the mixer inlet.
The LPG converter has 3/8" pipe fittings for coolant connections that must be plumbed to the engine coolant circuit. The coolant circulation through the LPG converter
vaporizes the LPG fuel as it too passes through the converter. Connect 1/2" heater hose or larger to the LPG
converter fittings and to the engine at points A & B illustrated in Figure 113-5.
The LPG converter can be mounted on the side of the
flywheel housing. A balance line must be connected
from the LPG converter to the natural gas regulator
balance tee. The balance port on the LPG converter is
located under the vent screen. Remove the screen to
find the threaded 1/8" pipe thread. On 4 psi 6076AFN30
models the balance line is always under a vacuum
equivalent to the air filter restriction while on the 20 psi
models the balance line will have vacuum at light load
and up to 15 psi gage pressure at full load. LPG is not
carried through the balance hose. The Parker PushLok Series of hose materials are recommended for the
balance hose.
The LPG fuel filter/shut-off valve assembly must be
plumbed so it is prior to the inlet of the LPG converter.
The assembly must be properly grounded and must
have a 12 V(dc) signal which comes from the safety
side of the instrument panel shut-down relay. This will
shut off the LPG fuel supply anytime a fault occurs and
when the engine is shut off. High pressure hose with
flare fittings must be used on all fuel lines prior to the
LPG converter. The typical working pressure for LPG
supply lines ahead of the LPG converter is above 200
psi gage.
The in-line LPG load adjustment valve must be plumbed
between the outlet of the LPG converter and the manual
fuel select valve or tee at the LPG/natural gas connection. The in-line LPG load adjustment valve allows the
customer to set the proper air/fuel ratio on LPG independently of the natural gas load adjustment setting at
the mixer. The GANN vapor hose is used to incorporate
the LPG load adjustment valve and connect the outlet of
the LPG converter to the manual fuel select valve inlet.
113 - 7
July 1997
NATURAL GAS SYSTEM

OPERATION
Emergency Use
Propane fuel (LPG) has a lower octane rating than natural gas resulting in an increased tendency to detonate
(knock). The 6076AFN ignition timing must be retarded
to eliminate detonation. The proper amount is 13-14 degrees retarded from the engines present 1800 rpm timing as measured in operation (or at fast idle).
If the natural gas supply is interrupted the engine will

shut-down due to lack of fuel. Before starting and operating the engine on LPG the ignition timing must first be
turned to the LPG position previously marked. The remainder of the changeover is the same as in the set-up
procedure.
The engine must be set-up to operate on LPG while natural gas is available. Then when the natural gas supply
is interrupted the engine can be manually changed over
to LPG settings before LPG operation is initiated.
Set-up
The retarded timing must be set and marked on natural
gas before LPG is operated. Use a timing light to measure the timing at 1800 rpm with the engine at normal
operating load and with the MAP sensor plugged in.
Record the timing and exhaust temperature once the
engine is stabilized and mark the location of the arrow in
reference to the dial. Now retard the timing 13-14 degrees via the timing adjustment potentiometer (turn
clockwise) in the ignition control box (see operators
manual). Mark on the dial face the location of the arrow.
The two marks will now be the ignition timing location for
LPG and natural gas operation.
Impco Technologies, Inc.

16804 Gridley Place
Cerritos, CA 90701-1792
Phone: 310/860-6666
GANN Products Co. Inc.

9540 Stewart & Gray Rd.
Downey, CA 90241
Phone: 310/862-2337
Shut down the engine and turn off the natural gas supply, move the 3-way valve to the propane position (if
equipped), and turn on the LPG fuel supply. Check for
leaks. Start the engine on propane and bring the engine
to normal operating speed and load. Adjust the in-line
load adjustment valve as lean as possible, but do not
adjust the load adjustment valve on the mixer. Note the
exhaust temperature. It should be a maximum of 100 F
(38 C) hotter than on natural gas operation and no
higher than 1200 F (649 C). In some cases the exhaust temperature safety shut-down will need to be temporarily disconnected.
To return to natural gas, reverse the procedure ensuring
that the timing is reset to the advanced position while
operating natural gas. Also be sure that the exhaust
temperature shut-down is re-connected if it had been
disconnected for LPG operation.
July 1997
113 - 8
NATURAL GAS SYSTEM
EXHAUST
PYROMETER
OEM
ENGINE
MONITOR
PANEL
ENGINE
SPEED KNOB
WIRING
HARNESS
OPTION
SIX
IGNITION
COILS
ELECTRONIC
GOVERNOR
SIX
SPARK
PLUGS
OPTION
IGNITION
BOX
NG SHUT-OFF
SOLENOID
AIR
CLEANER
REGULATOR
IGNITION
SENSOR
20 PSI
GAS SUPPLY
GAS
FILTER
3-WAY
MANUAL VALVE
THERMOCOUPLE
THROTTLE
NG/AIR
MIXER
MAP
SENSOR
HEAT
EXCHANGER
PUMP
(200 HP ONLY)
BALANCE
TUBE
AIR TEMP
SHUTDOWN
LPG LOAD
ADJUST VALVE
NG GOVERNOR
SPEED PICK-UP
ACTUATOR
LINKAGE
LPG FILTER
& SOLENOID
COOLANT FROM ENGINE
HIGH PRESSURE
LPG SUPPLY
COOLANT TO ENGINE
LPG CONVERTER
MANUAL
SHUTOFF
VALVE
Figure 113-5, Natural Gas / LPG Parallel System
113 - 9
July 1997
JOHN DEERE INDUSTRIAL ENGINE

APPLICATION REVIEW FORM SUPPLEMENT FOR NATURAL GAS ENGINES
Separate Circuit Aftercooler (200 hp engine only)
The 200 Hp 6076 Natural Gas engine is equipped with a separate circuit aftercooler. A separate heat exchanger
needs to be added by the end user to provide cooling for the aftercooler circuit. The following data is required to
confirm that the heat exchanger meets engine performance requirements. For each Application Review, attach a
completed copy of this page to the Review Form.
Separate Circuit Heat Exchanger Description
Manufacturer: ____________________________ Model: __________________________Comments: ______________________________
Separate Circuit Heat Exchanger Coolant Pressure Drop

Coolant pressure drop (Delta-P) in the heat exchanger must be within prescribed limits for the system to perform
properly. Drill and tap a 1/8 NPT hole in the flat outside surface of the separate circuit coolant outlet connector. This
connector is located on the left side of the thermostat housing and connected to the aftercooler with a hose. Measure coolant outlet pressure (PO ) at this point. Also drill and tap a 1/8 NPT hole in the flat surface of the separate
circuit water pump inlet fitting, located on the rear of the pump. Measure coolant inlet pressure (PI ) at this point.
Use a gauge with at least 30 PSI (207 kPa) maximum capacity. Record PO , PI and engine RPM below.
Calculate Delta-P as shown.
Engine RPM ______________________
PO _____________ - PI _____________ = ____________________ (Delta-P)
The table below lists maximum allowable Delta-P for typical operating speeds.
Maximum Allowable Delta-P (PSI)
15
10
Maximum Allowable Delta-P (kPa)
103
69
48
1800
1500
1200
Engine Operating Speed
(RPM)
Separate Circuit Heat Exchanger Effectiveness

Heat exchanger effectiveness is a measure of heat exchanger performance. To determine effectiveness of the user
installed separate circuit heat exchanger, measure water inlet temperature (TI ) and outlet temperature (TO ) with
the engine operating at the maximum application load. These measurements can be taken at the same points as
the pressure measurements (above), or at any point in the coolant supply and return lines to the heat exchanger.
Ground water temperature (TG ) must also be measured. Record temperatures below and calculate effectiveness
as shown:
TO ___________ - TI _____________
__________________________________
TO ___________ - TG _____________
X 100 = _____________% (Effectiveness)
On the chart below, circle the maximum allowable ground water temperature as a function of effectiveness. If these
ground water temperatures are exceeded, the intake charge may overheat causing the automatic controls to shut
down the engine.
MAXIMUM ALLOWABLE GROUND WATER TEMPERATURE
Deg. F
49
59
66
71
75
78
80
83
86
88
90
92
Deg. C
10
15
19
22
24
25
27
28
30
31
32
33
25%
30%
35%
40%
45%
50%
55%
60%
70%
80%
90%
100%
HEAT EXCHANGER EFFECTIVENESS
July 1997
113 - 10
SECTION CONTENTS
Electrical System
Contents/Notes
Page
Electrical System.............................................................................................................................................. 1
System Voltage ................................................................................................................................................ 1
Starter Selection............................................................................................................................................... 1
Battery Selection .............................................................................................................................................. 3
Battery Cables.................................................................................................................................................. 4
Starter Switch / Relay....................................................................................................................................... 4
Alternator Selection .......................................................................................................................................... 7
Wire Selection .................................................................................................................................................. 8
Instrument Panels with Automatic Shutdown System ...................................................................................... 8
Wiring Schematics............................................................................................................................................ 9
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DSEG01120
September 1996
ELECTRICAL SYSTEM
ELECTRICAL SYSTEM
The primary purpose of the electrical system is to provide the power required for starting and to run accessories
such as lights and instrumentation. Providing starter power under the worst operating conditions is usually the main
consideration in basic system design. Alternator size and design is usually dictated by accessory loads and operating conditions such as vibration, dust, etc.
SYSTEM VOLTAGE
Most electrical systems used on diesel-powered equipment are 12 or 24 volt, negative ground. Twelve volt systems
are the most common, and therefore the least expensive, but 24 volt systems can transmit more power and are more
efficient. For low ambient temperatures or high parasitic loads a 24 volt system should be considered. Where cost
is more of a concern and parasitic loads are low, a 12 volt system may be preferred.
STARTER SELECTION
Ambient temperature, parasitic loads, and required cranking speed are the factors to consider in selecting a starter.
Heavy-duty 12-volt and 24-volt starter options are available for most John Deere engines. Minimum cranking speed
requirements are shown on the chart below.
Record cranking RPM with engine fuel delivery in the OFF position during a 15-second no-start cranking cycle.
Minimum Cranking Speed (RPM)
220
200
180
160
140
120
100
80
-40o F
-40o C
-20o F
-29o C
0oF
-18o C
20 o F
-7 o C
40o F
4o C
60 F
16o C
80 o F
27o C
100 o F
38o C
o
120 F
49o C
Ambient Temperature
Figure 120-1, Required Cranking Speed vs. Ambient Temperature
120 - 1
September 1996
ELECTRICAL SYSTEM
STARTER SELECTION
Using the correct grade of oil (per Operators Manual)
is critical to achieving adequate cold weather cranking
speed.
After the engine fires, it must be running at normal operating speeds (800 rpm minimum) within 30 seconds,
under the worst expected ambient conditions. If the engine starts but does not accelerate to normal speeds, a
load disconnect may be needed. This is common on applications that start under load, such as air compressors.
Standard John Deere starters should provide adequate
cranking speeds for typical industrial applications with
minimum parasitic loads. Under the following conditions, more powerful starters and/or higher cranking
speeds may be needed:
1. High parasitic loads, due to hydraulic pumps, air
compressors, etc., that are not completely disconnected from the engine during cranking, may require more powerful starters or a parasitic load
disconnect to achieve the recommended cranking
speeds.
2. Unusually hot diesel fuel within the fuel injection
pump may require higher cranking speeds than listed. This is typical in equipment that operates in an
unusually high temperature environment and are
subject to hot soak when the engine is stopped,
such as asphalt pavers.
3. Jet fuels and other less viscous fuels, or fuels with
poor ignition quality (cetane rating), may require
higher cranking speeds to achieve hot or cold
starts.
OEM's with applications that fall in one or more of the
three conditions outlined above should perform hot
soak and cold start performance tests to confirm engine
starting meets their goals and customer expectations
for their operating conditions.
September 1996
120 - 2
ELECTRICAL SYSTEM
BATTERY SELECTION
Battery selection depends on many factors, including ambient temperature, parasitic loads, and starter current draw.
The following chart represents minimum battery recommendations for North America and Europe, with parasitic
loads disconnected. Heavy parasitic loads may require considerably higher capacity.
VOLTS
SAE J537/
J930 BATTERY
NUMBER
RECOMMENDED
JOHN DEERE
PART NUMBER
SAE J537 30 s
COLD CRANKING
AMPS AT
0 F (-18 C)
SAE J537
RESERVE
CAPACITY
(MINUTES)
All 3 & 4
cylinder with
standard
starter
12 v
4D - 640
4D-ORM-750
TY21754
640 A
MINIMUM
285
MINIMUM
All 4 & 6
cylinder with
heavy duty
starter
12 v
4D-800
8D-900*
8D-ORM-850
TY21754
TY21748*
800 A
MINIMUM
350
MINIMUM
ALL
24 v
Two 4D-640 in
series
Two TY21754 in
series
570 A
MINIMUM
275
MINIMUM
ENGINES
* Preferred for Series 500 engines

Figure 120-2, Minimum battery recommendations
Battery Locations
During normal operation batteries can give off gases through battery vents. Batteries should be located in a wellventilated area.
Series or Parallel Battery Connections

For increased capacity, multiple batteries can be wired in series or parallel as shown in figure 120-3. Voltage and
amperage are effected as shown. More than two batteries can be connected if required.
SERIES
AMPS = Same as single battery
VOLTS = 2 x single battery
PARALLEL
VOLTS = Same as single battery
AMPS = 2 x single battery
Figure 120-3, Multiple battery connections
120 - 3
January 1997
ELECTRICAL SYSTEM
BATTERY CABLES
Battery cables must be sized to limit voltage drop, so that the difference between starter voltage and battery voltage
during cranking is no more than 0.8 volts for 12 volt systems. Most John Deere starters are grounded internally to
the engine. If possible, the battery ground cable should be attached to the engine at the starter mounting flange using one of the starter attaching bolts. If the engine is rubber-mounted, the battery ground must be attached to the
engine or a cable of equal size must ground the engine to the frame. Recommended minimum cable size, based on
starter current draw and maximum length (combined, for all positive and negative cables), are as shown below:
RECOMMENDED CABLE SIZE
MAX.COMBINED
LENGTH
12 VOLT
24 VOLT
3 & 4 cylinder
standard starter
100 (2.54 m)
200 (5.08 m)
#0
#00
#4
#2
All 4 & 6 cylinder

with heavy duty
(3-bolt) starter
100 (2.54 m)
200 (5.08 m)
#00
2 #00 in parallel
#2
#0
ENGINE
Figure 120-4, Minimum starter cable gauge

All John Deere engine's electrical components are grounded to the block. Some applications require isolated
grounds. In these applications the engine block is not used as the common ground. Electrical components having
separate isolated ground leads/cables, available from non-Deere sources, are grounded to the battery.
STARTER SWITCH / RELAY

Diesel engine starters are equipped with a built-in solenoid that engages the pinion gear and makes the main connection to the battery. The current required to operate the solenoid is approximately as shown in Figure 120-5 for
typical John Deere 12 volt starters. Twenty-four volt starters are similar.
MAX.PULL-IN
CURRENT
MAX. HOLD
CURRENT
Gear Reduction Starters
80 amps
20 amps
Direct Drive Starters
170 amps
40 amps
ENGINE
Figure 120-5, Starter solenoid current

The wiring, switches, etc. in the starter solenoid circuit must be designed to handle this current.
In most cases, this exceeds the rating of an ordinary ignition key switch. For this reason a separate starter relay is
recommended. The relay should be located as close as possible to the starter to minimize the length of the connecting wires. Some heavy duty ignition switches are available which can handle the starter solenoid current draw
without a relay when used in series with a special high-capacity push-button starter switch. When designing this
type of system, consult your starter manufacturer.
November 1997
120 - 4
ELECTRICAL SYSTEM
Typical starter circuits are shown in Figure 120-6. Resistance of the starter circuit has a large effect on the performance of the starter. During cranking, voltage drop between the points shown in Figure 120-6 should not exceed
the values indicated. Figure 120-6 also shows a starter ground cable. Most John Deere starters do not have an
external ground cable. They are internally grounded to the engine. Voltage F for these starters should be measured at the head of one of the bolts that attaches the starter to the engine.
RELAY INSTALLATION
PUSH BUTTON INSTALLATION
B STARTER
G
C
A
+
B STARTER
G
C
A
+
ALT
ALT
E
KEY
PUSHBUTTON
D RELAY
TEST POINTS
MAXIMUM VOLTS WHILE CRANKING

12 VOLT SYSTEM
A-F
B-C
C-D
B-E
KEY
0.2 volts
0.2 volts
1.0 volts
0.2 volts
24 VOLT SYSTEM
0.4 volts
0.4 volts
1.0 volts
0.4 volts
MAXIMUM DIFFERENCE BETWEEN STARTER VOLTAGE AND BATTERY VOLTAGE

DURING CRANKING, (B-A)-(C-F):
12 volt system ....................... 0.8 volts
24 volt system...................... 1.6 volt
MAXIMUM VOLTAGE DROP BETWEEN ALTERNATOR OUTPUT AND POSITIVE

BATTERY TERMINAL DURING CHARGING, (G-B):
12 volt system....................... 0.5 volts
24 volt system ......................1.0 volt
Figure 120-6, Circuit resistance
120 - 5
September 1996
ELECTRICAL SYSTEM
DUAL BATTERY INSTALLATION FOR SPARK IGNITION ENGINES
During a normal cranking cycle, battery voltage can pull down to as low as 5.3 volts. Some spark ignition systems
require more than 5.3 volts to operate, which can prevent a successful start at low cranking speeds.
Under those conditions, a dual battery system can help assure that adequate battery voltage is available to the ignition system. The following illustration shows how such a system should be wired. Since both batteries will be
charged by the same alternator, a manual disconnect switch or normally closed relay must be installed that breaks
one of the charging circuits when the start switch is activated, leaving the second battery connected only to the ignition system. An ordinary starter relay cannot be used, since it would be normally open. The normally closed relay
should have adequate capacity for full alternator output when closed, but make and break current should be negligible.
MAIN
(STARTING)
BATTERY
8 AGW WIRE
OR LARGER
DELCO
ALTERNATOR
STARTER
1 2
MANUAL DISCONNECT
OR
NORMALLY CLOSED RELAY
TO OPEN CIRCUIT
DURING CRANKING
STARTER
RELAY
TWO POLE
IGNITION
SWITCH
IGNITION
BATTERY
IGNITION &
ACCESSORIES
Figure 120-7, Dual Battery Installation
September 1996
120 - 6
ELECTRICAL SYSTEM
ALTERNATOR SELECTION
STARTER
John Deere engines are available with alternators built by

various suppliers. The alternator should be selected to
provide at least 25% more amperage than the total accessory load (from lights, instrumentation, electric fuel injection pump shutoff, etc.).
ALT #1
IND.
ALT #2
IND.
Some applications may require more amperage than the

available John Deere alternators can provide. In this
case, two alternators can be used, or the distributor or
OEM may choose to install an alternator from another
source.
Figure 120-8, Dual alternator installation
KEY
Total accessory load
Alternator wiring
John Deere industrial engines with rotary fuel injection

pumps are equipped with built-in electric shutoffs that are
energized to run and spring-loaded to stop. They are always in operation when the engine is running. The built-in
electric shutoffs draw 1.5 to 2 hold-in amps during operation. The add-on electric shutoffs used on most in-line injection pumps should draw 3 to 5 hold-in amps.
When an electric shutoff is used (energized to run), the

alternator excitation circuit must be isolated from the
shutoff circuit, or the engine may keep running when the
key switch is turned off. This can be accomplished with
a two-pole ignition switch, or by using a diode in the excitation circuit when a single-pole switch is used.
To measure other accessory loads, the battery should be

fully charged. Connect an ammeter of adequate size between the negative battery terminal and the ground cable.
With the ignition on, and the electric shutoff disconnected,
connect each accessory, one at a time, while recording
the current required for each. The sum of these loads and
the electric shutoff load is the total accessory load.
Dual alternators
If two alternators are used, maximum output will be the total of both ratings. The second alternator can be driven off
of the crankshaft with an auxiliary pulley. The OEM or engine distributor will have to fabricate mounts. Both outputs
should be connected to the battery terminal on the starter.
They do not have to be the same amp rating, or be driven
at the same speed. Separate indicator lamps for each alternator are recommended. See figure 120-11 for indicator lamp wiring details.
John Deere industrial alternators are prewired for use

with a two-pole ignition switch and an energized-to run
electric shutoff. They include a voltage sensing wire
between the regulator and alternator output if needed.
No diode is included with the alternator.
The charging wire from the alternator to the battery terminal on the starter should be sized to handle the total
rated output of the alternator. Voltage drop in this wire
at rated output should not exceed 1/2 volt for 12 volt
systems, or 1 volt for 24 volt systems.
Some alternators require a resistor in the excitation wire
to protect the alternator when a diode is not used. If required, the resistor will be included with the factory alternator option. The resistor can also be used to operate
an indicator light as shown in Figure 120-11. If a diode
is used, the resistor should not be used. Figure 120-10
illustrates wiring with a diode and a single-pole switch.
Figure 120-11 illustrates wiring with the factory installed
resistor, a two-pole switch, and an indicator lamp.
120 - 7
September 1996
ELECTRICAL SYSTEM
AC (alternator drive) tap
APPROXIMATE RESISTANCE FOR ONE

WIRE, INCLUDING CONNECTIONS
John Deere alternators come equipped with an AC tap

which can be used to drive a tachometer. The frequency
of this signal depends on the number of poles in the alternator and the drive ratio. On Delco alternators the AC
tap is a 3 mm unthreaded pin. To connect to the 3 mm
pin on Delco alternators, a 16 ft (4.9 m) prewired lead is
available from Delco (Delco part number 1969007), or
you can make up your own lead with a #12004930 connector and #08911073 terminal, available from Packard
Electric. The location of the terminal and number of
poles can be found on the alternator option sketch. To
determine signal frequency use the following formula:
ALTERNATOR RPM
60
NUMBER OF POLES
= SIGNAL FREQUENCY (Hz)
2
Load dumping
Disconnecting the batteries (or using switches that disconnect the batteries) when the engine is operating can
damage electrical components. This practice should be
avoided.
WIRE SELECTION
Wire Gauge
OHMS/FT
OHMS/METER
0.0003
0.0010
0.0004
0.0013
0.0007
0.0023
0.0011
0.0036
10
0.0019
0.0062
12
0.0030
0.0098
14
0.0051
0.0167
Figure 120-9, Approximate resistance for one wire

with connection
To estimate voltage drop in a wire, first determine the resistance in Ohms from Figure 120-9.
For a 4-gauge wire that is 10 ft (3 meters) long, resistance would equal:
0.0004 X 10 ft (0.0167 X 3 m) = 0.004 Ohms
Correct wire selection depends on structural considerations and current draw of your specific components. In
general, SAE J1128 type SXL wire is recommended.
The maximum current in each wire must not exceed the
wire manufacturers recommendation. Voltage drop in
each wire should be within recommended limits for each
circuit. To estimate wire resistance with connectors,
use the following table:
To estimate voltage drop, multiply resistance in OHMs

times current in amps. If the 4-gauge wire above is used
for the charging wire from a 78 amp alternator, voltage
drop during charging would be:
78 amps X 0.004 Ohms = 0.312 volts
INSTRUMENT PANELS WITH AUTOMATIC

SHUTDOWN SYSTEMS
John Deere offers complete industrial instrument panel
kits with wiring harness, starter relay, and an automatic
shutdown system which shuts off the engine if oil pressure is too low or coolant temperature is too high. For
specifications and wiring for this type of system, consult
the engine operators manual or Engine Accessories
Component Technical Manual (CTM-11).
September 1996
120 - 8
ELECTRICAL SYSTEM
WIRING SCHEMATICS
Figures 120-10 and 120-11 show general wiring schematics for reference when applying single-pole or two-pole ignition switches. These are simplified schematics only. Additional ground wires may be required for some components. Drawings of specific components, such as starters, must be consulted when designing your wiring harness.
The third injection pump shutoff wire which attaches to the starter motor terminal is only required on 3-wire external
shutoff solenoids used with in-line pumps
AMMETER
(OPTIONAL)
BATTERY
STARTER
ALTERNATOR
12
STARTER
MOTOR
TERMINAL
STARTER
RELAY
IN 4719
DIODE OR
EQUIVALENT
ACCESSORY LOAD
INJ. PUMP
SHUTOFF
SINGLE POLE
IGNITION
SWITCH
Figure 120-10, Single-pole switch
AMMETER
(OPTIONAL)
BATTERY
STARTER
ALTERNATOR
12
STARTER
MOTOR
TERMINAL
IND.
LAMP
(OPT.)
50
OHM
STARTER
RELAY
ACCESSORY LOAD
INJ. PUMP
SHUTOFF
TWO POLE
IGNITION
SWITCH
HOUR METER
(OPTIONAL)
Figure 120-11, Two-pole switch
120 - 9
September 1996
ELECTRICAL SYSTEM
MARINE ENGINE WIRING
FUEL SOLENOIDS
All John Deere marine engines have similar design criteria for electrics similiar to the industrial engines as
previously covered. Marine electrical systems do have
some unique requirements and characteristics. Government regulations that apply to your vessel should be
reviewed to ensure compliance.
John Deere marine engines have two types of fuel shutoff solenoids. Marine gen-set engines have energizeto-run fuel solenoids like those used with industrial gensets. Reference Figure 120-10 for a general wiring
schematic for gen-set engines with energize-to-run fuel
shutoff solenoids.
Figures 120-12, 120-13 and 120-14 show typical methods of wiring marine engines. The accessory load in
marine applications can be substantial. The electrical
load needs to be determined and wire size selected as
discussed on Page 120-10. A relay for the accessory
load may be required if this load exceeds the key switch
load rating.
All wiring for the engine should be routed and secured
to keep wires out of the bilge. Grounding for the engine
is usually the same as the vessel's electrical system and
bonding system. The engine block must be grounded
separately to the vessel bonding strip (connected to
zinc anodes on the outside of the hull) for isolated electrics.
Specifications and wiring for marine engine control panels are contained in the engine operators manual or
Engine Accessories Component Technical Manual
(CTM-11).
MARINE ALTERNATORS
Alternators on marine engines will not come with an input resistor or diode. In Figures 120-12 to 120-14 the
number (1) identifies the field excitation terminal. A diode is preferred in the field excitation lead to ensure the
accessories shut off with the key switch. The field power should run through the key switch.
In Figures 120-12 to 120-14 terminal (2) identifies the
voltage regulator terminal. It is usually connected to the
battery to sense battery voltage. When wired as shown
in Figure 120-12 to 120-14 a small spark may occur
when disconnecting the battery cables. Terminal (2)
can be connected to terminal (1) to prevent the spark.
ISOLATED GROUNDS
Some applications require isolated grounds on all the
electrical components. Ground leads from each electrical component in these applications are usually routed
to the starter isolated ground which is connected to the
battery ground post.
START / STOP BUTTONS

Marine engines typically use momentary push buttons
to start and stop the engine. Energize-to-stop fuel solenoids should only be wired through momentary push
button switches to avoid wasting power and/or overheating coils.
September 1996
John Deere marine propulsion and auxiliary drive engines have an energize-to-stop fuel solenoid. If the engine's electrical power supply is interrupted, the engine
will continue to run, even when instrumentation and
alarms may not function. This avoids an unexpected
engine shutdown. When there is an electrical power
failure, engines with energize-to-stop fuel solenoids
must be shut off manually.
Series 300
All Series 300 marine engines have the fuel shutoff solenoid built into the fuel pump and require only a few
amps to pull-in and hold the solenoid coil.
No mechanical means is available to shut off some Series 300 energize-to-stop engines at the fuel pump.
When this is the case, an air shutoff valve can be installed for emergency shut down of propulsion/auxiliary
engines. This can cause damage to the engine and
should only be used in emergency situations. If an air
shut-off cannot be installed, a fuel shut-off valve installed in the fuel injection pump return line port can be
used for emergency shutoffs.
Series 400
The Series 400 engine uses an external solenoid. The
BLACK wire is a common ground. The WHITE wire is
the pull-in coil positive lead which draws 55 amps to engage the solenoid. These wires must be sized accordingly. A relay isolates the high current pull-in circuit
from the other engine wiring.
The hold in coil (RED wire) is provided only on gen-sets
and draws 2 amps. A relay is not required and the solenoid can be wired to the key switch as shown in Figure
120-14.
FUEL/WATER SEPARATOR
Marine engines are equipped with a fuel/water separator with a water sensor in the bowl. The sensor should
be connected to an alarm that warns the operator of water in the fuel. The fuel sensor checks for continuity of
the fluid at it's tip. Diesel fuel will act as an open lead
while water will provide a high resistance connection.
The resistance is high enough that a relay circuit is required to drive the alarm indicating water is present.
120 - 10
ELECTRICAL SYSTEM
Alternator
Starter
Fuse or
Circuit
Breaker
12
Starter
Relay
Start
Fuel
Shutoff
Solenoid
Diode
Battery
Stop
Accessory Load
Single Pole Key Switch
Figure 120-12: Series 300, Energize-To-Stop
Starter
Alternator
Fuel Shutoff Solenoid
Starter
Relay
Stop
Relay
12
Fuse or
Circuit
Breaker
Diode
Accessory
Load
Battery
Start
Stop
Single Pole Key Switch
Figure 120-13: Series 400, Energize-To-Stop
Alternator
Starter
12
Starter
Relay
Fuse or
Circuit
Breaker
Fuel Shutoff
Solenoid
Diode
Start
Battery
Accessory Load
Single Pole
Key Switch
Figure 120-14: Series 400, Energize-To-Run
120 - 11
September 1996
SECTION CONTENTS
Electronic Engine Controls - BOSCH
Contents/Notes
Page
Introduction............................................................................................................................................................ 1
Electronic Control Application Features ................................................................................................................ 2
Programmability ................................................................................................................................................................. 2
Torque Curve...................................................................................................................................................................... 2
Governing........................................................................................................................................................................... 2
Starting Control .................................................................................................................................................................. 2
Throttle Options.................................................................................................................................................................. 2
Fuel Flow / Throttle Output................................................................................................................................................. 3
Fuel Temperature Compensation ....................................................................................................................................... 3
Self-diagnostic and Back-up Features ............................................................................................................................... 3
Buffered Tach Drive ............................................................................................................................................................ 3
Diagnostic Features .............................................................................................................................................. 3

Fault Lamp.......................................................................................................................................................................... 3
Codes Output Signal .......................................................................................................................................................... 4
Fuel Flow / Throttle Output Signal ...................................................................................................................................... 5
Electronic Governor Tester ................................................................................................................................................. 7
Controller Environmental Restrictions ................................................................................................................... 8

Mounting Requirements ........................................................................................................................................ 8
Supply Voltage Requirements ............................................................................................................................... 8
Minimum User Application Input............................................................................................................................ 8
Wiring Harnesses .................................................................................................................................................. 9
Engine Harness.................................................................................................................................................................. 9
Application Harness ........................................................................................................................................................... 9
Installation of Application Wiring Harness ........................................................................................................................ 10
Analog Throttle Adjustment Procedure.................................................................................................................11

Installation Checkout ........................................................................................................................................... 12
Application Feature Wiring .................................................................................................................................. 17
Torque Curve Wiring......................................................................................................................................................... 17
Governing Control Wiring ................................................................................................................................................. 18
Starting Control Wiring ..................................................................................................................................................... 19
PWM Throttle Output Signal Specifications ..................................................................................................................... 21
Auxiliary Speed (Tach) Output Signal Specifications ....................................................................................................... 22
Definition of Terms............................................................................................................................................... 23
Metric Wire Size Conversion ............................................................................................................................... 23
DSEG01122
July 1997
ELECTRONIC ENGINE CONTROLS

INTRODUCTION
The fuel injection pump actuator assembly and fuel

inlet assembly consists of the following:
The electronically controlled in-line fuel injection

system utilizes the same hydraulic pumping mechanism used in current mechanically governed in-line
fuel injection pumps. The mechanical governor mechanism is replaced with an actuator which includes a
solenoid to move the control rack, a rack position sensor, a speed sensor and a toothed speed wheel. The
throttle lever mechanism used on mechanical pumps
is removed and its function is implemented by a throttle position sensor input to the Engine Control Unit
(engine controller or ECU).
The engine controller manages fuel delivery as a function of engine speed and percent throttle. It also controls the fuel limits for torque curves and the governing
for speed regulation. Aneroids are eliminated since,
for most applications, the ECU can control fuel delivery to limit smoke without using additional sensors.
Actuator Assembly
- Rack Actuator Solenoid
- Rack Position Sensor
- Engine Speed Sensor
- Housing
Injection Pump Fuel Inlet Assembly

- Fuel Shutoff Valve
- Fuel Temperature Sensor
- Housing
The electronically controlled fuel injection system

requires a minimum of the following from application
supplied sources to function:
The basic electronically controlled fuel injection

system is illustrated in Figure 122-1.
Start signal input

Throttle signal input
Fault lamp output
12V input
Power ground input
Start/run input
F
E
G
D
B
J
A.
B.
C.
D.
E.
Fuel Injection Pump

Actuator Assembly
Fuel Inlet Assembly
Engine Wiring Harness
Application Wiring Harness
Figure 122-1,
F.
G.
H.
J.
Engine Control Unit (ECU)

Transient Voltage Protection (TVP) Module
Application Inputs and Outputs
Diagnostic and Service Connectors
Robert Bosch electronic fuel injection system components and wiring
122 - 1
July 1997

ELECTRONIC CONTROL APPLICATION
FEATURES
STARTING CONTROL
PROGRAMMABILITY
The Engine Control Unit has the unique capability of
being programmed to provide application features.
This allows a high degree of flexibility for adapting to
application requirements.
Application features are programmed at the factory.
Torque curve, droop and throttle options can be
selected by the user through application wiring.
Specific application feature programming is provided
with specific electronic fuel injection pump options.
Programmed features are documented by performance curve data associated with the 1600 group
option.
The controller uses initial fuel temperature and engine

speed to determine the rack position during the start
mode. It is programmed to provide excess fuel and
retarding for cold starting, and to provide less fuel and no
retard for hot starts. Thus, cold starting is improved and
black smoke is reduced on hot starts. The throttle position is ignored by the controller until the starting routine is
completed. An increased low idle speed is programmed
for a preset time after a cold start.
See Application Feature Wiring (Starting Control) for
start signal wiring details.
THROTTLE OPTIONS
Three throttle options can be programmed with the
electronic control system.
1.
An analog throttle uses a potentiometer. This

throttle is most commonly used with either allspeed or min-max governing.
A 3-state throttle uses a simple switching arrangement to select one of three programmed engine
speeds. This is used with all-speed governing
when a maximum of three fixed speeds are
desired. Typical applications are gen-sets, where
only one fixed speed is desired, combines, where
a hydrostatic drive is used and only two or three
speeds are needed, or air compressors, where
two speeds are needed.
A pulse-width-modulated (PWM) throttle can be

used alone or in conjunction with the analog throttle. It uses a pulse width to indicate the desired
percent of full throttle. This signal can be provided by a special throttle module or by another
control unit, such as a transmission controller.
TORQUE CURVE
The Engine Control Unit is programmed to limit the maximum fuel delivery as a function of engine speed. This
allows the development of nearly any desired torque
curve shape within the pump and engine capabilities.
The engine controller can have three programmed
torque curves. Typically, the most common torque
curve is programmed as torque curve 1. Optional
curves are programmed for positions two and three. If
only one torque curve is required, all three options may
be programmed the same.
See Application Feature Wiring (Torque Curve) for
torque curve selection wiring details.
GOVERNING
The control system can be programmed to provide either
all-speed governing or min-max governing. The percent
speed regulation (droop) can be programmed to provide
any desired droop, including zero (isochronous). Isochronous governing at the programmed low idle speed is
provided independent of speed regulation. Fast idle
speed, as determined by droop, can be switched
between programmed values independent of torque
curve selected.
See Application Feature Wiring (Governing) for end
speed regulation selection wiring details.
July 1997
The analog throttle and 3-state throttle options are

mutually exclusive. Only one option can be programmed into any given electronic governor. Usually,
gen-set governors are programmed to accept only the
3-state throttle input, and industrial (non gen-set) governors are programmed to accept only the analog
throttle input. The performance curve for your engine
will say which throttle option is available.
If you need a 3-state throttle in an application that is
programmed for analog throttle only, you can simulate
a 3-state throttle by using a three position switch
along with the analog throttle. See APPLICATION
FEATURE WIRING (Throttle Options) for throttle
option wiring details.
122 - 2

FUEL FLOW / THROTTLE OUTPUT
DIAGNOSTIC FEATURES
The engine controller provides a multiplexed pulsewidth-modulated signal output that indicates the percentage of full load rated speed fuel flow and percentage of full throttle. This signal is primarily intended for
use by a transmission controller, but is also useful for
monitoring performance.
FAULT LAMP
Figure 122-2 shows the wiring for the Fault Lamp.
Twelve volts must be supplied from switched battery
power. The engine controller output will sink current
to ground through the lamp and is short circuit protected.
See Diagnostic Features (Fuel Flow / Throttle Output

Signal) for fuel flow/throttle output signal specifications.
START/RUN
SIGNAL
FUEL TEMPERATURE COMPENSATION

The ECU monitors the injection pump inlet fuel temperature and is programmed to provide nearly constant mass fuel flow to the engine over a desired
temperature range. This feature maintains consistent
engine performance even though fuel temperature
may vary.
SELF-DIAGNOSTIC AND BACK-UP FEATURES
TO
ELECTRONIC
GOVERNOR
RELAY
+12V
RED/WHT
#194
BULB
FAULT LAMP
OUTPUT
Figure 122-2,
The ECU is programmed to self-diagnose many fuel

injection system faults. This includes determining if
any of the sensor inputs are too high or too low, if the
engine speed signals are valid, and if the control rack
is responding properly. If a fault occurs, the controller
will automatically revert to a default mode of operation
or shut down if engine control cannot be maintained.
The controller will send a signal to flash a fault lamp
and output a diagnostic code to indicate the specific
condition which has been diagnosed.
X31
X17
PNK/BLK
Fault lamp wiring
The fault lamp will normally flash at a rate of once per

second. The lamp will be ON steady at power-on until
either a start signal or engine starting speed signal is
sensed by the ECU. Certain fault conditions will
cause the lamp to be ON steady (not flashing). See
the appropriate Component Technical Manual.
See Diagnostic Features (Fault Lamp) for Fault Lamp

wiring schematic and Diagnostic Features (Diagnostic
Codes Output Signal) for Diagnostic code output
signal specifications.
BUFFERED TACH DRIVE OUTPUT
The controller provides a buffered output of the magnetic speed sensor signal. This signal can be monitored by several other systems in the installation
without degrading the signal.
See Application Feature Wiring (Auxiliary Speed
(Tach) Output Signal Specifications) for wiring details
and signal specifications.
122 - 3
July 1997

CODES OUTPUT SIGNAL
Output requirements for diagnostic codes:
Diagnostic codes are transmitted by the Diagnostic

Code Output signal from the engine controller. This
interface signal provides an eight-bit numeric value for
use by a diagnostic reader such as a machine's digital
tachometer or the John Deere Electronic Governor
Tester, service tool (JT05829). Each code represents a
specific fault condition which could be caused by one or
more problems.
Vol
Voh
0.8 V at |Iol|
4.2 V at |Ioh|
tr
tf
500 sec
500 sec
0.5 mA
0.5 mA
Absolute max voltage levels:
If only one fault condition is present, its code is transmitted once per second, and the reader will display it
continuously. If multiple conditions are present, the
codes are transmitted one after another, one per second, until all have been transmitted after which the
sequence is continuously repeated. A diagnostic
code is transmitted only as long as the fault condition
exists.
Vol
Voh
:
:
0 V (dc) min.
5.7 V (dc) max.
Vol
Voh
Iol
Ioh
=
=
=
=
voltage, low level output (logic 0)

voltage, high level output (logic1)
current, low level output (sink)
current, high level output (source)
tr
= rise time measured between Vol and

Voh with load consisting of 10k ohms
and 2500 pF connected to ground.
= fall time measured between Voh and
Vol with load consisting of 10k ohms
and 2500 pF connected to + 5V.
when:
The ECU can retain diagnostic codes for recall at a

later time. Retained codes are saved when the
engine is powered-down. This feature allows a service person to check for a past diagnostic code even
though it is not presently occurring. This is helpful for
troubleshooting intermittent failure conditions. When
service work fixing a problem for a stored diagnostic
code is completed, the code(s) may be cleared from
the ECUs memory.
tf
Bit length:
50.0 5 msec
Timing tolerance (beginning of start bit to end of each

data bit):
5.0 msec
The specifications for the signal output are:

Transmissions begins with a logic 1 start bit followed by the least significant bit (lsb) and ends
with the most significant bit (msb). The format is
non-return to zero (NRZ). Transmission period
is 1.0 0.1 sec. Only a start bit is required if no
faults are detected (code zero).
A timing diagram for this signal is shown in

Figure 122-3 with code 130 as an example.
1.0 0.1 sec

450 5 msec
50 5 msec
Start
0
Bit
(lsb )
Figure 122-3,
July 1997
1
(msb)
Start
Bit
Diagnostic output signal timing

122 - 4

FUEL FLOW/THROTTLE OUTPUT SIGNAL
This signal is readable only by an electronic device
designed to read it, such as the John Deere Electronic
Governor Tester. Because of the complexity of the
signal, a multimeter will not provide any useful information.
The range of percent Fuel Flow is 0 % to 159 %.
During starting, values will normally be greater than
100 percent. During normal operation, values greater
than 100 percent indicate that the engine is torque
limited.
Zero percent throttle indicates low idle, and 100 percent indicates high idle.
Tester (JT05829) for the display of %-throttle and

%-fuel. This signal can be monitored during application review tests to establish engine load factors.
The Fuel Flow / Throttle (FF/T) signal is a dedicated,
time multiplexed signal which contains fuel flow delivery and commanded throttle information. The signal
contains three pulse types: synchronization; fuel
flow; and throttle.
The multiplex wave form has a period of 20 msec
.512 msec noncumulative. The waveform is synchronized by the synchronization (sync) pulse which
is transmitted once each 20 msec cycle. There is one
sync pulse, one throttle pulse and two fuel flow pulses
each 20 msec cycle. The timing for the FF/T signal is
defined in Figure 122-4 below.
This signal is only accessible in the RE30697 wiring

harness at the Diagnostic Reader connector J4 (See
Figure 122-7). It is used by the Electronic Governor
T
1140
sec
min
Fuel
Flow
T
1140
sec
min
Throttle
1140
sec
min
Fuel
Flow
1140
sec
min
Sync
Fuel
Flow
when T = 10 msec 0.512 msec noncumulative
Figure 122-4,
Fuel Flow / Throttle (FF/T) signal timing
122 - 5
July 1997

Each pulse is defined as the time duration of the
signal at the 50% points of the rising and falling
edges. The signal levels are defined as follows:
Vol
Voh
0.8 V at |Iol|
4.2 V at |Ioh|
tr
tf
10 sec
10 sec
1.0 mA
1.0 mA
The sync pulse has a width of 128 6 sec. This

pulse begins at least 1140 sec after the trailing edge
of the second fuel flow pulse as shown is Figure
122-4.
Fuel Flow Pulse
The fuel flow pulse represents percent of rated flow in
pulse-width-modulated form. Rated fuel flow is the
temperature compensated fuel delivery at rated
speed.

Vol
Voh
:
:
0 V (dc) min.
5.7 V (dc) max.
Vol
Voh
Iol
Ioh
=
=
=
=
voltage, low level output (logic 0)

voltage, high level output (logic1)
current, low level output (sink)
current, high level output (source)
tr

= fall time measured between Voh and
Vol with load consisting of 10k ohms
when:
tf
Sync Pulse
Fuel flow information is updated and transmitted every

10 msec in pulse-width-modulated form. This pulse
begins at least 1140 sec after the trailing edge of the
throttle pulse and at least 1140 sec after the trailing
edge of the sync pulse and with 10 msec .512 msec
noncumulative between fuel flow pulses as shown in
Figure 122-4. The fuel flow pulse is resolved into at
least 256 discrete widths. The width of the pulse is a
linear function of percent fuel flow as defined in Figure
122-5, below.
If the Percent Fuel Quantity is:
Then the Pulse Width is:

256 6 sec
2816 6 sec
256 + [(% fuel qnty/100) x 2560] 6 sec
4336 6 sec
0%
Rated (normal torque curve)
0 % % fuel qnty 159.375 % of rated
159.375 % of rated
Figure 122-5,
July 1997
Fuel flow pulse width scaling
122 - 6

Throttle Pulse
ELECTRONIC GOVERNOR TESTER
The throttle pulse represents a percent of full throttle

as determined by the selected throttle input (the
analog throttle or the three-state throttle.) The throttle
pulse is always transmitted, even if the PWM throttle
input is being received by the ECU.
The Electronic Governor Tester is a diagnostic reader

which provides a readout of the diagnostic codes and
can read the percent full throttle and rated fuel flow
signals. The tester is not required for all tests, but is
helpful in diagnosing faults or monitoring the system.
The throttle pulse is transmitted once every 20 msec

cycle, between the two fuel flow pulses and is separated from each fuel flow pulse by at least 1140 sec
as shown is Figure 122-4. The throttle pulse is
updated every 40 msec.
For instance, if the Fault Lamp is flashing, the tester

may be used to read the diagnostic code or a digital
readout meter can be installed in a vehicle control
panel. The hand-held John Deere Electronic Governor Tester (JT05829) is described in the Component
Technical Manual.
The throttle pulse consists of at least 160 discrete

widths. The width of the throttle pulse is defined in
Figure 122-6, below.
If the Throttle Command is:
Then the Pulse Width is:

256 6 sec
2816 6 sec
256 + [(Nc - LIZF)/(HIZF - LIZF)] x 2544 6 sec
2800 6 sec
Fault (low idle)

LIZF
LIZF Nc HIZF
HIZF
when:
Nc
= engine speed, command (rpm)
LIZF = low idle zero speed (rpm)
HIZF = high idle zero speed (rpm)
Figure 122-6,
Throttle pulse width scaling
122 - 7
July 1997

CONTROLLER ENVIRONMENTAL
RESTRICTIONS
Operating temperature range:
Storage temperature range:
Operating vibration range:

Moisture:
SUPPLY VOLTAGE REQUIREMENTS
-40 F to +150 F
(-40 C to +92 C)
-58 F to +212 F
(-50 C to +100 C)
Nominal supply voltage:
12 V
Operating supply voltage:
9 to 16 V
Starting supply voltage range:
6 to 16 V
Max. allowable supply voltage: 26.5 V

for less than 5 min.
30 m/sec2 max
from 0-2500 hz
Protect engine controller from rain

and pressure-wash by mounting in
cab or control cabinet.
Do not
immerse in water.
MOUNTING REQUIREMENTS
The Engine Control Unit must be mounted securely
with the four corner mounting holes in a vertical plane
and the connector on the side of the ECU with the
mating connector wires directed downward. This orientation provides maximum moisture resistance. The
application wiring harness should be routed to provide
access to the J3 and J4 diagnostic connectors (See
Figure 122-7) for service diagnostic work. An operational test must be performed to verify that vibrational
amplitudes are acceptable.
The Transient Voltage Protection Module (or equivalent) should be mounted vertically with the pigtail
wires exiting form the bottom of the module. The
mounting location should be away from battery fumes,
engine heat and vibration, in a control cabinet, vehicle
chassis, or cab. Mounting ears of the module may not
withstand overtightening of mounting bolts.
Current Capacity:
(including rack actuator
coil and fuel shutoff valve)
External protection against transient voltages (such as

alternator load dump) greater than 40 V and excessive current (greater than 20 A) must be provided.
The Transient Voltage Protection Module provides
this protection and is included with the John Deere
application wiring harness.
MINIMUM USER APPLICATION INPUT

The John Deere electronically controlled fuel injection
system interfaces with the end application wiring harness through the unterminated wires of the Electronic
Control Application Harness. The unterminated wires
are also used to select the factory programmed application features desired for the end application. The
following application inputs/interfaces are minimum
requirements for electronically controlled fuel injection
systems operation:
July 1997
20 A (start up)
7 A (running)
122 - 8
Throttle
Start/Run signal - keyswitch on and start position
Diagnostic interface (fault lamp and/or diagnostic reader)
Power (12V)
Ground
Basic end application wiring harness
(See Figure 122-10)
Basic wiring hook-up
(See Figures 122-8, 9,10)
Application feature wiring (See Figures 122-9
and 10 and Application Feature Wiring)
Analog throttle adjustment for Analog Throttle
Applications (See Wiring Harness, Analog
Throttle Adjustment Procedure)
Installation checkout (See Wiring Harness,
Installation Checkout)

WIRING HARNESSES
APPLICATION HARNESS
The Bosch electronic fuel injection system consists of

two main harnesses: a short engine harness; and a
long application harness.
All application harnesses should have the basic features of the John Deere OEM harness. The drawing
for this harness defines the engine controller connector part number, the contacts for that connector, wire
sizes, service connectors, and the connectors to mate
with the engine harness. These items should be the
same for all application harnesses because of the
basic system configuration, current requirements, and
diagnostic procedures. Drawings can be obtained
from Sales Engineering for customers designing their
own application harness.
Engine Harness:
Installed on engine at factory.

Figure 122-7
Application Harness: Figures 122-8 and 9

Connectors:
Diagnostic Ports:
Recommended standard electrical connectors used in industrial applications such as crimp

type ring terminals and screw
terminals recommended
Refer to Component Technical
Manual
IMPORTANT: Careful consideration should be

given when choosing wiring to minimize leadwire resistance and provide adequate input
voltage, especially during starting conditions.
Low voltage starting capability is
directly affected by the magnitude of the
source voltage and the resistance of the governor system supply voltage circuit. See
Figure 122-8 for unterminated wire sizes and
insulation colors.
An application harness may also include wiring for

application options, sensors, power, and ground.
Refer to Application Feature Wiring for details concerning optional feature wiring.
The following list describes features of the OEM
wiring harness. (See Figure 122-7):
ENGINE HARNESS
The engine harness, installed on the engine at the
factory, is the same for most applications. This harness has two Packard Electric Weather Pack connectors at the rear of the engine and four connectors
installed on the fuel injection pump and auxiliary
speed sensor. The Weather Pack connectors mate
with the application harness which includes the ECU
connector, the service connectors, and unterminated
wires for machine wiring.
NOTE: Because of the importance of maintaining a
good connection at connector J12 (7-pin fuel
injection pump connector), the engine harness
should not be removed from the pump except
when required by diagnostic procedures in the
technical manual, for troubleshooting or pump
replacement. Technical manual TM-1299 has
specific instructions for assembly, tightening and
the recommended tool for handling connector
J12.
122 - 9
1. J1 - 35-pin ECU connector.

2. J3 - Diagnostic Voltages Connector. Used for
troubleshooting and system checkout. Keep
protected with cap when not in use. Water or
dirt in this connector may cause erratic engine
operation.
3. J4 - Diagnostic Reader Connector. Mates
with Electronic Governor Tester (JT05829).
See Component Technical Manual for instructions on using the Tester. Keep protected
with caps when not in use.
4. J5, J6 - These connectors would be used by
service personnel with factory authorization to
service the engine controller. Keep protected
with caps when not in use.
5. J7, J8 - These connectors mate with the
engine harness installed on the engine at the
factory. These connectors are for controlling
the fuel injection pump and for receiving signals from certain sensors on the pump and
engine.
6. TVP - The Transient Voltage Protection Connector mates with the TVP Module. If the
TVP Module is missing, or not working, the
engine will not start.
7. Unterminated wires - This wiring is provided
for electronic governor interface with a customer machine wiring harness and for wiring
application features. (See Figures 122-9 and
10 and Application Feature Wiring.)
July 1997

INSTALLATION OF
APPLICATION WIRING HARNESS
Mount the Engine Control Unit according to Mounting
Requirements and Environmental Restrictions. Make
sure the location is within the application harnesss
reach to the engine.
DO NOT connect J1 to the ECU until the following initial checks are made:
Connect J8 with the mating connector on the
engine harness located toward the rear of the
engine. Make sure that the harness is routed and
fixed in place to prevent accidental damage. DO
NOT connect J7 until after installation checkout
steps have been completed. (See Wiring Harness, Installation Checkout.)
Be sure the Tansient Voltage Protection Module is
mounted according to mounting requirements and
plugged into the harness.
Be sure that service connectors J3, J4, J5 and J6
are accessible for convenient servicing of the fuel
injection system.
The unterminated wires of the harness may be cut
as short as desired for convenient wiring to the
machine electrical system. The protective covering may also be shortened, if necessary, to
accommodate shortened wire length.
Determine the wiring required to implement your
fuel injection system options with the unterminated wires of the OEM harness. Cut and terminate the needed wires using Figure 122-8
(Description of unterminated wires) and
Figure 122-9 as a reference. Use solderless terminals properly sized for the wire to ensure a reliable crimp. Tape the ends of the unneeded wires,
but do not shorten, until engine operation has
been completely checked. If an analog throttle is
used, adjust mounting and/or linkage per the following section.
July 1997
122 - 10

ANALOG THROTTLE
ADJUSTMENT PROCEDURE
The adjustment procedure is as follows:
Use the Diagnostic Voltages connector (J3) to access

the throttle voltage signals during adjustment. Use a
digital multimeter to measure the voltages, with the
black (common) probe on the signal marked (-) and
the red probe on the signal marked (+). Measurements are made as follows:
Analog throttle +5V:
1. Locate Diagnostic Voltages Connector (J3)

and remove dustcap.
2. Connect Electronic Governor Tester (service
tool JT05829) to Diagnostic Reader Connector (J4).
3. Turn on ignition but do not start engine.
Measure from J3 socket D(-)

to J3 socket A(+).
4. Measure and make note of voltage at socket

A (Analog Throttle +5V).
Throttle input voltage: Measure from J3 socket D(-)

to J3 socket B(+).
5. Measure and make note of voltage at socket

B (Analog Input voltage).
NOTE: Wiring Harness Connector Sockets are

labeled.
The Throttle Input voltage must be corrected for the
variation of the Analog Throttle +5V value from +5.00
volts 20 mV. The calculation to do this is:
Correct throttle voltage =
5 x Voltage measured at socket B

Voltage measured at socket A
IMPORTANT: If the sensor and linkage used DO

NOT allow for adjustment according to this
procedure, contact Sales Engineering for
assistance.
6. Adjust to obtain the following end point voltages:

NOTE: If the throttle sensor mounting screws
are used to provide end-of-range adjustment for either the low idle or the high idle
position, then this adjustment should be
made first.
low idle:
Corrected throttle voltage = 0.4 V

0.05 volts
high idle:
Corrected throttle voltage = 4.6 V

0.05 volts
7. Move lever from end stop to end stop noting

the voltages at each end and verify that they
are within the above adjustment. If not,
repeat step 6.
8. Additional checks can be made with the Electronic Governor Tester. If the sensor and linkage are adjusted properly, %-throttle should
be zero and diagnostic code 12 should not
appear at the low idle position. At the high
idle position, %-throttle should be 100 and
diagnostic code 11 should not appear.
9. Switch the tester to the Display Codes
mode. Read and make note of the stored
codes by pressing the Recall Codes key on
the Electronic Governor Tester. (The stored
codes may indicate other problems which the
ECU detected during installation. This is not
unusual if power is applied to the controller
before installation is complete.)
10. Clear the stored codes by pressing both the
Recall Codes and Clear Codes keys at the
same time until zero appears (one or two seconds).
122 - 11
July 1997

INSTALLATION CHECKOUT
Before an engine start is attempted the following
steps may be used to make sure the wiring is correct.
Check the wiring before the harness is connected to
the engine controller (Connector J1) with simple voltage and resistance measurements. A digital multimeter is recommended for these checks. Make sure the
meter is set for voltage or resistance measurement as
required. For voltage measurements, use the black
(common) probe on the signal marked (-) and the
red probe on the signal marked(+).
With the wiring complete and the controller NOT connected, make the following checks:
NOTE: See Figure 122-8 and 9 for application
harness unterminated wire details.
Make sure there is battery voltage where the harness
is wired into the machine electrical system. Measure
from power ground (-) to +12V input (+).
CAUTION: Avoid possible injury. Wear tight
fitting clothing. Keep clear of moving
parts and hot surfaces while making
adjustments or taking measurements.
Make sure there is battery voltage (greater than 7
volts during cranking) at the START/RUN signal
where the harness is wired into the machine electrical
system when the control is in the START and RUN
positions. The engine should crank, but not start
because the ECU is disconnected. Measure from
power ground (-) to Start/Run (+).
Put Start/Run switch in the RUN position. Make sure
there is battery voltage at the Diagnostic Reader service connector (J4), and also at J7 (4-way Weather
Pack which connects to engine harness). At J4, measure from J4 socket F(-) to J4 socket A(+). At J7,
measure from battery ground (-) to J7 pin A (+).
NOTE: Wiring Harness Connector Sockets are
labeled.
Turn Start/Run control to OFF. Connect J7 to engine
harness.
Connect J1 to the engine controller by first inserting
the toe of the harness connector into the keyed locking lip on the ECU housing with the harness connector
at a 30 degree angle from the controller connector.
Pivot the wire end of the harness connector toward

the controller until the spring latch on the controller
locks the connector into place.
If machine uses the Fault Lamp, make sure lamp
comes on during the following step:
Turn Start/Run control to Run or ON without cranking
the engine. Leave ON for the following steps.
Make sure there is +5 volts at the Diagnostic Voltages
Connector (J3). Measure from J3 socket D (-) to J3
socket A (+).
Make sure the rack position feedback circuit is operational. Measure from J3 socket D (-) to J3 socket C
(+). The measured voltage should be 0.4 - 0.6 volts.
Make sure the throttle input voltage is correct. Measure from J3 socket D (-) to J3 socket B (+).
For systems with 3-state throttle:
Speed 1 - approx. + 5 volts
Speed 2 - approx. 0 volts
Speed 3 - approx. + 2.5 volts
For systems with analog throttle:
Slow Idle setting - approx. + 0.4 volts
Fast Idle setting - approx. + 4.6 volts
Make sure all connectors (except service connectors)
are properly connected and locked in place.
Clear any stored diagnostic codes by using the Electronic Governor Tester or by shorting J4 sockets B and
C to J4 socket F (power ground) for at least two seconds (power should still be on).
Turn Start/Run control to OFF.
Make sure all service connector caps are now in place.
The electrical portion of the fuel injection system
should now be operational. If diagnostic codes are
present, or if the Fault Lamp flashes after the engine is
started or attempted, refer to Component Technical
Manual for further information and troubleshooting procedures.
After the engine checkout is complete, unterminated
and unused wires in the OEM harness may be shortened (be sure to tape ends) as desired.
NOTE: Do not force the connector if interference

is felt.
July 1997
122 - 12
S
N
C
A
Q
D
BOSCH
I
E
J
F
H
M
E
L
K
A --- J1 Engine Controller Connector

B --- J2 Auxillary Speed Sensor
Connector
C --- J3 Diagnostic Voltages Connector
D --- J4 Diagnostic Reader Connector
E --- J5 Service Connector
F --- TVP Connector
G --- J7 In-Line Connector
H --- J8 In-Line Connector

I --- J9 In-Line Connector
J --- J10 In-Line Connector
K --- J12 Actuator Connector
L --- J13 Fuel Temperature Sensor
Connector
M --- J11 Fuel Shutoff Solenoid
B
N --- Engine Controller
O --- Fuel Injection Pump
P --- TVP Module
Q --- Application Wiring Harness
R --- Engine Wiring Harness
Unterminated Wires
Wires
S --- UKnterminated
NOTE: Connectors J2, J8, J10, J11, J12, J13, are

located on the Engine Wiring Harness (R)
(short harness). Connectors J1, J3, J4, J5, J7,
J9, are l ocated on the Application Wiring
Harness (Q) (long harness). On some applications, J6 (not illustrated) is also located on the
same pigtail as the J3, J4, and J5 connectors
J6 is a service connector only.
Figure 122-7,
Robert Bosch electronic fuel injection system components and wiring
122 - 13
July 1997

Figure 122-8, Description of unterminated wires (Robert Bosch Harness)
The unterminated wires of the wiring harness can be cut to a length appropriate for the application. Terminations
should be made using crimped solderless terminals which are proper for the wire size and termination style (for
example, screw terminals).
Circuit
No.
Wire
Color
Gage
Signal Name / Description
X30
Brown/
White
16
Start Signal Input - A high voltage (greater than 3 volts) which

indicates that an engine start is being attempted (starter motor
running). Usually comes from keyswitch or other engine start
control. Connected to battery (+) voltage, when on.
X24
Orange/
White
18
PWM Throttle Input - Optional throttle command which has a priority over the Throttle Input signal, when present.
X8C
Brown
18
Analog Throttle +5V - Supply voltage for an analog throttle sensor

(potentiometer type).
X7C
White
18
Throttle Input - 0 to 5 volt analog voltage input used by an analog

throttle sensor or a 3-state throttle input for throttle command.
X22
Light
Green
18
3-State Throttle Excitation - Output which supplies +5 volts

through a 2000 ohm resistor (located inside the ECU) for 3 state throttle applications.
X19
Light
Blue
18
Fuel Limit Select Input - 3-state input which selects between

three optional torque curves.
X20
Orange/
Black
18
Speed Regulation Select Input - 3-state input which selects

between three optional end speed regulation curves.
X17
Pink/
Black
18
Fault Lamp Output - Drives low side of indicator lamp during

system fault condition.
X29
Yellow/
White
18
Auxiliary Speed Output - Provides buffered output of the Auxiliary Speed input for use by tachometers.
X5F
Purple/
Back
16
Sensor Common - Used to provide a reference voltage for sensors and for voltage measurements. (Must not be connected to
machine ground.)
X3C
Red
12
+12V Input - Provides power to the ECU directly from battery.

This line is switched on and off in the Transient Voltage Protection (TVP) Module using the Start/Run signal.
X4H
Back
12
Power Ground Input - High current ground connection to the

engine controller from the battery (-).
X31
Red/
White
16
Start/Run - Battery (+) voltage from keyswitch or other engine

control when desired operation is starting or running. This
signal turns on relay in TVP module to supply electrical power
to the electronic governor system.
See page 122-23 for metric wire size equivalents for AWG wire gauge.
July 1997
122 - 14
X 30
START
SIGNAL
INPUT
X 24
PWM
THROTTLE
INPUT
X 8C
ANALOG
THROTTLE
+5V
X 7C
THROTTLE
INPUT
X 22
3-STATE
THROTTLE
EXCITATION
X 19
FUEL LIMIT
SELECT
INPUT
X 20
SPEED
REGULATION
SELECT INPUT
X 17
FAULT
LAMP
OUTPUT
X 29
AUXILIARY
SPEED
OUTPUT
X 5F
SENSOR
COMMON
X 3C
+12V
INPUT
X 4H
POWER
GROUND
INPUT
X 31
START/RUN
INPUT
MINIMUM APPLICATION FEATURES REQUIRED TO FUNCTION
UNTERMINATED WIRES
Figure 122-9,
Robert Bosch wiring harness
122 - 15
July 1997

6
X19
1
X5F
10
X20
2
X5F
X5F
X7C
X8C
3
12
11
X22
13
X24
X29
X3C
14
X31
5
15
X17
X30
X4H
10
X3C - +12V Input

X4H - Power Ground Input
X5F - Sensor Common
X7C - Throttle Input
X8C - Analog Throttle
X17 - Fault Lamp Output
X19 - Fuel Limit Select Input
X20 - Speed Regualtion Select Input
X22 - 3-State Throttle Excitation
X24 - PWM Throttle Input
X29 - Auxiliary Speed Output
X30 - Start Signal Input
X31 - Start/Run (+) voltage from keyswitch
1 - Torque Curve Select Wires

2 - Rated Speed/Droop Select Wires
3 - Throttle Option Wires
4 - RE30697 Application Wiring Harness
5 - Fault Lamp
6 - Ammeter
7 - Fuseholder with MDL 20-Amp Fuse
8 - Fuseholder with MDL 25-Amp Fuse
9 - To Alternator
10 - To Starter Circuit Relay
11 - Hour Meter
12 - Water Temperature Gauge
13 - Oil Pressure Gauge
14 - Safety Switch with SFE 14-Amp Fuse
15 - Key Switch
Figure 122-10, Robert Bosch 12 volt system wiring diagram
July 1997
122 - 16

APPLICATION FEATURE WIRING
TORQUE CURVE WIRING
The Fuel Limit Select Input must be wired as
described below to obtain the desired torque curve.
Torque Curve 1:
Torque Curve 2:
Torque Curve 3:
Fuel Limit Select Input is an open

circuit.
Fuel Limit Select Input is shorted
to Sensor Common.
Fuel Limit Select Input is connected to Sensor Common
through a 2000 ohm 10% resistor (at least 1/4 watt rating).
Figure 122-12 is a method for obtaining each of the

three torque curves by using one Single Pole, Double
Throw switch with the center position open circuit
(SPDT, Center off). When the switch is in the center
position, the signal is disconnected and Torque Curve
1 is selected. When the switch is thrown to the left,
the signal is shorted to Sensor Common and Torque
Curve 2 selected. Torque Curve 3 is selected when
the switch is thrown to the resistor side.
FUEL LIMIT
SELECT INPUT
Figure 122-11 shows a Single Pole, Single Throw

(SPST) switch used to select either Torque Curve 1 or
Torque Curve 2. When the switch is open, Torque
Curve 1 is selected. When the switch is closed,
Torque Curve 2 is selected.
SPST
FUEL LIMIT
SELECT INPUT
SPDT
If only one torque curve is desired, no switch is

required. If more than one torque curve are desired,
two or three of the programmed torque curves can be
obtained by using a simple switching arrangement.
(The engine performance curve for option Group 1600
defines the torque curves available for a specific
engine application.)
Figures 122-11, 12 or 13 show different methods of
obtaining more than one torque curve.
X19
LT BLUE
3
2000
SENSOR
COMMON
X5F
PUR/BLK
Figure 122-12, Fuel limit select wiring for

3 torque curves using one switch
Figure 122-13 shows another method of obtaining
each of the three torque curves. This method uses
two switches instead of one. In this configuration both
switches must be OFF to select Torque Curve 1.
Turn ON only Switch S3 to select Torque Curve 3. If
Switch S2 is ON, Torque Curve 2 will be selected
regardless of the state of Switch S3.
X19
LT BLUE
FUEL LIMIT
SELECT INPUT
X19
LT BLUE
2
SENSOR
COMMON
X5F
S2
PUR/BLK
S3
2000

2 torque curves
SENSOR
COMMON
X5F
PUR/BLK

3 torque curves using 2 switches
122 - 17
July 1997

GOVERNING CONTROL WIRING
Speed regulation and high idle speed can be switched
to any one of the three pre-programmed values while
the engine is stopped OR while the engine is running.
The Speed Regulation Select Input must be wired as
described below to obtain the desired Fast Idle/Rated
Speed combination (droop).
Droop 1:
Droop 2:
Droop 3:
Figure 122-15 is a method for obtaining each of the

three droop options by using one Single Pole, Double
Throw switch with the center position open circuit
(SPDT, Center Off). When the switch is in the center
position, the signal is disconnected and Droop 1 is
selected. When the switch is thrown to the left side,
the signal is shorted to Sensor Common and Droop 2
is selected. Droop 3 is selected when the switch is
thrown to the resistor side.
Speed Regulation Select Input is open

Circuit.
Speed Regulation Select Input is shorted
to Sensor Common.
Speed Regulation Select Input is connected to Sensor Common through a
2000 ohm 10% resistor (at least 1/4
watt rating).
If only one droop is desired, no switch is required. If

more than one droop is desired, two or three of the
programmed droops can be obtained by using the
same switching arrangement as for the Fuel Limit
Select Input. (The engine option for Group 1600
defines what speed regulation values are available for
a specific application.)
Figures 122-14, 15 and 16 show different methods of
selecting a different droop option.
Figure 122-14 shows a Single Pole, Single Throw
(SPST) switch used to select either Droop option 1 or
Droop option 2. When the switch is open, Droop 1 is
selected. When the switch is closed, Droop 2 is
selected.
SPEED REG.
SELECT INPUT
SPDT
SENSOR
COMMON
X5F
PUR/BLK
Figure 122-15, Speed regulation select wiring for

3 droop options using one switch
Figure 122-16 shows another method of selecting
each of the three droop options. This method uses
two switches instead of one. In this configuration both
switches must be OFF to select Droop 1. Turn ON
only Switch S3 to select Droop 3. If Switch S2 is ON,
Droop 2 will be selected regardless of the state of
Switch S3.
SPEED REG.
SELECT INPUT
X20
X20
ORG/BLK
ORG/BLK
2
S2
SENSOR
COMMON
2000
SPST
SPEED REG.
SELECT INPUT
X20
ORG/BLK
3
S3
X5F
2000
PUR/BLK
SENSOR
COMMON
X5F
PUR/BLK

2 droop options
3 droop options using 2 switches
July 1997
122 - 18

STARTING CONTROL WIRING
The Start Signal comes from a keyswitch or remote
engine starting controls. This signal is used to energize the starter relay and to tell the ECU that an
engine start is being attempted. The controller will
position the control rack to the starting fuel position
when the Start Signal goes from a low to a high voltage. Figure 122-17 shows the relationship between
the Start Signal, the starter relay and the keyswitch.
Analog Throttle (+5 V)

(Wire X8C, Brown)
500 Ohms
(optional)
5000
Ohms
Throttle Input
(Wire X7C, White)
Sensor Common (ground)

(Wire X5F, Purple/Black)
500 Ohms
(optional)
Figure 122-18, Analog throttle wiring

The 500-Ohm resisters shown in figure 122-18 are
optional. They are recommended if the operator is
expected to adjust engine speed during machine
operation. They prevent the throttle input signal from
going above 4.8 volts or below 0.4 volts, which would
cause loss of speed control and error messages.
Resisters of approximately 500 Ohm will provide standard fast-idle and slow-idle settings. No idle adjustments should be needed as long as the actual
resistance of each resister is between 8.2% and
10.9% of potentiometer resistance (410 to 545 Ohms
for a 5000-Ohm potentiometer).
+12V
KEYSWITCH
"START"
START
SIGNAL
INPUT
X30
BRN/WHT
STARTER
RELAY
COIL
Figure 122-17, Start signal wiring

THROTTLE OPTIONS WIRING
See the engine Performance Curve Sheet 2 data to
determine which throttle option is programmed into
your engine ECU . Only one is available per engine.
Analog Throttle
The throttle sensor, which is not provided by the factory, should be a potentiometer with an end-to-end
value of about 5000 ohms.
Figure 122-18 shows a recommended analog throttle
configuration. A throttle input wire voltage of 4.8 volts
provides standard rated speed operation, and 0.4
volts provides standard slow idle speed. Higher or
lower voltage will generate an error signal and default
to low idle. Intermediate voltages provide intermediate speeds.
Variable resisters can be used in place of the two

fixed resisters if desired to provide adjustable fast and
slow idle. However, the center potentiometer must be
less than 5000 ohms if fast or slow idle will be
adjusted to anything other than the standard speeds.
Total system resistance must be 4000 to 6000 Ohms.
A 4000-Ohm center potentiometer will allow fast idle
adjustment as low as 1900 rpm, or low idle adjustment
as high as 1200 rpm. The idle resisters should be
adjustable through a range of about 400 to 2000
Ohms each. Slow-idle and fast-idle adjustments are
intended as service adjustments only. They should
not be made by the operator when the machine is
working. Misadjustment will generate an error code,
and can cause sudden loss of power and speed.
Other arrangements are possible that will also work.
The RE30295 spring loaded throttle sensor available
through service parts has a fixed fast-idle resister, and
slow-idle resistance is set with an adjustable lower
stop on the potentiometer. Other arrangements will
work, as long as overall system resistance is between
4000 and 6000 Ohms.
The RE58335 potentiometer speed control available
through service parts does not include any fixed or
variable fast-idle or slow-idle resisters. It is recommended for applications with a fixed operating speed
that is not adjusted during normal operation.
122 - 19
July 1997

A three-position switch can be used with the analog
throttle to allow the operator to select between fast
idle, slow idle, or an adjustable intermediate speed.
Figure 122-19 shows a recommended three-position
switch installation along with the analog throttle.
Analog Throttle
Optional
3-position switch
If more than one fixed speed is desired, two or three

of the programmed speeds can be obtained by using
a simple switching arrangement. (The engine option
for Group 1600 defines what speeds are available for
a specific engine option.) Figures 122-20, 21 and 22
show different methods of obtaining more than one
engine speed with an ECU factory-programmed for 3state throttle operation.
Figure 122-20 shows an SPST (Single Pole, Single
Throw) switch used to switch between Speed 1 and
Speed 2. When the switch is open, Speed 1 is
selected. When the switch is closed, Speed 2 is
selected.
Fast-idle
position
Throttle Input
Slow-idle
position
Sensor Common
Figure 122-19, Three-position switch with analog

throttle
The switch must always be in one of the three positions. The instantaneous break in the circuit due to
normal switching between the terminals should not
cause any problems. However, if the switch is left in a
neutral (open circuit) position, an error code will be
returned and the engine will default to low idle until the
switch engages one of the resister terminals.
3-State Throttle
The 3-state throttle is used with all speed governing
and when a maximum of three fixed speeds are
needed. Air compressors are an example application that would use only two speeds.
The wiring required for each of the three fixed engine
speeds is defined as follows:
Speed 3:
July 1997
THROTTLE
INPUT
WHITE
SENSOR
COMMON
PUR/BLK
X7C
X5F
Figure 122-21 shows a method for obtaining each of

the three fixed speeds by using one Single Pole,
Double Throw switch with the center position open circuit (SPDT, Center Off). When the switch is in the
center position, the signal is disconnected and Speed
1 is selected. When the switch is thrown to the left
side, the signal is shorted to Sensor Common and
Speed 2 is selected. Speed 3 is selected when the
switch is thrown to the resistor side.
Open circuit (no additional wiring).

3-State Throttle Excitation shorted to
Sensor Common.
3-State Throttle Excitation connected to
Sensor Common through a 2000 ohm
10% resistor (at least 1/4 watt rating).
If only one fixed speed is desired, no switch is necessary. To obtain the desired operating speed, the 3State Throttle Excitation must be connected to the
Throttle Input and then wired for Speed 1, Speed 2 or
Speed 3 as described in the previous paragraph.
LT GRN
X22
Figure 122-20, 3-state throttle wiring for 2 speeds
IMPORTANT: In ALL cases, the 3-State Throttle Excitation must be connected to the
Throttle Input when using the 3-state throttle mode.
Speed 1:
Speed 2:
SPST
3-STATE
THROTTLE
EXCITATION
SPST
3-STATE
THROTTLE
EXCITATION
LT GRN
THROTTLE
INPUT
WHITE
SENSOR
COMMON
PUR/BLK
X22
X7C
X5F
Figure 122-21, 3-state throttle wiring for

3 speeds using one switch
122 - 20

Figure 122-22 shows another method of obtaining
each of the three fixed speeds. This method uses two
switches instead of one. In this configuration both
switches must be OFF to select Speed 1. Turn ON
only Switch S3 to select Speed 3. If Switch S2 is ON,
Speed 2 will be selected regardless of the state of
Switch S3.
3-STATE
THROTTLE
EXCITATION
LT GRN
THROTTLE
INPUT
WHITE
SPDT
X22
X7C
Figure 122-23 shows that only one wire is required to

input the PWM Throttle signal.
PWM
THROTTLE
INPUT
WHITE
POWER
GROUND
BLACK
REMOTE
ELECTRONIC
MODULE
X24
X4H
SINGLE
POINT
GROUND
3
2000
X5F
SENSOR
COMMON
Figure 122-23, PWM throttle wiring
PUR/BLK
Note: The module which generates the PWM

Throttle signal must be grounded to Single
Point Ground. Single Point Ground is the
point where all electronic modules are
grounded at one place near the battery to
minimize ground offset voltages between
modules.
Figure 122-22, 3-state throttle wiring for

3 speeds using two switches
Pulse Width Modulated Throttle
The PWM Throttle (pulse width modulated) uses a
pulse width to indicate the desired percent of full throttle. This signal can be provided by a special throttle
module or by another control unit such as a transmission controller. A PWM Throttle signal may be used in
the same application with an analog throttle input, but
not with a 3-State Throttle. If the PWM Throttle signal
is OFF or disconnected, the Controller will use the
analog throttle for the throttle command. If the PWM
Throttle signal is turned ON, then the ECU will automatically start using the PWM throttle signal for the
throttle command instead of the analog throttle input.
If the PWM Throttle signal is turned OFF again, the
controller will switch back to using the analog throttle
input.
PWM THROTTLE
OUTPUT SIGNAL SPECIFICATIONS
The pulse-width-modulated (PWM) throttle input shall
represent percent of full throttle position as defined in
Figure 122-24 below. The signal shall be a pulse
width having a resolution of at least 256 discrete
widths. The period of the waveform is 10 msec 32
sec. The position of the pulse in any cycle may vary
1 msec. It is not accumulative and is referenced to
an absolute time frame. The pulse width is defined as
the time duration of the signal between the 50% points
of the rising and falling edges.
If the Pulse Width (t) is:
Then the Command Speed is:
256 + 6 sec / -20 sec

256 + [(Nc - LIZF)/(HIZF - LIZF)] x 4080 6 sec
4336 + 20 sec / -6 sec
when:
Nc
LIZF
HIZF
t
=
=
=
=
Nc = LIZF
Nc = LIZF + (HIZF - LIZF) x [(t - 256) / 4080]
Nc = HIZF
engine speed, command (rpm)

low idle zero fuel speed (rpm)
high idle zero fuel speed (rpm)
signal pulse width (sec)
Figure 122-24, PWM throttle scaling

122 - 21
July 1997

The PWM Throttle signal levels are specified as follows:
Vil
Vih
1.5 V at |Iil|
1.5 V at |Iih|
tr
tf
10 sec
10 sec
300 A
300 A
The Engine Control Unit provides a buffered output of

the auxiliary speed sensor signal which can be used to
monitor engine speed. This signal is the Auxiliary
Speed Output signal. The wiring shown in Figure 12225 is similar to that of the PWM Throttle Input, with the
receiving electronic module grounded to Single Point
Ground to minimize voltage offsets in the ground circuit.

Vol
Voh
:
:
Vil
Vih
Vol
= voltage, low level input (logic 0)

= voltage, high level input (logic1)
= voltage, low level input voltage
of signal source
= voltage, high level input voltage
of signal source
= current, low level input
= current, high level input
AUXILIARY SPEED (TACH)

OUTPUT SIGNAL SPECIFICATIONS
0 V (dc) min.
5.7 V (dc) max.
when:
Voh
Iil
Iih
tr
tf

= fall time measured between Vol and
YEL/WHT
POWER
GROUND
BLACK
REMOTE
ELECTRONIC
MODULE
X29
X4H
SINGLE
POINT
GROUND
Figure 122-25, Auxiliary speed output wiring

Figure 122-26 shows that the auxiliary Speed Output is
a digital signal which switches between 0V and 11V (no
load). The frequency is the same as the Auxiliary
Speed input signal which comes directly from the sensor.
Input impedance:
R
>
Cto ground <
AUXILIARY
SPEED
OUTPUT
40,000 ohms
1000 pF
If this throttle input signal is present, it will take priority

as throttle input. If this signal is missing, throttle command will revert back to analog throttle input. Engine
controller may consider the PWM Throttle input missing if the signal is not valid within 40 5 msec.
AUXILIARY
SPEED
OUTPUT
YEL/WHT
POWER
GROUND
BLACK
REMOTE
ELECTRONIC
MODULE
X29
X4H
SINGLE
POINT
GROUND
Figure 122-26, Auxiliary speed

waveform
July 1997
122 - 22
output
signal

The actual voltage levels seen by the receiving electronic module are a product of the input impedance of
the receiving circuit. Figure 122-27 shows the source
resistance of the output circuit within the ECU. The
500 ohm resistance protects the controller against
short circuits, but will cause a voltage drop between
the signal buffer and the receiver in both the high and
low states. There will be a voltage drop across both
the 500-Ohm and 1500-Ohm resistances in the high
state. The waveform and the voltage drops need to
be considered when interfacing this signal with an
electronic tachometer.
11V
MAX
DEFINITION OF TERMS
Analog
Voltage which has a continuous range of possible
voltages. Usually represents a continuously variable
physical value such as rack position, fuel temperature
or throttle lever position.
Electronic Governor
The computer program within the engine controller
which determines the commanded fuel delivery based
on throttle command, engine speed and fuel temperature. Replaces the function of a mechanical governor.
The entire electronic fuel injection system is sometimes referred to as the electronic governor.
VOLTS
PWM
0V
TIME
Figure 122-27, Auxiliary speed output source

resistance
Pulse-Width-Modulated. A digital electronic signal (not

analog) which consists of a pulse generated at a fixed
frequency. The information transmitted by the signal is
contained in the width of the pulse. The width of the
pulse is changed (modulated) to indicate a corresponding change in the information being transmitted,
such as throttle command.
TVP Module
Transient Voltage Protection Module. A device which
protects the engine controller electronics against high
energy voltage transients such as alternator load
dumps.
3-State
An input signal which only has three possible states
(voltages). These voltages are typically 0 volts, +2.5
volts, and +5 volts. An application may only require
one or two of the three possible input states.
METRIC WIRE SIZE CONVERSION
122 - 23
AWG
Wire Size
Metric
Wire Size
12
3.0
14
2.0
16
1.0
18
0.8
20
0.5
July 1997
SECTION CONTENTS
Electronic Engine Controls - LUCAS
Contents/Notes
Page
Introduction............................................................................................................................................................ 1
Power Requirements............................................................................................................................................. 3
ECU Mounting Requirements................................................................................................................................ 5
Parts That Come With the Engine......................................................................................................................... 6
Parts That Dont Come With the Engine ............................................................................................................... 6
Completing the Control System............................................................................................................................. 6
Using The RE71346 Instrument Panel.................................................................................................................. 7
Performance Programming Connector.................................................................................................................. 8
Providing Your Own Instrument Panel................................................................................................................... 9
1. Tachometer Switch Connector ............................................................................................................... 10
2. Tachometer Connector ........................................................................................................................... 10
3. Throttle Switch Connector Analog ...........................................................................................................11
4. Analog Throttle Potentiometer.................................................................................................................11
5. Fuse Socket............................................................................................................................................ 12
6. Magnetic Automatic Shutdown Switch.................................................................................................... 12
7. Fuel Filter Restriction.............................................................................................................................. 13
8. ECU Power Relay and Alternator Relay ................................................................................................. 13
Providing Your Own Control Wiring Harness....................................................................................................... 14
User Connector Pin Assignments........................................................................................................................ 15
1. System Power ........................................................................................................................................ 16
2. Performance Program Connections ....................................................................................................... 17
3. PWM Throttle ......................................................................................................................................... 17
4. Analog Throttle ....................................................................................................................................... 18
5. Fuel Flow Signal Output ......................................................................................................................... 19
Power, Starter, and Ground Connector ............................................................................................................... 19
Coolant Sensor and Alternator Connector........................................................................................................... 20
Diagnostic Connector .......................................................................................................................................... 20
Serial Codes........................................................................................................................................................ 21
................................................................................................................................................................................
................................................................................................................................................................................
DSEG01123
July 1997
LUCAS
INTRODUCTION
A complete Lucas electronic control system as used on POWERTECH 10.5 L and 12.5 L engines consists of:
Electronic unit injectors

Engine sensors
Engine wiring harness
Instrument panel with ECU power relay and control wiring harness
ECU
Engine
w/ Unit Injectors
& Sensors
Figure 123-1, Lucas Electronic Control System
The ECU is the "black box" that contains the computer

and most other electronic components needed to operate the system. The ECUs primary job is to schedule
an accurately timed pulse to each injector so that a
controlled fuel quantity is injected into the cylinder at
the correct crank angle.
Software
The ECU is equipped with a nonvolatile (permanent)
memory with stored data that controls the engines operation. The ECU checks for software errors in the programmed data during power-up and for sensor and
throttle errors while running. If ECU Memory errors are
detected during power-up, the ECU will be put into "initialization" mode and the engine will not run. If sensor
or throttle errors occur during power-up or when running, the default values for the cranking and running
state are substituted for those inputs that are in error.
Multiple engine performance curves can be stored in
the ECUs memory. The default engine performance
curve is active when no other performance curve is selected through the user input connection, or whenever
the ECU detects a critical engine error. The default
power level will allow continued operation at reduced
power until repairs can be made.
Governor Operation
The ECU provides both variable-speed and Min-Max
governing. The variable-speed governor is controlled
by throttle input, while the Min-Max governor sets the
low and high idle speeds. Whenever the throttle input
from the all speed governor is outside the Min-Max
governor limits, the Min-Max governor takes control.
The variable-speed governor can be set for either normal droop or isochronous operation. Normal droop,
the default, gives a drop in engine speed with an increase in load or an increase in engine speed with a
decrease in load. The normal % droop for your engine
will be listed on the performance curve. When isochronous governing is selected the droop is set to 0%,
and there is no change in engine speed with changing
loads. Because of the extra program steps in the
ECUs operation, the isochronous governor responds
slower to load changes than the normal droop governor.
The maximum engine speed at no load (high idle
speed) is selectable on some applications. A switched
input selects either the normal high idle speed or a
maximum high idle speed.
123 - 1
July 1997
LUCAS
Throttle
Diagnostics and Engine Protection
Two throttle inputs to the ECU are available, analog

and Pulse-Width-Modulated (PWM). An analog throttle potentiometer is the most commonly used type of
throttle input. A PWM throttle uses an electronic module to generate a digital signal input to the ECU.
Whenever a valid PWM throttle input is present, the
analog input is ignored.
The ECU has four diagnostic and protection functions:
July 1997
123 - 2
1.
Self Diagnostics - The ECU will detect failures

within the control system including sensors, actuators and the ECU itself.
2.
Engine Diagnostics - The ECU monitors the engine fuel, coolant, and air temperature sensors
and the air intake manifold pressure sensor for
out-of-range values or erratic operation.
3.
Engine Protection - The engine diagnostic information is used to protect the engine by reducing
the maximum available speed and power. High
intake manifold temperatures or low oil pressure
will turn on this function and only the default power level will be available. The default power level
will allow continued operation at reduced power
until repairs can be made.
4.
Service Diagnostics - Fault codes generated by

the ECU are stored for later retrieval through the
serial interface or the Deere Diagnostic Tool link.
LUCAS
POWER REQUIREMENTS
The Lucas Engine Control Unit is available in 12-volt or 24-volt versions. The minimum voltage requirements are:
12-volt ECUs
24-volt ECUs
Minimum voltage at key on
10.5 volts
21.0 volts
Minimum voltage during cranking
6.7 volts
13.4 volts
The John Deere instrument panel for use with the Lucas control system is only available in a 12-volt version.
A special power connector harness (RE500407) is provided with each 12-volt ECU to allow it to be operated on a
system with a 24-volt starter and alternator. A second power connector harness (RE500437) is provided for conventional operation. The Lucas control system can be wired in three different configurations depending on ECU
voltage and starter/alternator voltage as follows:
Wiring Configuration #1: 12-volt ECU, Panel, Starter, and Alternator

Both leads of RE500437 power connector harness to starter battery terminal
12-volt
ECU
12-volt
Starter
12-volt Panel
12 V
Figure 123-2, 12-volt ECU, Panel , Starter, and Alternator

This is the simplest configuration because all components work on the same voltage, and the system can
use the standard John Deere instrument panel and ECU power relay. Wire both terminals of the RE500437
power lead to the battery terminal of the starter.
123 - 3
July 1997
LUCAS
Wiring Configuration #2: 24-volt ECU, Starter, and Alternator

Both leads of RE500437 harness to starter battery terminal
24-volt
ECU
24-volt
Starter
12 V
12 V
Figure 123-3, 24-volt ECU, Starter, and Alternator

For a complete 24-volt system, either two 12-volt batteries or one 24-volt battery can be used. Both terminals of the RE500437 power connector harness attach to the 24-volt battery terminal of the starter.
You must provide your own instrumentation and ECU power relay when using a 24-volt ECU. No 24volt instrument panel for the Lucas control system is available from John Deere.
For details, see the following sections on providing your own instrument panel and providing your own control wiring harness.
Wiring Configuration #3: 12-volt ECU and Panel with 24-volt Starter and Alternator
Unterminated lead of RE500407 harness to first 12 V battery terminal
12-volt
ECU
24-volt
Starter
12 V
12 V
12-volt Panel
Figure 123-4, 12-volt ECU and Panel with 24-volt Starter and Alternator
To use the 12-volt John Deere instrument panel with a 24-volt starter and alternator, you must use a split
12/24-volt system. Two 12-volt batteries must be used (not one 24-volt battery). A special RE500407 power
connector harness is provided with each 12-volt ECU. It includes a 10-foot unterminated 12-gauge wire to
connect to the +12-volt terminal of the grounded 12-volt battery. The user must improvise this connection.
July 1997
123 - 4
LUCAS
Wiring Configuration #3 (Continued)
ECU MOUNTING REQUIREMENTS
Clamps to attach smaller power wires directly to battery cables are available from most auto parts suppliers.
When mounted on the engine, the ECU is cooled with

an integral fuel cooled mounting plate. When mounted
off engine, fuel cooling lines do not need to be connected to the mounting plate, but the ECU must be in a location with a maximum temperature of 176F / 80C.
In this configuration the ungrounded 12-volt battery will

receive 1.5 to 2 amps of charge current continuously
whether it needs it or not. This should not cause overcharging problems as long as heavy duty batteries of
the recommended capacity are used. However, other
12-volt accessories with large current draws, such as
lighting, should not be added. Higher 12-volt current
draw could result in premature failure of the ungrounded battery, and insufficient charging of the grounded
battery.
When using a split 12/24-volt system, the ignition wire
for the 24-volt alternator should be operated with a relay to isolate it from the 12-volt ECU and instrument
panel. A relay is provided with the John Deere instrument panel for this purpose.
When installed off the engine, the ECU case must be

grounded to the engine block with an 8-AWG or larger
ground strap to minimize radio frequency interference.
Never cut or splice into the ECU wiring harnesses. Do
not wire any other loads into the ECU wiring harnesses.
Wiring harnesses must be installed and routed to avoid
sharp bends, kinking, pinching, cutting, rubbing or excessive pulling. Use cable clamps or wire ties as needed. Do not overtighten wire ties. Do not run screws
through the wiring harnesses. Protective shields may
be needed to protect the harnesses from road hazards,
sharp surfaces, corrosive materials or excessive heat.
Arc welding on the vehicle can cause ECU failures if
there are any flaws in the electrical connections. To be
safe, both ECU connectors should be disconnected before any welding is done on the vehicle. We recommend that "No Welding" signs be prominently
displayed on the vehicle chassis.
123 - 5
July 1997
LUCAS
PARTS THAT COME WITH THE ENGINE

The engine comes with sensors, injectors, ECU and engine wiring harness (Figure 123-5). The ECU is available
mounted on the engine, or with optional 10-foot (3.1 meter) or 20-foot (6.2 meter) extended engine wiring harnesses
for remote mounting. The engine harness includes starter and alternator connections. The starter relay and alternator ignition connections should be made through the connectors on the engine harness.
Engine Wiring Harness
ECU
Engine
w/ Unit Injectors
& Sensors
Power & Starter Connector

Coolant Sensor, Alternator,
& Ground Connector
Figure 123-5, Engine Wiring Harness and ECU

Power to the ECU must be provided through a special ECU power relay. The ECU power relay is not provided with
the engine.
PARTS THAT DON'T COME WITH THE ENGINE

The Distributor or OEM must provide the following parts:
Ignition switch
Starter relay
Fuse
Throttle potentiometer
ECU power relay (see requirements in following sections)
Control wiring harness with ECU plug
Other instrumentation and controls as desired
COMPLETING THE CONTROL SYSTEM

There are three ways to complete the control system:
1. Use the John Deere RE71346 instrument panel with RE71564 control wiring harness.
2. Adapt the RE71564 control wiring harness to your own instrumentation and controls
3. Make your own wiring harness and controls
The easiest way to provide all the control system parts that do not come on the engine is to use the John Deere
RE71346 instrument panel.
July 1997
123 - 6
LUCAS
USING THE RE71346 INSTRUMENT PANEL

The RE71346 Instrument panel includes a 7-foot (1.7 meter) wiring harness with ECU connector. It is prewired with
ignition switch, starter relay, ECU power relay, panel mounted fuse, throttle potentiometer, three-position throttle
switch, special tachometer/hourmeter with diagnostic readout and control switch, and a model 517 safety switch
with oil pressure and coolant temperature switchgauges. The RE71346 panel operates on 12 volts only. It is
equipped with an alternator ignition relay to allow use with 24-volt alternators in a split 12/24-volt system.
Diagnostic Connector
with Cap
ECU Connector
Power & Ground Connector
Coolant Sensor, Alternator,
& Ground Connector
Figure 123-6, RE71346 Instrument Panel with ECU Power Relay and Safety Switch
To operate the POWERTECH 10.5 L and 12.5 L engine with RE71346 instrument panel, you need only plug the ECU
connector into the ECU, plug the alternator and starter control connectors into the mating connectors on the engine
harness, connect the battery cables, and turn the key.
The capped diagnostic connector on the instrument panel harness is for service procedures only. It doesn't get
plugged into anything. It should be stored in the storage socket provided on the ECU mounting bracket. Refer to
the POWERTECH 10.5 L and 12.5 L operators manual for more information on the RE71346 panel, and the use of
the diagnostic connector.
123 - 7
July 1997
LUCAS
PERFORMANCE PROGRAMMING CONNECTOR

The ECU can be programmed with multiple power and governor curves. Refer to the specific Engine Performance
Curve for your engine to determine what variations are available to you. To switch between the available power and
speed regulation curves you insert jumper wires between certain terminals in the wiring harness.
A
B
Jumper Wires
C
D
E
Figure 123-7, Performance Program Connector (PPC);
(Programmed for intermittent power and isochronous speed regulation.)
Inside the RE71346 instrument panel, you will find a 10-pin Metripac connector that is capped off and not plugged
into anything. This is the Performance Program Connector ( Figure 123-4). To change programming, you add and/
or remove jumper wires from one or more of the five adjacent pairs of terminals. Some jumper wires will be included
with the engine. Additional wires will be available through the John Deere parts system.
Three jumper wires will be included with each engine. Additional jumper wires can be ordered through parts, or additional jumper wires can be made with R65594 Metripac crimping tool (Packard # 6285847), and the following parts:
1 - 18 Gauge GXL Wire, 4 inches long (25 mm)

2 - R104846 Terminals (Packard #12048074)
2 - 57M7258 Seals (Packard #12048086)
Jumpers can be inserted into the connector by hand. However, once installed, they cannot be removed by hand.
A special tool (Packard #12094429) is required to remove the wire, or the wire can simply be cut and taped off.
ECU Function
Pins
A
Intermittent Power
Curve #1
No Jumper
Wire
Jumper Wire
Installed
Not Used*
Continuous Power
Curve #2
Jumper Wire
Installed
Jumper Wire
Installed
Not Used*
Continuous Default
Power Curve #3
Jumper Wire
Installed
No Jumper
Wire
Not Used*
Intermittent Default
Power Curve #4
No Jumper
Wire
No Jumper
Wire
Not Used*
Standard Droop
Governor
Not Used*
No Jumper
Wire
Isochronous
Governor
Not Used*
Jumper Wire
Installed
Fast Idle Speed #1
Not Used*
No Jumper
Wire
Fast Idle Speed #2

(if available)
Not Used*
Jumper Wire
Installed
MetriPack Jumper C is not used at this time. Installing a jumper in this connector will put the ECU in the Default Power mode.
Figure 123-8, Performance Program Connector Chart

July 1997
123 - 8
LUCAS
PROVIDING YOUR OWN INSTRUMENT PANEL (Notes begin on next page.)

If you choose not to use the RE71346 instrument panel, you will have to provide your own ignition switch, starter
relay, fuse holder, throttle potentiometer, ECU power relay, wiring harness with ECU plug, and any other instrumentation and controls you need.
You can design your own wiring harness, or you can adapt the RE71564 wiring harness used on the RE70186 panel. To adapt the RE71564 harness, refer to Figure 123-9, and to the notes that follow. The wire numbers shown
on the diagram are printed on each wire. The RE71564 harness includes an ECU power relay and an alternator
ignition relay to allow the use of 24-volt alternators in a split 12/24-volt system.
The RE71564 harness does not include wiring for a PWM throttle. If you wish to use a PWM throttle input, you will
have to make your own harness or modify RE71564. To adapt RE71564, refer to Figure 123-9.
To Engine
& ECU
Tachometer
Female Metripac
(Use RE68154
tachometer only.)
See Fig. 123-5.

Tachometer Switch
Female Metripac
(See note 1.)
Throttle Switch
Male Metripac
(See note 3.)
(See note 2.)

a
b
c
311 (brown)
1/4" female blade
switch terminal
c
b
a
050 (black) (ground)

1/4" female blade
switch terminal
Performance
Program Connector
Male Metripac
(Do not connect;
Service only.)
Analog Throttle Potentiometer
Male Weatherpac
(See note 4.)
Starter
Relay
309 (white) M5 ring

002 (red) M5 ring
c
b
a
012 (purple)
092 (red)
357 (red)
Magnetic (ground) 050 (black)

Automatic
Shutdown
307 (purple)
Switch
022 (red)
(See note 6.)
load
terminals
Fuse socket
(See note 5.)
Fuel Filter Restriction

Lamp Wire
050 (black) (ground)
(See note 7.)
Ignition Switch
Switchgage Grounds 010 (black)

(optional)
010 (black)
(See note 6.)
c b a
d
ECU Power and Alternator Ignition

Relay Connector
(See note 8.)
a (212 (red)) = accessory

b (311 (brown)) = start
c (022 (red)) = ignition
d (012 (red)) = battery
Fits AR58126 switch
Figure 123-9, RE71564 Control Wiring Harness Diagram

123 - 9
July 1997
LUCAS
PROVIDING YOUR OWN INSTRUMENT PANEL (NOTES)

Note #1: Tachometer Switch Connector
The tachometer switch changes modes on the RE68154 digital tachometer display. Refer to the operators manual for more details. The RE71564 harness is designed to fit RE69736 switch with 3-prong male Metripac connector. To use your own normally open momentary three-position switch, refer to Figure 123-10 and the table.
a
b
c
Wire #374 (yellow)

050 (black) ground
Wire #375 (dk. green)
No terminals connected
Terminal "b" connected
to terminal "a"
to terminal "c"
Normal tachometer mode

"SELECT" mode
"RESET" mode
Figure 123-10, Tachometer Switch Connector
Note #2: Tachometer Connector

Designed to fit RE68154 tachometer with 10-prong female Metripac connector. Refer to the operators manual
for tachometer operation.
The RE68154 tachometer is especially made for John Deere by Ametek to display rpm, hours, and diagnostic
codes from the Lucas ECU. It receives its rpm and diagnostic signals digitally, via two SAEJ1708 serial links.
This digital signal is not adaptable to standard electronic tachometers. The RE68154 tachometer operates on
12 volts only. No 24-volt tachometer is available.
We recommend that only the RE68154 tachometer be used. If the customer is designing his own tachometer /
diagnostic display, refer to Figure 123-11 for connector pins.
Pin "A" - Wire #022, Ignition (+12 or 24 volts, keyed) (two used, see pin "J")
Pin "B" - Wire #375, To tachometer switch (see note 1)
Pin "C" - Wire #378, ECU pin #25, Serial communications "A" - SAEJ1708
Pin "D" - Wire #050, Ground
Pin "E" - Wire #379, ECU pin #26, Serial communications "B" - SAEJ1708
Pin "F" - Not used
Pin "G" - Wire #374, To tachometer switch (see note 1)
Pin "H" - Not used
Pin "J" - Wire #022, Ignition (+12 or 24 volts, keyed) (two used, see pin "A")
Pin "K" - Not used
Figure 123-11, Tachometer Connector Pins
July 1997
123 - 10
LUCAS
Note #3: Throttle Switch Connector

The throttle switch changes between adjustable and preset speeds. Refer to the operators manual for more
details. The RE71564 harness is designed to fit the RE68803 three position switch with 3-prong female Metripac
connector. To use your own switch, refer to Figure 123-9 and the table.
a
b
c
Wire #366 (purple)

Wire #363 (orange)
No terminals connected
to terminal "a"
Fast Idle / Rated Speed

to terminal "c"
Analog Throttle Potentiometer

(See note 4.)
Low Idle
Figure 123-12, Throttle Switch Connector

A simple on/off toggle switch between terminal "b" and terminal "a" will result in a two-position throttle that
switches between low idle and fast idle. A simple on/off toggle switch between terminal "b" and terminal "c" will
result in a two-position throttle that switches between low idle and the analog throttle. (See note 4.)
To operate with analog throttle only (no throttle switch), permanently connect terminal "b" to terminal "c".
To operate at fast idle only (common with gen-sets), permanently connect terminal "a" to terminal "b".
Note #4: Analog Throttle Potentiometer

The analog throttlepotentiometer is used to adjust engine speed. The RE71564 harness is designed to fit the
RE69667 throttle with 3-prong female Weatherpac connector. Other throttle potentiometers, including foot
throttles that fit this plug, may be available from Morse or other controls manufacturers.
Additional adjustable resistors can be added to Wire #361 (brown) and/or Wire #366 (lt. blue), to provide an
adjustable slow and/or fast idle, respectively. It is best to keep overall system resistance at about 5000 Ohms,
but overall resistance from 2000 to 15000 Ohms should work.
Slow idle position
a
b
c
Wire #361 (brown)

Wire #367 (purple)
Fast idle position
Sensor Type
End-to-end resistance
Potentiometer or switched resistors
Wiper-to-low-end
resistance
Voltage Supply
5K Ohm 20%
0-Ohm minimum;
1250-Ohm maximum
+5 volts from Wire #366
Ground
Analog Ground on Wire #361
Figure 123-13, Analog Throttle Potentiometer

Note: If the voltage on Wire #365 goes all the way to 5 volts, the ECU will generate a fault code and
return the engine to slow idle. It does this so that a break in wire 361 does not cause the engine
to go to fast idle unexpectedly. The RE71564 wiring harness contains a 100-Ohm resister in Wire
#367 to prevent the voltage from going over 4.5 volts within normal throttle travel.
To operate with throttle switch only (no adjustable throttle), make no connections to this circuit.
123 - 11
July 1997
LUCAS
Note #5: Fuse Socket

These connectors are designed to fit the AE21116 fuse socket. Any fuse socket with 1/4" male blade connectors
can be used. A 30-A fuse with the following characteristics (per SAE J1284) must be used:
Rating
Blow time
110%
135%
200%
350%
100 hours, minimum

1500 seconds, maximum
5 seconds, maximum
0.08 seconds, minimum
Note #6: Magnetic Automatic Shutdown Switch (Refer to Figure 123-14.)

The magnetic automatic shutdown switch is designed to be used with the 12-volt RE63642 magnetic switch to
automatically shut down the engine in the event of low oil pressure or high coolant temperature. Any Murphy
or similar magnetic switch can be used. 24-volt switches are available. Connect Wire #050 to the ground terminal, Wire #307 to the normally closed terminal, and Wire #022 to the battery voltage terminal. Wire #022 has
battery voltage on it whenever the ignition switch is in the "on" position, and Wire #307 passes through battery
voltage to the ECU as long as the switch has not tripped.
The oil pressure and coolant temperature switchgauges should be connected to the "S1" and/or "S2" terminals.
Any time "S1" and/or "S2" goes to ground, the switch trips and the engine shuts off. Additional grounding switches can also be connected to the "S1" and/or "S2" terminals to shut down the engine if desired. (Note: The two
switchgauge ground wires in the harness are only to assure a good ground. They are not the signal wires).
#050 (black) ground
NO
NC
S1
S2
#307 purple
#022 (red)
Figure 123-14, Magnetic Automatic Shutdown Switch
If you do not want to use a magnetic automatic shutdown switch, permanently connect Wire #022 (red) to Wire
#307 (purple). Insulate the connection well. It will carry battery voltage whenever the ignition switch is in the
"on" position.
July 1997
123 - 12
LUCAS
Note #7: Fuel Filter Restriction

Not used in the RE71564 instrument panel, this circuit will drive a 12-volt or 24-volt indicator light to indicate
when the fuel filters need changing due to excessive pressure drop. If used, it should be wired as follows:
#357 (red)
#050 (black) ground
Figure 123-15, Fuel Filter Restriction
Note #8: ECU Power Relay and Alternator Relay
Alternator
Relay
Connector
5
3
ECU
POWER Relay
Connector
2 4
5
3
Figure 123-16, ECU Power Relay and Alternator Relay

For a 12-volt ECU, no changes are necesary. The RE71564 harness comes with two 12-volt AL76702 microrelays already installed. These relays operate the ECU and alternator.
The two AL76702 micro-relays cannot be used with a 24-volt ECU. They should be discarded. For a
24-volt ECU, you must order and install two RE500866 24-volt micro-relays.
123 - 13
July 1997
LUCAS
PROVIDING YOUR OWN CONTROL WIRING HARNESS

If you make your own control wiring harness instead of using RE71564, you must provide the following connections:
ECU connection through the AMP 36-pin connector on the ECU
Coolant Sensor and Alternator connections through the 6-pin Metripac connector on the engine wiring
harness.
Power, ground, and starter solenoid connections through the 4-pin Metripac connector on the engine
wiring harness.
Diagnostics connector for service
Refer to the following information to design your harness.
ECU Connection Through the AMP 36-Pin Connector

The AMP 36-pin connectors are keyed so that the Engine connector and the Control connector cannot be switched.
Control connectors are available from AMP. Customer supplied harnesses must have the wires labeled. The following parts are required to make one Control connector:
AMP Part #
Qty
Description
346245-5
172888-2
175104-2
346237-1
346238-1
346239-1
344112-1
975365
975367
979023
172748-2
1
36
36
1
1
1
1
3
2
2
1
Connector
Cable Seals
Terminals
Shroud Assembly
Shroud Assembly
Strain Relief Clip
Anti-Backout
12 mm PT Screws
10 mm PT Screws
Pivot Washers
Connector Plug
The pin assignments for Pins #1 through #12 are power connections and Pins #13 through #36 are connected to
the logic board of the ECU.
July 1997
123 - 14
LUCAS
User Connector Pin Assignments (Notes begin on next page.)

Pin #
Description
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
Spare
Spare
ECU Power Relay (See note 1.)
Reserved
Spare
Key Switch (+12 volts or 24 volts keyed, from key switch ignition terminal)
Spare
Engine Speed output, 1 pulse every 2 revolutions, buffered
Power Ground (see Power, Starter, and Ground Connector section, following notes.)
Power Ground (same as pin #9)
Power Input (+12 volts or 24 volts; See note 1.)
Power Input (+12 volts or 24 volts; See note 1.)
Reserved
Spare
Torque Curve Select Input #1 (See note 2.)
PWM Throttle Input (See note 3.)
EOL Enable (See Diagnostic Connector section, following notes.)
Spare Input
Spare Input
Spare Input
Reference Ground for analog throttle and coolant temp sensor (See note 4 and Coolant Sensor and
Alternator Connector section, following notes.)
Coolant Temperature Input (See the Coolant Sensor and Alternator Connector section, following
notes.)
Not Used
Serial Communications A - SAE J1708 (See Diagnostic Connector section, following notes.)
Serial Communications B - SAE J1708 (Refer to Pin #25.)
PWM Fuel Value Output (See note 5.)
Spare Input
Spare Input
Spare Input
Maximum Speed Governor Select (See note 2.)
Isochronous Governor Select (See note 2.)
+5 volt power supply (Refer to Pin #22.)
Analog throttle pot input (See note 4.)
Not Used
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
123 - 15
July 1997
LUCAS
User Connector Pin Assignment (Notes)

Note 1: System Power
You must provide a normally open power relay for the ECU, wired as shown in Figure 123-17. Minimum wire
size for all power connections is 12 AWG on each line.
ECU power relay switch terminals
From the battery terminal
of your ignition switch
(Constantly "ON," not switched "ON.")
To ECU pin #3
ECU
relay
load
terminals
To ECU pins #11 & #12
Figure 123-17, ECU Power Relay

The ECU power relay must meet the following specifications:
Maximum Inductance
Maximum Resistance
Maximum Current
12-Volt ECUs
24-Volt ECUs
50 millihenries
32 ohms
350 mA
50 millihenries
60 ohms
170 mA
When power "on" is supplied through the ignition terminal of the key switch to ECU Pin #6, ECU Pin #3 is connected to the ECUs internal ground. Your relay then delivers 12 or 24 volts to ECU pins #11 and #12. The ECU
Power Relay holds the main battery power on after the key switch is turned off until any stored faults and
shut-down parameters are stored in the nonvolatile memory. To avoid generating spurious faults, the battery
connections should not be disconnected with the key switch on.
If an Operators Seat Switch is needed for the vehicle, the Seat Switch should be installed in series between the
key switch and ECU pin #6.
July 1997
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LUCAS
Note 2: Performance Program Connections

ECU pins numbered 15, 21*, 31, 32, and 33 are the performance programming pins. Pin #34 provides a +5volt power supply for use with the performance programming pins.
Engine performance is programmed by connecting pins as described in Figure 123-18.
ECU Function
ECU Pin #15
ECU Pin #31
ECU Pin #32
ECU Pin #33
Intermittent Power
Curve #1
Open or ground
To ECU pin #34

(5 volts)
Continuous Power
Curve #2
To ECU pin #34

(5 volts)
To ECU pin #34

(5 volts)
Continuous Default
Power Curve #3
To ECU pin #34

(5 volts)
Open or ground
Intermittent Default
Power Curve #4
Open or ground
Open or ground
Standard Droop
Governor
Open or ground
Isochronous
Governor
To ECU pin #34

(5 volts)
Fast Idle Speed #1
Open or ground
Fast Idle Speed #2

(if available)
To ECU pin #34

(5 volts)
* Pin #21 is not used at this time. It should be left disconnected.

Voltage over 3.5 volts on this pin will put the ECU in the Default Power mode.
Figure 123-18, Performance Programming Pins
Note 3: PWM Throttle

The ECU can accept a PWM signal from 50 to 400 Hz. with duty cycle from 5% to 95%. However, steady state
speed fluctuations could be noticeable at low frequencies, so we recommend 400 Hz if possible.
Recommended Signal:
PWM throttle controller Frequency - 400 Hz. (repeats w/ 2.5 msec. period)
Low throttle duty cycle - 5% (On time .1 msec./ 2.4 msec off @ 400 Hz)
High throttle duty cycle - 95% (On time 2.4 msec./ .1 msec off @ 400 Hz)
Signal should be square wave with 5 volt high and 0 volt low with 1 mA. current drive capability. Resultant
throttle control will have approximately 3% deadband at each end of the throttle travel. RPM control will be
linear from 3% to 97%.
The PWM input circuit in the ECU has a 100K-resistor in series with a buffer amplifier. Switching occurs at TTL
levels of 3.25 volts for high, 1.75 volts for low. The PWM control should be either push-pull driver design or
provide it's own load resistor to meet the above voltage level requirements. As the distance between the PWM
controller and the ECU increase, noise problems causing spurious switching can become worse. Turn-on and
turn-off delay times inside the ECU result in a drop in engine speed with presence of noise on the PWM signal.
Shielding or installing the load resistor at the ECU end of the harness will reduce noise problems.
If a PWM throttle is not used, make no connection to ECU pin #16.
123 - 17
July 1997
LUCAS
Note 4: Analog Throttle

The analog throttle is the most common type used. Unless a PWM throttle takes priority, the voltage on ECU
pin #35 determines the operating speed as follows:
If ECU pin #35 is an open circuit, or grounded, (< 1/2 volt), regulated engine speed will be low idle.
If the voltage on ECU pin #35 is between 4 and 4.7 volts, regulated engine speed will be fast idle
If the voltage on ECU pin #35 is between 1/2 volt and 4 volts, an intermediate engine speed proportional
to voltage will be provided.
If the voltage on ECU pin #35 is over 4.7 volts, the ECU will generate a fault code and return the engine
to slow idle. This prevents unexpected fast idle operation in the event of a circuit failure.
The analog throttle is usually wired as shown in Figure 123-19.
Slow idle position
ECU pin #22, reference ground
5000
Ohms
ECU pin #35, speed input

ECU pin #34, 5-V DC power
Fast idle position

100-Ohm resistor recommended
Figure 123-19, Analog Throttle Wiring

The 100-Ohm resistor in the wire to ECU pin #34 prevents the voltage on ECU pin #35 from going over 4.6 volts
within normal throttle travel.
Any potentiometer from 2000 to 15000 Ohms can be used; the lower the better. The resistor in the wire to ECU
pin #34 should always be about 2% of the potentiometer resistance to provide the correct fast idle.
Adjustable resistors can be added to the wire to ECU pin #22 and/or the wire to ECU pin #34, to provide an
adjustable slow and/or fast idle, respectively. It is best to keep overall system resistance at about 5000 Ohms,
but overall resistance from 2000 to 15000 Ohms should work.
Since the engine will go to low idle with either a ground or an open circuit on ECU pin #35, a simple on/off toggle
switch in the wire to ECU pin #35 can be used to switch between low idle and throttle selected speed.
A three-position switch can also be used, as shown in Figure 123-20, to switch between low idle, fast idle, or
adjustable speed. Since the engine will go to low idle with either a ground or an open circuit on ECU pin #35,
the low idle terminal of the switch can be left disconnected if desired, instead of connecting it to the ECU pin #22
circuit.
Slow idle position
ECU pin #22, reference ground
5000
Ohms
ECU pin #35, speed input

ECU pin #34, 5-V DC power
Fast idle position

Optional three-position switch
Figure 123-20, Analog Throttle Wiring (w/ toggle switch)

July 1997
123 - 18
LUCAS
Note 4: Analog Throttle - Continued

If an adjustable intermediate speed is not desired, the potentiometer can be replaced by a fixed 5000-Ohm resistor, and a simple on/off toggle switch can be used if desired to switch between fast idle and slow idle.
If fast idle operation only is desired (common on gen-sets), a simple two resister bridge between ECU pins #22
and #34 can be used, with ECU pin #35 picking up its signal between the resisters.
Note 5: Fuel Flow Signal Output

The fuel flow signal on ECU pin #27 is a 200-Hz pulse-width-modulated 14-volt or 28-volt (depending on ECU
operating voltage) square wave with a 1.2K output resistor in series to limit current flow. Pulse width from 5%
to 95% corresponds linearly to fuel flow.
5% Pulse width (250 s pulse) = Zero fuel flow
95% Pulse width (4750 s pulse) = 228 lb./hr (104.2 kg/hr) fuel flow.
Power, Starter, and Ground Connector

You must provide a 4-pin female Metripac connector to mate with the 4-pin male metripac power, starter, and ground
connector on the engine wiring harness.
Terminals "a" and "b" on the engine connector should be connected to the load terminals of your starter relay. Terminal "c" goes to both pins 9 and 10 on the ECU. Pin "d" goes through a fuse to the battery terminal of your ignition
switch and the ECU power relay (see ECU power relay wiring details, Figure 123-17). Minimum wire size for all
power connections is 12 AWG on each line.
To the starter relay switch terminal of your key switch
Your starter relay
a
b
c
d
Wire #002 (red) full battery power (12V or 24V)

Wire #309 (white) starter solenoid
Wire #050 (black) ground
To ECU pins #9 & #10
Wire #092 (red) 12 volts only
Through a fuse, to the battery terminal of
your key switch, and to the ECU power relay
Figure 123-21, Power, Starter, and Ground Connector

The 12-volt power wire from pin "d" must go through a 30-Amp fuse with the following characteristics
(per SAE J1284):
Blow time
Rating
110%
135%
200%
350%
100 hours, minimum

1500 seconds, maximum
5 seconds, maximum
0.08 seconds, minimum
You must use a 12-volt starter relay even if a 24-volt starter is used if you operate the starter through the ignition
switch.
123 - 19
July 1997
LUCAS
Coolant Sensor and Alternator Connector

You must provide a 6-pin female Metripac connector to mate with the 6-pin male metripac coolant sensor, fuel sensor, and alternator connector on the engine wiring harness. Wire as shown in Figure 123-22.
Coolant sensor in (ECU pin #23)
Coolant common (ECU pin #22)
Alternator ignition
(Accessory terminal of your ignition switch)
a d
b e
c f
Ground (for your control panel & gauges)

Fuel pressure (ECU pin #29)
Not used
Figure 123-22, Coolant Sensor and Alternator Connector

Pins "a, "b" and "e" need only be routed to the ECU pins shown. Pin "d" is provided for your use for grounding your
instrument panel, controls , and instrumentation. Pin "f" is not wired to anything.
Pin "c" is wired to the alternator ignition wire through a 50-Ohm resistor. It should be wired to the "Accessory" terminal of your 2-pole ignition switch to isolate it from the control system circuit. If connected to the same circuit as
the rest of the control system, a diode must be included to prevent power from being fed back from the alternator
ignition into the control system.
Diagnostic Connector
The Diagnostic Service Tool connector is included in the RE71564 wiring harness. Customer built wiring harness
should include this connector (Packard WeatherPack #12010975 with #12015799 dust cap).
The Deere Diagnostic Service Tool connects to the User connector wiring as follows:
WeatherPack Pin
A
B
C
D
E
F
ECU Pin #
Description
Pin #6
Pin #35
Pin #17
Pin #26
Pin #25
Pin #9
Key Switch (+battery, switched)

Analog throttle pot input
EOL Enable
Serial Communications B
Serial Communications A
Power Ground
Serial interface (Pins #25 and #26)

The ECU broadcasts messages through Pins #25 and #26 using the SAE J1708 hardware specifications for
serial hardware and basic protocol for bi-directional serial communications.
July 1997
123 - 20
LUCAS
Serial Codes
The Serial Interface codes are output as a two part code. The first part is a three-digit parameter identification (PID)
or subsystem identification (SID) code followed by a one- or two-digit failure mode identifier (FMI) code. The codes
and their meanings are:
PID / SID
FMI
Description
PID / SID
FMI
Description
PID 091
FMI 3
PID 110
FMI 4
PID 091
FMI 4
PID 110
FMI 10
SID 022
FMI 3
PID 105
FMI 3
SID 022
FMI 11
PID 105
FMI 4
SID 021
FMI 3
PID 105
FMI 10
SID 021
SID 001
SID 001
SID 002
SID 002
SID 003
SID 003
SID 004
SID 004
SID 005
SID 005
SID 006
SID 006
SID 254
PID 110
FMI 8
FMI 6
FMI 7
FMI 6
FMI 7
FMI 6
FMI 7
FMI 6
FMI 7
FMI 6
FMI 7
FMI 6
FMI 7
FMI 11
FMI 3
PWM or Analog Throttle Input

voltage too high
PWM or Analog Throttle Input
voltage too low
Engine Speed Crank Signal
missing
Engine Speed Crank Signal error
Engine Speed Cam Signal
missing
Engine Speed Cam Signal error
Injector Fault in Cylinder #1
ECU Memory Error
Coolant Temperature Input voltage too high
PID 174
FMI 3
PID 174
FMI 4
PID 174
FMI 10
PID 106
FMI 3
PID 106
FMI 4
PID 106
FMI 10
PID 100
FMI 10
PID 000
PID
FMI 0
FMI
Coolant Temperature Input voltage too low

Coolant Temperature Electrical
Interference
Manifold Air Temperature Input
voltage too high
Manifold Air Temperature Input
voltage too low
Manifold Air Temperature Electrical Interference
Fuel Temperature Input voltage
too high
Fuel Temperature Input voltage
too low
Fuel Temperature Electrical Interference
Manifold Air Pressure Input voltage too high
Manifold Air Pressure Input voltage too low
Manifold Air Pressure Electrical
Interference
Oil Pressure Switch Input not
normal
Power Down error
Power On error - Engine Power
set to default
123 - 21
July 1997
SECTION CONTENTS
Electronic Engine Controls - JOHN DEERE
Contents/Notes
Page
Introduction............................................................................................................................................................ 1
New JOHN DEERE Electronic Control Unit .......................................................................................................... 2
Software ................................................................................................................................................................ 2
Power Requirements............................................................................................................................................. 6
Reverse Current Protection................................................................................................................................... 6
ECU Mounting Requirements................................................................................................................................ 7
Parts That Come With The Engine........................................................................................................................ 8
Parts That Do Not Come With The Engine ........................................................................................................... 8
Unterminated Wiring.............................................................................................................................................. 9
System Power ............................................................................................................................................... 10
System Ground ............................................................................................................................................. 10
Sensor Ground.............................................................................................................................................. 10
+5-Volt Excitation Voltage ............................................................................................................................. 10
12-Volt Start .................................................................................................................................................. 10
24-Volt Start .................................................................................................................................................. 10
Analog Throttle 1............................................................................................................................................11
Analog Throttle 2........................................................................................................................................... 16
Torque Select ................................................................................................................................................ 16
Droop Select ................................................................................................................................................. 17
External Shutdown Input............................................................................................................................... 17
Shutdown Override ....................................................................................................................................... 18
Fault Lamp .................................................................................................................................................... 18
Cruise Control Wiring Diagram ..................................................................................................................... 19
Cruise On ...................................................................................................................................................... 19
Cruise Resume / Coast /Bump Speed Down ................................................................................................ 20
Cruise Brake Enable ..................................................................................................................................... 20
Cruise Set / Accelerate / Bump Speed Up .................................................................................................... 20
Cruise Cancel / Resume ............................................................................................................................... 20
12-Volt Cruise Remote .................................................................................................................................. 20
Tachometer Output ....................................................................................................................................... 20
Unused Wires ............................................................................................................................................... 21
Magnetic Switch Wiring ....................................................................................................................................... 21
Power Connector................................................................................................................................................. 22
Fuel Flow / Throttle Output.................................................................................................................................. 22
Controller Area Network (CAN) ........................................................................................................................... 22
Diagnostic Connector / BOSCH Interface ........................................................................................................... 23
Making Your Own Wiring Harness....................................................................................................................... 23
Reference Information......................................................................................................................................... 24
DSEG01124
September 1997
JOHN DEERE
INTRODUCTION
The new John Deere electronic control system shown in Figure 124-1, replaces the older Robert Bosch electronic
control system on new POWERTECH 8.1 L engines. The new John Deere electronic control system consists of:
Electronically controlled in-line fuel injection pump

Engine sensors
Engine wiring harness
D
F
K
J
A - Manifold Air Temperature (MAT) Sensor

B - Engine Coolant Temperature Sensor
C - Engine Speed Sensor
D - Fuel Shutoff Solenoid
E - Fuel Temperature Sensor
F - Transient Voltage Protection (TVP) Module
G - Fuse
H - Engine Oil Pressure Sensor
I - Diagnostic and Service Connectors

J - Electronic Wiring Harness
K - Engine Control Unit (ECU)
L - Loss of Coolant Sensor
M - CAN Bus Connector
N - Actuator Assembly (with pigtail harness)
O - Unterminated Wires
Figure 124-1, The New John Deere Electronic Control System on an 8.1 L Engine
124 - 1
September 1997
JOHN DEERE
The electronically controlled in-line fuel injection system

utilizes the same hydraulic pumping mechanism used in
current mechanically governed in-line fuel injection
pumps. The governor mechanism is an actuator which
includes a solenoid to move the control rack, a rack position sensor, a speed sensor and a toothed speed
wheel. The throttle lever mechanism used on mechanical pumps is removed and its function is implemented
by a potentiometer input to the new John Deere Engine
Control Unit (ECU).
engine performance curves. The highest Intermittent

power level is programmed as torque curve 1. Optional
power levels are programmed as torque curves 2 and 3.
On H engines, torque curve 4 is the derate power for
high air-to-air intake manifold temperatures. On A engines, torque curve 4 is just an optional torque curve.
See Application Feature Wiring (Torque Curve) for
torque curve selection wiring details.
Governor Operation
The new John Deere electronic control system requires
the following be supplied from application sources to
function:
12-volt or 24-volt power input
Power ground
Start signal input
Throttle input
Fault lamp output
See Application Feature Wiring (Governing) for end

speed regulation selection wiring details.
NEW JOHN DEERE ELECTRONIC

CONTROL UNIT
Starting Control
The electronic control unit (ECU) is the "black box" that

contains the computer and most other electronic components needed to operate the system. It manages fuel
delivery as a function of engine speed and percent
throttle. It also controls the fuel limits for torque curves
and the governing for speed regulation. Aneroids are
eliminated since the ECU can control fuel delivery to
limit smoke without using additional sensors.
SOFTWARE
The ECU is equipped with a nonvolatile (permanent)
memory with stored data that controls the engines operation. Application features are programmed at the
factory. Programmed features are documented on the
1600 Engine Option group, the engine performance
curve and in these guidelines. The Engine Control Unit
is programmed to limit the maximum fuel delivery as a
function of engine speed. This allows the development
of many torque curve shapes within the pump and engines capabilities.
Optional torque and droop curves can be selected by
the user through application wiring. The New John
Deere ECU can have up to four programmed torque
curves. The power levels for each curve are identified
in the 1600 engine option group descriptions and on the
September 1997
The all-speed governor can be set for either normal

droop or isochronous operation. Normal droop, the default, gives a drop in engine speed with an increase in
load or an increase in engine speed with a decrease in
load. The normal % droop for your engine will be listed
in the 1600 Engine Option group and on the engine performance curve. When isochronous governing is selected the droop is set to 0%, and there is no change in
engine speed with changing loads until the engines
torque limit is reached.
The controller uses initial fuel temperature and engine

speed to determine the rack position during the start
mode. It is programmed to provide increased fuel flow
and fuel injection timing retard for cold starting, and to
provide less fuel and no retard for hot starts. Thus, cold
starting is improved and black smoke is reduced on hot
starts. The analog throttle input is ignored by the controller until the starting routine is completed. An increased low idle speed is programmed for a preset time
after a cold start.
See Application Feature Wiring (Starting Control) for
start signal wiring details.
Engine Throttle
The engine can use a variable resistor or potentiometer
analog throttle to adjust engine speed. RE69667 is a
vernier type analog throttle with a 3-prong female
Weather Pack connector. Other throttle potentiometers, including foot throttles, hand throttles, and mechanical cable throttle interfaces are available from
electronic throttle manufacturers.
See Application Feature Wiring (Throttle Options) for
throttle option wiring details.
124 - 2
JOHN DEERE
Fuel Temperature Compensation
The Cruise Control has the normal functions of:

Cruise Control power ON or OFF
The ECU monitors the injection pump inlet fuel temperature and is programmed to provide nearly constant
mass fuel flow to the engine over a desired temperature
range. This feature maintains consistent engine performance even though fuel temperature may vary.
Set or Bump Up Engine Speed

Resume or Bump Down Engine Speed
Vehicle brake or clutch pedal to disengage
Cruise Control.
Engine ECU Functions and Features
The Bump Up and Bump Down speed controls

allow the operator to change the set speed. Small
engine speed changes can be made by bumping
the control switch. Holding the Bump Up or Bump
Down switch will result in greater engine RPM
changes until the engine reaches either full speed
or idle. The Cruise Control cannot operate beyond
the normal min-max engine speeds.
The John Deere Electronic Control Unit is available with

the following customer features.
1. SELF DIAGNOSTICS
The ECU will detect failures within the control system including sensors, actuators and the ECU itself.
The ECU monitors the engine fuel, coolant, and oil
pressure sensors for out-of-range values or erratic
operation.
On 12 volt ECUs, the engine speed can be set from

two different locations. The primary location would
normally be in the cab of the vehicle and is used to
set a constant engine speed while the vehicle is being driven. The secondary cruise control is normally used in a location that provides for engine PTO
speed control and is used with the engine in neutral or out of gear. Both locations can have the normal Cruise functions.
2. CRUISE CONTROL
Engine ECUs are available with and without the
Cruise Control function. The Cruise Control is an
Off-Road type that maintains a constant engine
RPM under varying load conditions. An automotive
type cruise control maintains a constant road
speed.
The Cruise Cancel/Resume function is a one button
Cancel then Resume function. The first time contact is made with Cruise Control active, the Cruise
Control will disengage and the engine speed will
drop to idle. If the contact is made again within one
minute and with the engine speed above 1300
RPM, the Cruise Control will Resume. This feature allow the placement of the Cancel/Resume
button in a convenient location in the vehicle cab
and does not require the use of the normal Cruise
controls for momentary interruptions in cruise operation.
See the 1600 group descriptions and Engine Performance Curves to determine option codes with
cruise control. See Application Feature Wiring for
torque cruise control wiring details.
3. ENGINE DIAGNOSTICS
The ECU can detect abnormal engine operating
conditions or faults in several engine systems.
Faults are stored in the ECU for later use by service
personnel, and may be reported to the operator with
a Fault Lamp.
The Cancel/Resume function is intended for applications like Ag tractors and sprayers that turn
around at the end of each row in a field. This allows
the operator to use the throttle and/or brake to turn
the vehicle around. When ready to resume field operations, the operator brings the engine speed
above 1300 RPM and activates the Cancel/Resume function again to resume cruise speed. An internal timer gives the operator one minute to
complete the turn around maneuver.
124 - 3
September 1997
JOHN DEERE
Low Oil Pressure Protection - There are two low

oil protection features, Low Oil Pressure WARNING
and Low Oil Pressure SHUTDOWN. The setpoints
for Low Oil Pressure WARNING and SHUTDOWN
are variable based on engine speed.
50
Engine Oil Pressure (PSI)
45
At the High Coolant Temperature WARNING setpoint the ECU turns on the blinking fault lamp and
starts a power derate of 2% per minute with a maximum derate to 80% of rated power. If the coolant
temperature goes above the High Coolant Temperature WARNING set point, power increase at 2%
per minute until the power is back to full power. The
fault lamp will continue to flash until the power returns to normal even if the fault condition has gone
away and the recovery is in process.
40
At High Coolant Temperature SHUTDOWN setpoint the ECU turns on a solid (non-blinking) fault
lamp and starts a power derate of 20% per minute
with a maximum derate to 60% of rated power. If
the coolant temperature does not go above the
SHUTDOWN setpoint within 30 seconds, the engine will shutdown. If coolant temperature goes
above High Coolant Temperature SHUTDOWN set
point within 30 seconds, power derate reverts to the
High Coolant Temperature WARNING curve.
35
30
Warning Level
25
Shutdown Level
20
15
10
5
0
400
800
1200
1600
2000
2400
2800
Engine Speed (RPM)
Figure 124-2, 8.1 Low Oil Pressure Warning and

Shutdown Levels
At the Low Oil Pressure WARNING setpoint, the
ECU turns on the blinking fault lamp and starts a
power derate of 2% per minute with a maximum derate to 80% of rated power. If the oil pressure goes
above the Low Oil Pressure WARNING set point,
power increases at 2% per minute until the power is
back to full power. The fault lamp will continue to
flash until the power returns to normal even if the
fault condition has gone away and the recovery is in
process.
At Low Oil Pressure SHUTDOWN setpoint the ECU
turns on a solid (non-blinking) fault lamp starts a
power derate of 40% per minute with a maximum
derate to 40% of rated power. If the oil pressure
does not go above the SHUTDOWN setpoint within
30 seconds, the engine will shutdown. If oil pressure goes above Low Oil Pressure SHUTDOWN
set point within 30 seconds, power derate reverts to
the Low Oil Pressure WARNING curve. Shutdown
will only occur on systems with the shutdown option
enabled.
Coolant Temperature Protection - There are
three Coolant Temperature features, High Coolant
Temperature WARNING (108C / 226 F), High
Coolant Temperature SHUTDOWN (115C /
239C), and Loss of Coolant SHUTDOWN (125C /
257C).
September 1997
124 - 4
If a Loss of Coolant fault is detected the ECU turns

on a solid (non-blinking) fault lamp and starts a
power derate of 40% per minute with a maximum
derate to 60% of rated power. If the Loss of Coolant
switch does not reset within 30 seconds, the engine
will shutdown. If the Loss of Coolant switch resets
within 30 seconds, power increases at 20% per
minute until back to full power.
High Charge Air Temperature (on H engines
only) - The High Charge Air Temperature switch set
at 94C / 201F. At the set temperature the High
Charge Air Temperature switch connects the
Torque Curve Select input to ground and a derate
power curve is selected. The ECU turns on a blinking fault lamp. There is no additional derate, nor is
there a shutdown function for High Charge Air Temperature. If charge air temperature goes below
94C / 201F, normal power is immediately available.
On air-to-air aftercooled (H) engines only, you must
provide a 1/2"-14 NPSI straight pipe thread port in
the aftercooler outlet tube for the AH148258 high
charge air temperature switch. The AH148258
switch is provided with the wiring harness. It must
be located in the tube between the aftercooler and
intake manifold, not between the turbo and aftercooler.
JOHN DEERE
Engine Protection with Shutdown - The Engine
Shutdown feature is only in ECUs with Engine Protection and Shutdown programmed into the ECU.
4. ENGINE PROTECTION
The ECU can detect several types of engine problems and may take actions to minimize engine damage that may result if these problems are not
corrected. There are two levels of engine problems, Warning and Shutdown.
The engine derate schedules will be active and the

engine will shutdown in 30 seconds if a Shutdown
fault is detected. The fault lamp will blink or flash
when a Warning fault is detected by the ECU or
when the engine is derated by the ECU. The fault
lamp will be continuously ON for 30 seconds before shutting down when a Shutdown fault is detected. On mobile applications the operator may
delay a shutdown for 30 seconds by pushing a
Shutdown Override button. Stationary applications do not need the Shutdown Override feature.
Warning faults are engine problems that may lead

to engine failures if not corrected. Warning faults
include lower than normal oil pressure, higher than
normal coolant temperatures, higher than normal
charge air temperatures, or power derates. The
fault lamp will be flashing or blinking when a Warning problem is detected.
Shutdown faults are engine problems that indicate
imminent engine failure. Shutdown problems include extremely low oil pressure, extremely high
coolant temperatures, and loss of coolant. Shutdown problems are indicated by a continuously
ON fault lamp.
On an ECU with the Shutdown feature, shutting

down the engine and turning off the key switch will
reset the engine Shutdown feature and will allow at
least 30 seconds of running after restart. After 30
seconds, the engine will again shutdown unless the
Shutdown fault condition has cleared
See the 1600 group descriptions and Engine Performance Curves to determine which injection
pump/ECU options include engine protection or
shutdown features. See Application Feature Wiring
(External Shutdown) for details on how the OEM
can use these features with an external signal such
as a loss of prime switch.
The Shutdown Override switch resets the shutdown timer to 30 seconds, and may be used repeatedly. However, continuously holding down the
Shutdown Override switch will not reset the 30
second timer.
The High Charge Air Temperature switch works independent of the Shutdown and Warning functions. Excessively high charge air temperatures will
put engines with Engine Protection enabled into a
power derate mode and a Warning fault will be
set. The fault lamp will flash or blink to indicate that
a power derate has taken place. The fault lamp will
continue to blink until the High Charge Air Temperature switch has reset to the normal position and
the engine power derate has been ramped back up
to full power.
No Protection - Engine ECUs with No Protection

do not derate the engine when Warning faults are
detected and do not shutdown the engine when
there is a Shutdown fault. The fault lamp will blink
or flash when a Warning fault is detected by the
ECU and will be continuously ON when a Shutdown fault is detected. The engine operator is responsible for reducing engine speed and power
when a Warning fault exists and for shutting down
the engine when a Shutdown fault exists.
Fault lamps function in all ECUs.
Engine Protection without Shutdown - The Engine Protection feature is only in ECUs with Engine
Protection programmed into the ECU.
5. SERVICE DIAGNOSTICS
Fault codes generated by the ECU are stored for
later retrieval through the serial interface or the
Deere Diagnostic Tool link. The controller will also
send a signal to a fault lamp.
The engine derate schedules will be active but the

engine will not shutdown if a Shutdown fault is detected. The fault lamp will blink or flash when a
Warning fault is detected by the ECU or when the
engine is derated by the ECU. The fault lamp will
be continuously ON when a Shutdown fault is
detected. The engine operator is responsible for
shutting down an engine with a Shutdown fault.
124 - 5
September 1997
JOHN DEERE
POWER REQUIREMENTS
John Deere electronic controls are available in either 12-volt or 24-volt versions. The correct voltage must be specified when ordering the engine.
There are two different Transient Voltage Protection (TVP) modules; 12-volt and 24-volt. The 12-volt TVP module
protects the engine ECU from transient voltage spikes (such as alternator load dump) greater than 26 volts. The 24volt TVP module protects against voltage spikes greater than 36 volts. The TVP module can be wrapped in the wiring harness or mounted in the vehicle. If the TVP module is mounted in the vehicle, it should be mounted vertically
with the pigtail wires exiting form the bottom of the module. The mounting location should be away from battery
fumes, engine heat and vibration, such as in a control cabinet, vehicle chassis, or cab. Mounting ears of the TVP
module may not withstand over tightening of mounting bolts. The TVP module does not protect against sustained
overvoltage to the ECU.
The TVP Module mates with the TVP Connector in the engine wiring harness. The engine ECU has the following
voltage requirements:
12 Volts DC
0 to 5.3 volts
5.3 to 9.0 volts
9.0 to 16.0 volts
16.0 to 26.5 volts
24 Volts DC
0 to 10.6 volts
10.6 to 18.0 volts
18.0 to 32.0 volts
32.0 to 36.0 volts
>26.5 volts
>36.0 volts
Description
System does not operate - No ECU damage
Cranking Voltage Range - Some features inactive
Normal Operation - All features active
Overvoltage - ECU can operate for up to 5 minutes without
damage - Some features inactive
ECU damage
REVERSE CURRENT PROTECTION

The ECU has limited internal reverse current protection if the ECU power supply is connected in reverse. The ECU
will not be damaged with reverse voltage up to 26.5 volts on a 12-volt system and 36.0 volts on a 24-volt system.
Reverse current at higher voltages will damage the ECU.
A 20-amp fuse in the wiring harness protects against over current.
September 1997
124 - 6
JOHN DEERE
ECU MOUNTING REQUIREMENTS

The ECU is enclosed in a wedge box style enclosure. It is designed for off-engine mounting only. The ECU connector is a Metri-Pack connector. The wiring harness is mated to the ECU connector with a jack screw. The recommended torque on the jack screw is 0.8 to 1.5 Nm.
The ECU should be mounted securely with the four corner mounting holes in a vertical plane with the mating connectors pointing downward. This orientation provides maximum moisture resistance. Other acceptable mounting
orientations are shown in Figure 124-3. The wiring harness must be routed downward from the ECU enclosure so
that moisture cannot drain into the connector. A drip loop is required when the harness is to be routed above the
ECU enclosure.
PREFERRED
ACCEPTABLE
UNACCEPTABLE
Figure 124-3, ECU Mounting Position

The application wiring harness should be routed to provide access to the diagnostic connectors for service diagnostic work.
The ECU must be in a location with a temperature range of -40F / -40C (minimum) to 169F / 76C (maximum).
The ECU is not intended to be mounted in a location that is subject to severe vibration or high shock loading.
The ECU case must be grounded to the chassis to protect against electrostatic discharge. The strap can be as small
as 12 gage (primarily for mechanical strength reasons).
Never cut or splice into the ECU wiring harnesses. Do not wire any other loads into the ECU wiring harnesses, except for unterminated wires.
All wiring must be installed and routed to avoid sharp bends, kinking, pinching, cutting, rubbing or excessive pulling.
Use cable clamps or wire ties as needed. Do not over tighten wire ties. Do not run screws through the wiring harnesses. Protective shields may be needed to protect the harnesses from road hazards, sharp surfaces, corrosive
materials or excessive heat.
Arc welding on the vehicle can cause ECU failures if there are any flaws in the electrical connections. To be safe,
the ECU should be disconnected from the wiring harness before any welding is done on the vehicle. We recommend that "No Welding" signs be prominently displayed on the vehicle chassis.
124 - 7
September 1997
JOHN DEERE
PARTS THAT COME WITH THE ENGINE

The engine comes with a package of components to be
installed by the distributor or OEM that includes engine
sensors, ECU, Transient Voltage Protection (TVP)
module and engine wiring harness. The engine harness does not include starter and alternator connections.
PARTS THAT DO NOT COME

WITH THE ENGINE
The OEM must provide the following parts:
The engine harness has two ECU connectors, four connectors installed on the fuel injection pump, and connectors for the auxiliary speed sensor, engine coolant
sensor, high engine coolant switch, TVP Module, 20amp fuse, 9-pin Deutsch CAN plug, 6-pin diagnostic
reader connection, and 4-pin diagnostic voltage connection. 24 unterminated wires for customer interface
are also in the wiring harness.
Power Supply (+12 volts or +24 volts)

Power Ground connection
Ignition switch
Starter relay
A 5K-Ohm potentiometer or equivalent throttle
Connections to unterminated wires in engine wiring
harness
Other instrumentation and controls as desired
The two capped diagnostic connectors are for troubleshooting and system checkout service procedures only.
Keep protected with caps when not in use. Water or dirt
in these connectors may cause erratic engine operation. One of these plugs mates with Electronic Governor Tester. See Component Technical Manual for
instructions on using the Tester.
September 1997
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JOHN DEERE
UNTERMINATED WIRING
The new John Deere electronically controlled fuel injection system interfaces with the end application wiring harness
through the unterminated wires of the Engine Wiring Harness. The unterminated wires are also used to select some
of the factory programmed application features desired for the end application. The wire numbers shown in Figure
124-4 are printed along the side of each wire every 1 inch.
Wire #
Wire #002
Wire #050C
Wire #914C
Wire #911C
Wire #919
Wire #917
Description
System Power and Ground Connections
System Power
System Ground
Sensor Ground
+5-volt Excitation Voltage
12-volt Start
24-volt Start (also 12-volt Cruise Remote)
Color
Wire Gauge
red
black
yellow
brown
white
purple
14 AWG
14 AWG
16 AWG
20 AWG
20 AWG
20 AWG
Wire #913C
Wire #915
Wire #927B
Wire #925
Throttle and Performance Controls

Analog Throttle 1
Analog Throttle 2
Torque Select
Droop Select
orange
dark green
purple
dark green
20 AWG
20 AWG
20 AWG
20 AWG
Wire #924B
Wire #918
Wire #916
Engine Protection and Shutdown Controls

External Shutdown Input
Shutdown Override
Fault Lamp
yellow
gray
light blue
20 AWG
20 AWG
20 AWG
Wire #934
Wire #936
Wire #923
Wire #935
Wire #981
Wire #917
Cruise Control
Cruise - ON
Cruise- Resume/Coast/Bump Speed Down
Cruise - Brake Enable
Cruise - Set/Accelerate/Bump Speed Up
Cruise - Cancel/Resume
12-volt Cruise Remote (also 24-volt Start)
yellow
light blue
orange
dark green
brown
purple
20 AWG
20 AWG
20 AWG
20 AWG
20 AWG
20 AWG
Wire #439
Tachometer Output
white
20 AWG
Wire #429
Wire #474
Wire #411
Wire #947
Wire #993
Not Used
Not Used
Not Used
Not Used
Not Used
white
yellow
brown
purple
orange
20 AWG
20 AWG
20 AWG
20 AWG
20 AWG
Figure 124-4, Unterminated Wiring

124 - 9
September 1997
JOHN DEERE
Unterminated wires in the engine wiring harness are

provided for electronic interface with a customer machine wiring harness and for wiring application features.
The unterminated wires of the wiring harness can be cut
to a length appropriate for the application. Terminations
should be made using crimped solderless terminals
which are proper
for the wire size and termination style (for example,
screw terminals). Tape the ends of the unused wires,
but do not shorten, until engine operation has been
completely checked.
The unterminated wire leg of the wiring harness extends
about 15 feet (5 meters) from the engine, to allow it to
reach the operators station. For details on harness dimensions refer to the 1600 group option drawing for
your engine configuration.
System Power - Wire #002 (red)

Wire #002 provides power to the system and turns the
system on and off. It would normally be connected to
the "ignition" terminal of your key switch. You must provide 12-volt or 24-volt power from the batteries through
the key switch or engine power switch to the ECU
through wire #002. Minimum wire size for all power
connections is 14 AWG. The key switch or engine power switch is used to start and stop the engine. This
should be configured to minimize the voltage drop between the battery and ECU.
+5-Volt Excitation Voltage - Wire #911C

(brown)
The ECU provides a +5-volt output for the analog throttle voltage supply, and for any unterminated wire ECU
inputs that require a pull up or +5-volt input to function. It should only be connected where specifically
called for in other sections of this document. Do not use
this to power auxiliary equipment.
12-Volt Start - Wire #919 (white)

For 12-volt systems only, wire #919 should be attached
to the "Start" terminal of your key switch, or other engine
starter control.
The engine picks up a run signal when pulses are detected by the primary or auxiliary magnetic pick-ups.
During cranking, this signal may be weak or nonexistent. Supplying system voltage (+12 volts) to wire #919
while cranking provides an alternative means of determining that engine cranking is in progress. This benefits starting during conditions when the speed signals
are too low in amplitude to be recognized or when the
microprocessor is in reset (for example, low voltage
conditions). If wire #919 is disconnected, the engine
may or may not start. Disconnecting system voltage on
wire #919 after the engine starts will not shut down the
engine.
For 24-volt systems, use wire #917 for this function.
System Ground - Wire #050C (black)
24-Volt Start - Wire #917 (purple)
Wire #050C provides the main ground for the ECU. You
must provide a ground that runs back to the battery terminals and not the vehicle frame or chassis to wire
#050C. Minimum wire size for all power connections is
14 AWG.
For 24-volt systems only, wire #917 should be attached

to the "Start" terminal of your 24-volt key switch, or other
24-volt engine start control. Wire #917 functions exactly
the same as wire #919 (above). The only difference is
the voltage range.
Sensor Ground - Wire #914C (yellow)
Wire #917 functions as the "Cruise Remote" switch line

in 12-volt systems. Refer to the Cruise Control wiring
section for details.
The Sensor Ground provides a precision reference

ground for sensors and for voltage measurements. This
includes the analog throttle, the diagnostic connector,
the oil pressure sensor, coolant temperature sensor,
fuel temperature sensor, and engine speed pick-ups.
Any unterminated wire ECU inputs that require a pull
down or switch to ground connection to function
should be connected to Sensor Ground (wire #914C).
Wire #914C must not be connected to machine ground
or system ground (wire #050C). Wire #914C should
only be connected where specifically called for in other
sections of this document.
September 1997
124 - 10
JOHN DEERE
Analog Throttle 1 - Wire #913C (orange)

The Analog Throttle 1 (wire #913C) must be connected as either a basic analog throttle (A), single-state throttle (B),
or multi-state throttle (C) as described in this section, or the system will not work.
A. BASIC ANALOG THROTTLE WIRING
The voltage on the analog throttle input wire determines the operating speed. The ECU automatically adjusts
itself to the range of your throttle over time. Initially, it will operate as follows, based on a 5-volt reference voltage:
If the voltage on wire 913C is less than 0.25 volts, the ECU will generate a fault code, light the fault lamp, and
return the engine to slow idle. This alerts the operator in the event of a circuit failure.
If the voltage on wire 913C is between 0.25 and 0.75 volts, regulated engine speed will be slow idle. No fault
code will be generated and the fault lamp will not be lit. This is the normal low idle condition.
If the voltage on wire 913C is between 0.75 volt and 4 volts, an intermediate engine speed proportional to
voltage will be provided.
If the voltage on wire 913C is between 4 and 4.75 volts, the engine will operate at fast idle/rated speed.
If the voltage on wire 913C is over 4.75 volts, the ECU will generate a fault code, light the fault lamp, and
return the engine to slow idle. This prevents unexpected fast idle operation in the event of a circuit failure.
The voltage on wire 913C is normally controlled by a potentiometer wired as shown in the illustrations, below.
Five volts are supplied for the throttle circuit from wire #911C (brown), and wire #914C (yellow) is used as the
ground. Analog throttle wire #913C (dark green) should be connected to the wiper arm of the potentiometer. A
potentiometer in the range of 1000 Ohm to 5,000 Ohms will work, but 1,000-2,500 Ohms are preferred to provide
maximum protection against unexpected acceleration in the event of a break in wire #914C. Any potentiometer
or resistor used in the throttle circuit should be rated for up to 5 mA of continuous current.
The "Auto-Cal" feature of the ECU will automatically check the range of your throttle potentiometer and adjust
precisely to the factory preset fast idle and slow idle speeds. However, your initial installation must be within
the initial voltage range in order for the Auto-Cal feature to work. One of the following methods must be used
for the Auto-Cal system to work properly.
Potentiometer With Adjustable Stops - A 1,000-Ohm to 5,000-Ohm potentiometer with adjustable stops can
be used as shown in Figure 124-5. The RE69667, 5,000-Ohm vernier throttle has adjustable stops, as do many
commercially available throttle potentiometers.
Slow Idle Stop
Wire #914C (yellow) Sensor Ground
Wire #913C (orange), Analog Throttle 1
2,500
Ohms
(recommended)
Wire #911C (brown), 5-V DC Power
Fast Idle Stop
Figure 124-5, Basic Analog Throttle with Adjustable Stops
124 - 11
September 1997
JOHN DEERE
For standard factory preset fast and slow idles, the fast and slow idle screws can be adjusted before the potentiometer is installed in the vehicle, as follows:
1. With the potentiometer against the slow idle stop, adjust the stop so that the resistance measured between
the ground and wiper connections of the potentiometer (wire #914C and #913C) is between 6% and 16%
of overall potentiometer resistance (150 to 400 Ohms for a 2,500-Ohm potentiometer).
2. With the potentiometer against the fast idle stop, adjust the stop so that the resistance measured between
the power and wiper connections of the potentiometer (wire #911C and #913C) is also between 6% and 12%
of overall potentiometer resistance (150 to 300 Ohms for a 2,500-Ohm potentiometer).
This does not have to be a precise adjustment. The Auto-Cal feature will make a precise adjustment automatically. Once it has been done a few times, you will probably find that adjusting each throttle stop screw a predetermined number of turns is accurate enough.
Slow idle speed can be adjusted to a higher speed than the factory setting if desired. Fast idle speed can also
be adjusted to a lower speed than the factory setting if desired. However, slow idle cannot be adjusted down,
and fast idle cannot be adjusted up. To set a slow idle or fast idle different than the factory preset speeds, you
must avoid the Auto-Cal adjustment ranges by using the following method.
For a higher slow idle speed or lower fast idle speed, the following method must be used:
1. Before the throttle is installed or the system is operated for the first time, adjust the idle stop in as far as
possible (i.e. the lowest possible fast idle or highest possible slow idle position) with the power off.
2. Start up the engine. It should be running at some intermediate speed.
3. With the throttle against the stop, adjust the stop out until the desired fast idle and/or slow idle speeds are
reached.
Either or both idle speeds can be adjusted. This method negates the self learning effect of the of the Auto-Cal
system. If other adjustment methods are used, the Auto-Cal system may "fix" the setting the next time you start
the engine, and return to the preset factory operating speeds.
This method can also be used for the standard factory settings if desired, instead of the resistance method.
However, the resistance method will more accurately lock in the factory preset speeds by using the Auto-Cal
feature.
Potentiometer With External Resistors - If a potentiometer without fast and slow idle stops is used, additional
fixed resistors can be wired in series with wire #914C and wire #911C as shown in Figure 124-6, to prevent
analog throttle voltage from going outside the upper and lower limits and generating a fault code.
Added 250-Ohm Resistor

Slow Idle Position
2,500
Ohms
Fast Idle Position

Added 250-Ohm Resistor
Figure 124-6, Basic Analog Throttle Wiring with External Resistors
September 1997
124 - 12
JOHN DEERE
For automatic adjustment of factory preset fast idle and slow idle settings by the Auto-Cal system, the slow idle
resistor should be between 10-15% of the nominal throttle potentiometer resistance. And the fast idle resistor
should be between 10-20% of the nominal potentiometer resistance. A 2,500-Ohm throttle potentiometer is
shown with two 250-Ohm resistors, but resistors up to 375 Ohms could have been used with this potentiometer.
Total resistance of the potentiometer and both resistors should be in the range of 1000 to 5,000 Ohms.
Adjustable fast and slow idle speeds can be provided by using adjustable potentiometers instead of fixed resistors in wire #914C and #911C as shown in Figure 124-7.
Wire # 913C (orange), Analog Throttle 1
Slow Idle
Adjustment
Analog
Throttle
Fast Idle
Adjustment
Figure 124-7, Adjustable Fast and Slow Idle Speed Resistors

Slow idle speed can only be adjusted up, and fast idle speed can only be adjusted down, from the factory settings. Slow idle and fast idle adjustments should be service adjustments only. They should not be done when
the machine is being used. Misadjustment will generate an error code, and can cause sudden loss of power and
speed.
Any combination of potentiometers can be used as long as total system resistance (after adjustment) is in the
range of 1000 Ohms to 5,000 Ohms. Three 1,000-Ohm potentiometers should provide slow idle adjustment as
high as 1200 rpm, and fast idle adjustment as low as 2000 rpm on an industrial engine. For lower rated speeds,
use a larger fast idle resistor.
To set a slow idle or fast idle different than the factory preset speeds, you must avoid the Auto-Cal adjustment
ranges by using the following method:
1.
Before the system is started for the first time, adjust both idle potentiometers to the highest possible resistance.
2.
Assemble the system completely, and start up the engine. It should be running at some intermediate speed.
3.
Fast and slow idle adjustments are not independent. Do not adjust either slow idle or fast idle all the way to
the desired speed in one step.
4.
With the throttle potentiometer at slow idle, adjust the slow idle potentiometer until the slow idle speed decreases slightly towards the desired speed.
5.
With the throttle potentiometer at fast idle, adjust the fast idle potentiometer until the fast idle speed increases slightly towards the desired speed.
6.
Repeat steps 4 and 5, changing speed a little at a time, until the desired fast idle and slow idle speeds are
reached.
This method negates the self learning effect of the Auto-Cal system. If other adjustment methods are used, or
124 - 13
September 1997
JOHN DEERE
if you attempt to set fast idle or slow idle in one large step, the Auto-Cal system may "fix" the setting the next
time you start the engine, and return to the preset factory operating speeds.
Conductive plastic potentiometers are not recommended for the fast idle and slow idle adjustment because the
wiper contact in the idle adjustment potentiometers has to carry up to 5 mA of continuous current. The contact
resistance of conductive plastic potentiometers can be quite large, and they have a significantly reduced life
when current passes through the wiper contact. Conductive plastic potentiometers are generally acceptable for
the analog throttle potentiometer because the wiper contact on the throttle does not carry a significant amount
of current.
B. SINGLE-STATE THROTTLE WIRING - To operate at rated speed only, with no ability to switch to any other
speed (common in gen-sets, air compressors, etc.), a simple fixed resistor bridge can be used as shown in Figure 124-8.

2,500
Ohms
250
Ohms
Figure 124-8, Simple Rated Speed Fixed Resistor Bridge
2,500-Ohm and 250-Ohm resistors are shown. The Auto-Cal feature will adjust precisely to the factory preset
fast idle/rated speed as long as the resistance of the small resistor is between 6% and 25% of the nominal resistance of the large resistor.
C. MULTI-STATE THROTTLE WIRING - A Multi-State Throttle is used when two or more preset speeds are needed. Various combinations of resistors and switches can be used to provide various multi-state throttle arrangements.
A simple, 2-state throttle that switches between factory preset rated speed and factory preset slow idle is shown
in Figure 124-9. This kind of throttle can be used in gen-sets, air compressors, etc. The switch does not have
to be manual. It can operate automatically from an air pressure switch, generator controls, etc. Rules for resistor
sizing are the same as for an analog throttle without adjustable stops. The slow idle resistor should be 10-15%
of the nominal resistance of the large resistor, and the fast idle resistor should be 10-20% of the nominal resistance of the large resistor.
September 1997
124 - 14
JOHN DEERE
250 Ohms
Slow Idle Position
2,500 Ohms
Two-Way Switch
Fast Idle Position
250 Ohms
Figure 124-9, Simple Slow Idle / Rated Speed 2-State Throttle
Many other combinations of switches and resistors are possible. Figure 124-10 shows a multi-state throttle that
switches between an adjustable slow idle, an adjustable fast idle, and an adjustable intermediate speed. This
is accomplished by adding a three-position switch to analog throttle 1 with adjustable fast and slow idle speeds.
Slow Idle
Adjustment
Three-Way Switch
Wire #913C (orange),
Analog Throttle Input
Analog
Throttle
Fast Idle
Adjustment
Figure 124-10, Three-State Throttle Switch with Adjustable Idle Speeds

Slow idle speed can only be adjusted up, and fast idle speed can only be adjusted down. Idle speed adjustments should not be done when the machine is being used.
Three 1,000-Ohm potentiometers should provide slow idle adjustment as high as 1200 rpm, and fast idle adjustment as low as 2000 rpm on an industrial engine. For lower rated speeds, use a larger fast idle resistor.
Total combined resistance should not exceed 5,000 Ohms.
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September 1997
JOHN DEERE
You must use the following adjustment method:
eliminated if desired, because the fault lamp is not activated if analog throttle 2 (wire #915) is connected directly to ground.
1. Before the system is started for the first time,

adjust both idle potentiometers to the highest
possible resistance.
2. Assemble the system completely, and start up
the engine.
An on/off switch could be put into wire #915 if desired to

turn the second throttle off, leaving only analog throttle
1 active.
3. Do not adjust either slow idle or fast idle all the

way to the desired speed in one step.
Note:
4. With the throttle potentiometer at slow idle, adjust the slow idle potentiometer until the slow
idle speed decreases slightly towards the desired speed.
5. With the throttle potentiometer at fast idle, adjust the fast idle potentiometer until the fast idle
speed increases slightly towards the desired
speed.
6. Repeat steps 4 and 5, changing speed a little at
a time, until the desired fast idle and slow idle
speeds are reached.
If other adjustment methods are used, the Auto-Cal
system may "fix" the setting the next time you start
the engine, and return to the preset factory operating speeds.
Conductive plastic potentiometers are not recommended for the fast idle and slow idle adjustment
because they have a significantly reduced life when
current passes through the wiper contact.
Analog Throttle 2 - Wire #915 (dark green)

A second throttle input wire is provided for installations
where two throttle controls are needed, such as when a
foot throttle and a hand throttle must both be provided.
It is not intended for use with multi-state throttles.
Analog throttle 2 (wire #915) functions similarly to analog throttle 1 (wire #913C), except that the fault lamp is
not activated if the analog throttle 2 voltage (on wire
#915) goes below 0.25 volts.
There is no need to connect wire #915 unless a second
throttle is needed. When the second throttle is used,
the throttle signals will be additive, up to the factory preset fast idle setting. There will be no "dead band" in either throttle. When you move the foot throttle, speed
will immediately increase regardless of where the hand
throttle is set (up to the factory preset fast idle).
Analog throttle 2 can be wired exactly the same as analog throttle 1. However, the slow idle adjustment and/
or the fixed resistor in series with wire # 914C can be
September 1997
If you use a fast idle adjustment potentiometer,

or a adjustable throttle stop to permanently operate at a reduced rated speed, the second
throttle feature should not be used. Because
the second throttle is additive, you will be able
to exceed the fast idle limit set on analog throttle 1 by moving the analog throttle 2 lever.
Torque Select - Wire #927B (purple)

The Torque Select Input must be wired as described below to obtain the desired torque curve.
Torque Curve 1: Fuel Limit Select Input (wire #927B)
is an open circuit.
is connected to Sensor Ground (wire
#914C) through a 2000-ohm 10%
resistor (at least 1/2-watt rating).
is connected to Sensor Ground (wire
#914C) through a 375-ohm 10% resistor (at least 1/2-watt rating).
is shorted to Sensor Ground (wire
#914C ).
The 1600 engine option group and the engine performance curve lists the torque curves available for a specific engine application. Torque Curve 4 is used for the
High Air Temperature derate on H engine models.
If only one torque curve is desired, no switch is required.
If more than one torque curve are desired, multiple
torque curves can be obtained by using a simple switching arrangement.
A simple on/off toggle switch and resistor as shown in
Figure 124-11 can be used to switch between torque
curve 1 (max intermittent or standby power), and any
one of the other curves. When the switch is open, the
ECU will call for torque curve 1, when the switch is
closed, the ECU will call for one of the other curves depending on the resistance in the line. The switch could
be operated manually, or it could be operated by some
other machine system, such as a hydraulic pressure
switch or a switch on the transmission control.
124 - 16
JOHN DEERE
To Torque Select (wire #927B)

2000 Ohms for Torque Curve 2
or 375 Ohms for Torque Curve 3
or no resistor for Torque Curve 4
On/Off
Toggle Switch
To Sensor Ground (wire 914C)

Figure 124-11, Torque Curve Select Switch.
Multiple switches could be used to provide any of the four torque curves under different operating conditions. You
could operate with torque curve 1 for normal operation, torque curve 2 for transport, torque curve 3 for unloading,
etc.
Droop Select - Wire #925 (dark green)

The all-speed governor and high idle speed can be
switched between droop mode and isochronous governing at any time. The factory low idle speed is always
set for isochronous governing.
The Droop Select input must be wired as follows to obtain the desired droop:
Normal Droop: Wire #925 is open circuit.
Isochronous:
Wire #925 is shorted to Sensor

Ground (wire #914C).
If only normal droop is desired, do not use the Droop

Select. Insulate the wire #925 termination well.
The 1600 engine option group defines the normal droop
specification for a specific application.
External Shutdown Input - Wire #924B

(yellow)
Wire #924B is provided to allow the OEM to trigger the
engine warning, derate, and shutdown sequence from
external switches, such as a loss of prime switch, hydraulic overtemperature switch, or low coolant level
switch. Any number of normally open switches that
switch to ground to trigger the warning/derate/shutdown
sequence can be added in parallel.
When wire #924B is open (not grounded), the engine

will operate normally. When wire #924B is switched to
ground, the ECU will turn on a solid fault lamp. It may
also activate a derate/shutdown sequence, depending
on which ECU you have specified:
1. For ECUs without the "Engine Protection" feature enabled: The ECU will not derate the engine
or shut it down. It is up to the operator to shut down
and resolve the problem.
2. For ECUs with the "Engine Protection" feature
enabled: The ECU will reduce engine power at the
rate of 1% per second for a maximum reduction of
60% (40% of normal power remaining), but it will
not shut the engine down. It is up to the operator to
shut down and resolve the problem.
3. For ECUs with the "Engine Protection and Shutdown" feature enabled: The engine will reduce
engine power at the rate of 1% per second for 30
seconds. At 30 seconds, the engine will automatically shut down.
If wire #924B returns to an open circuit condition within
the 30 second delay period, the engine will resume original power (rising at a rate of 1% per second), and the
engine will not shut off. The fault lamp will continue to
flash until the power returns to normal, then it will shut
off.
124 - 17
September 1997
JOHN DEERE
The engine will not shut down immediately when wire

#924B is grounded, so it should not be used if an immediate shutoff is required. For an immediate shutdown, a
magnetic shutdown switch should be connected to the
System Power wire (#002), as shown in the "Magnetic
Switch Wiring" section, below.
The cylinder head temperature switch is connected in
parallel with wire #924B, so a loss of coolant will trigger
the same warning/derate/shutdown sequence as an external switch. This should not effect the operation of
wire #924B during normal use, but if the engine shuts
down due to the signal on wire #924B, it could be either
from an external switch or from the cylinder head temperature switch.
Shutdown Override - Wire #918 (gray)

On Engine ECUs with the Engine Protection Shutdown
feature active, the Engine Protection shutdowns can be
overridden for 30 seconds at a time. This can be used
to move a vehicle to a safe location.
The Shutdown Override is activated when wire #918 is
connected to ground. For ECUs with the Engine Protection Shutdown feature active, wire #918 should be
connected to a normally open momentary switch that
connects to ground when the switch is activated. Wire
#914C ( sensor ground) should be used for the ground
connection. Connecting the shutdown override switch
to machine ground or system ground might not work reliably.
Note:
Holding the Shutdown Override continuously

ON will not reset the 30 second timer.
Manually shutting down the engine and turning power

off to the ECU will reset the ECU. Using the Shutdown
Override is not required on engine starts or restarts if
the ECU power has been turned off.
If you do not use the Shutdown Override, insulate the
wire termination well. On Engine ECUs that do not
have the shutdown feature active, the Shutdown Override is disabled.
Fault Lamp - Wire #916 (light blue)

Wire #916 switches a customer supplied fault lamp on
during a system fault condition. It is designed to operate the ground side of a 12-volt or 24-volt indicator light.
Wire #916 should be connected to the ground terminal
of a 12-volt or 24-volt light bulb socket. The positive terminal of the light bulb socket should be connected to
positive system voltage from the ignition or accessory
terminal of the key switch. The fault lamp will blink
when a Warnings problem is detected by the ECU.
Warnings include lower than normal oil pressure, higher than normal coolant temperatures, higher than normal charge air temperatures, or power derates. The
fault lamp will be continuously ON when a Shutdowns problem is detected. Shutdowns problems include extremely low oil pressure, extremely high coolant
temperatures, and loss of coolant. On ECUs with shutdown enabled, a solid ON fault lamp indicates that the
engine will shutdown within 30 seconds.
If wire #918 remains disconnected (open circuit), the

engine will shutdown 30 seconds after an automatic
shutdown sequence starts. Each time the switch is
pushed to connect wire #918 to ground, the shutdown
timer is reset to a full 30 seconds and the engine will run
in a derated power mode. Repeated connection of the
Shutdown Override circuit each 30 seconds will allow
for continued engine operation.
September 1997
124 - 18
JOHN DEERE
Cruise Control Wiring Diagram

Refer to Figure 124-12 when wiring the Cruise Control feature.
Main (Operators Station) Cruise Control

Clutch Switch, normally closed
+12V
Wire #923
Brake Switch, normally closed
+12V
+12V
Cruise / Cancel / Resume Switch
Cruise On Switch
Resume / Coast / Bump Down

Set / Accelerate
/ Bump Up
Wire #981
Wire #934
Wire #936
Wire #935
Remote Criuse Control Station

Resume / Coast
/ Bump Down
Set / Accelerate
/ Bump Up
+12V
Neutral / Park Switch
Wire #917
Cruise Remote Switch
Figure 124-12, Cruise Control Wiring Diagram

For details of each wire and feature, refer to the following individual wire instructions.
Cruise On - Wire #934 (yellow)

The Cruise Control at the operators station can be turned ON by supplying system voltage (+12 volts or +24 volts)
to the Cruise On wire #934.
124 - 19
September 1997
JOHN DEERE
Two other conditions must exist for the Cruise Control

function to be active. The Cruise Brake Enable - wire
#923 must also be connected to the positive system
voltage lead; and on 12-volt systems, the Cruise Remote - wire #917 must be unpowered (i.e., turned off).
At the remote cruise control station (if used), a momentary contact switch should be connected from the Set /
Accelerate / Bump Up wire (#935) to wire #917.
Power for the wire #936 and wire #935 should come
from Wire #934 as shown above. See the following sections on the functions of wire #936 and wire #935
The Cruise Cancel/Resume wire (#981) is connected to

battery voltage (+12 volts or +24 volts) with a momentary contact switch. A high quality switch with gold contacts should be used
Cruise Resume / Coast / Bump Speed

Down - Wire #936 (light blue)
At the main cruise control station, a momentary contact
switch should be connected from wire #936 to wire
#934. When the Cruise Control is ON, a momentary
contact on this circuit will return the engine speed to its
previous set speed. When contact is maintained, the
engine speed set point will slowly decrease. The Cruise
Resume / Coast / Bump Speed Down function has a
ramped speed adjustment rate. The engine speed will
decrease faster the longer the contact is held ON.
At the remote cruise control station (if used), a momentary contact switch should be connected from Resume /
Coast / Bumpdown wire (#936) to wire #917.
Cruise Brake Enable - Wire #923 (orange)

The Cruise Brake Enable - wire #923 should be connected to system voltage (+12 volts or +24 volts)
through a normally closed switch on the vehicle brake
system. When the brakes are engaged, the circuit will
be broken and the cruise control will disconnect but will
retain the engine set speed in memory. For a transmission with a clutch, normally closed clutch and brake
switches in series should be used.
Cruise Cancel/Resume - Wire #981 (brown)
The Cancel/Resume function is active for one minute

while the operator turns around the vehicle. If the Cancel/Resume contact is not made, the engine reverts to
normal Cruise Control (i.e., resuming speed requires
using the Resume switch).
Cruise Cancel/Resume will not resume at engine
speeds below 1300 RPM
The cruise Cancel/Resume function does not operate
when Cruise Remote - wire #917 (purple) is active.
12-Volt Cruise Remote - Wire #917 (purple)

For a 12-volt ECU only: On ECU's with cruise control,
wire #917 is used to turn a second cruise control station
on and off. This is intended for use where a remote engine speed adjustment is needed, such as at an external
PTO location. When wire #917 is connected to +12
volts, the second cruise control station is switched on.
When wire #917 is turned "off" (no voltage, open circuit)
the second cruise control station is switched off. The
primary (dashboard) cruise control must be turned off
for the second station to be used. If the ECU detects that
two Cruise Control stations are ON, the Cruise Control
will not function.
The Cruise Brake Enable circuit (wire #923) disconnects both the main cruise controls in the operators station, and the remote cruise control station, if used.
The remote cruise control feature is not available on 24volt systems. Wire #917 functions as the "24-volt start"
wire in 24-volt systems. Refer to the "System Power
and Ground" wiring section for details.
Cruise Set / Accelerate / Bump Speed Up Wire #935 (dark green)
Tachometer Output - Wire #439 (white)
At the main cruise control station, a momentary contact

switch should be connected from wire #935 to wire
#934. When the Cruise Control is ON, a momentary
contact on this circuit will set the engine speed in memory. When contact is maintained, the engine speed set
point will slowly increase. The Cruise Set / Accelerate /
Bump Speed Up function has a ramped speed adjustment rate. The engine speed will increase faster the
longer the contact is held ON.
September 1997
The ECU provides a buffered output of the magnetic

speed sensor signal. This signal can be monitored by
several other systems in the installation without degrading the signal. The ECU outputs 27 pulses per engine
revolution to the Tachometer output.
124 - 20
JOHN DEERE
Unused Wires - Wire #429 (white); Wire #474 (yellow); Wire #411 (brown);
Wire #947 (purple); Wire #993 (orange)
These wires are not currently used. They are reserved for future features. Tape the ends of the unused wires, but
leave in place for possible future usage.
MAGNETIC SWITCH WIRING

If an immediate shutdown (without a 30-second delay) is required from an external signal, a magnetic switch can be
used to cut power to unterminated wire # 002. The magnetic switch should be wired as shown in Figure 124-13.
9
#002
2
#916
3
#919
#050C
5
6
Wire #002 - Start/Run (+) Voltage from Key Switch

Wire #916 - Fault Lamp Switch
Wire #919 - Start Signal Input (12V )
Wire #050C - Power Ground Input
1 - Wiring Harness, Unterminated Wires

2 - Fault Lamp
3 - Key Switch
4 - Accessory Terminal (to Alternator)
5 - Starter Terminal (to Starter Relay)
6 - Ignition Terninal
7 - Hour Meter
8 - External Grounding Switch to Shut Off
9 - Magnetic Switch
Figure 124-13, Magnetic Switch Wiring
124 - 21
September 1997
JOHN DEERE
POWER CONNECTOR
Minimum wire size for all power connections is 14 AWG on each line. Careful consideration should be given when
choosing wiring to minimize wire resistance and provide adequate input voltage, especially during starting conditions. Low voltage starting capability is directly affected by the magnitude of the source voltage and the resistance
of the governor system supply voltage circuit.
FUEL FLOW / THROTTLE OUTPUT

The engine controller provides a multiplexed pulse-width-modulated signal output that indicates the percentage of
full load rated speed fuel flow and percentage of full throttle. This signal is intended for use by a transmission controller, but is also useful for monitoring performance.
CONTROLLER AREA NETWORK (CAN)

A CAN connection (SAE J1939) is provided in a Deutsch 9-pin connector. The connections in the Deutsch connector are:
Connector Pin
Function
Pin A
Ground
Pin B
Pin C
CAN H
Pin D
CAN L
Pins E through J
Spare (unused)
The CAN bus is a high speed open interconnect network for electronic systems on on-highway and off-road vehicles
and stationary equipment. It allows electronic systems to communicate with each other through an standard architecture of electronic signals over shielded twisted pair wires. Engines can communicate with throttles, transmissions
and brakes, vehicles can communicate with trailers, agricultural and construction equipment can communicate with
implements and accessories, stationary equipment can communicate with controllers or other networked equipment. Information on the network can be displayed to the operator on a Virtual Terminal (instrument panel) or relayed to another location via telemetry. Up to 30 Electronic Control Units or modules can be connected together
through a single CAN network segment.
CAN bus messages are listed in the Component Technical Manual.
For additional details, refer to SAE J1939 published by the Society of Automotive Engineers, 400 Commonwealth
Drive, Warrendale PA 15097-0001.
September 1997
124 - 22
JOHN DEERE
DIAGNOSTIC CONNECTOR / BOSCH INTERFACE

The Diagnostic Service Tool connector (Weather Pack #12010975 with #12015799 dust cap) is included in the wiring harness.
The Deere Diagnostic Service Tool connects to the User connector wiring as follows:
Weather Pack Pin
Description
Recall Stored Codes
Clear Stored Codes
Data Port
Fuel Flow / Throttle Output
Power Ground
The ECU broadcasts messages through Weather Pack Pin D using the proprietary specifications for serial hardware and basic protocol for bi-directional serial communications.
For broadcast error codes, refer to the Operators Manual or Component Tech Manual for the POWERTECH 8.1 L
engine.
MAKING YOUR OWN WIRING HARNESS

This manual alone does not provide enough information to make your own wiring harness. To manufacture your
own harness you will need this manual, a copy of the R500248 ECU wiring diagram, and the latest manufacturing
drawing of the standard John Deere wiring harness for your engine.
124 - 23
September 1997
JOHN DEERE
REFERENCE INFORMATION
Metri-Pack and Weather Pack connectors are products of the Packard Electronics Division of Delphi Automotive Systems.
For information on SAE J1587 software, J1708 hardware, and SAE J1939 CAN standards contact:
Delphi Automotive Systems
Society of Automotive Engineers (SAE)
Worldwide Headquarters, United States & Canada

Headquarters
400 Commonwealth Drive
One Pontiac Plaza
USA
Pontiac, Michigan 48340-2952
Phone: 412 776-4841
USA
Fax: 412 776-5760
Toll Free: [1] 888.255.7179
Email: isales@sae.org
Tel: [1] 810.857.4323
web: http:\\www.sae.org/
Warrendale PA 15097-0001
Fax: [1] 810.857.4248

web: http:\\www.delphiauto.com/electric/
Electronic Throttle Manufacturers

Morse Controls

Asia Pacific Headquarters
1-1-110 Tsutsujigaoka
Akishima-shi, Tokyo 196
Japan
Tel: [81] 425.49.7200
Fax: [81] 425.42.3018
Imo Industries Inc.

1009 Lenox Drive
Lawrenceville, NJ 08648-0550
Tel 609 844 7760
fax 609 844 7702
Email: jhickey@imoind.com
web: http:\\imoind.com

European Headquarters
117 Avenues des Nations, BP 60059
Zac Paris Nord II
95972 Roissy Charles de Gaulle Cedex
France
Tel: [33] 1.4990.4990
Fax: [33] 1.4990.4950
Mexico & South American Headquarters
Av. Gois, 1820
So Caetano do Sul
So Paulo 09550-050
Brasil
Tel: [55] 11.741.9500
Fax: [55] 11.741.9599
September 1997
124 - 24
SECTION CONTENTS
Lubrication System
Contents/Notes
Page
Functions of the Lubrication System ................................................................................................................... 1

Engine Lubrication Oil ......................................................................................................................................... 1
Oil Pressure......................................................................................................................................................... 2
Oil Filters ............................................................................................................................................................. 2
Oil Pan................................................................................................................................................................. 3
Crankcase Ventilation.......................................................................................................................................... 3
Extending Oil and Oil Filter Intervals ................................................................................................................... 4
Oil Level............................................................................................................................................................... 4
Dipsticks .............................................................................................................................................................. 5
..............................................................................................................................................................................
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DSEG01130
July 1997
LUBRICATION SYSTEM
FUNCTIONS OF THE LUBRICATION
SYSTEM
ADDITIONAL REFERENCES
The lubrication system is vital to engine performance

and reliability. The primary functions of the lubrication
system are to cool and lubricate internal engine
components. Proper lubrication reduces costly engine
wear.
All the required lubrication system functions are
provided with the engine as shipped from the factory. A
pressure
warning
switch
matched
to
the
instrumentation gauge(s) and/or alarm(s) is the only
component typically added to the lubrication system
after the engine leaves the factory.
Engines should be installed to allow easy access to the
dipstick, oil filter(s), oil fill and oil drain without
introducing contamination through the engine access
covers or hatches.
Proper lubrication system function is dependent on the
following criteria:
1. Lubrication oils comply with the specifications listed
in the Operator's Manual.
2. Engine oil level is maintained at the proper level in
the oil pan.
3. Proper oil filtration is maintained.
4. The engine maintains a stable lube oil pressure and
temperature during all operating conditions.
5. The engine is installed to provide easy access for
regularly scheduled maintenance.
Anything that interacts with the lubrication system must
not deter or compromise the primary functions of the
lubrication system. The information included in this
section addresses installation criteria to ensure these
criteria are met. Anything added to compliment the
lubrication system must also meet any governmental
regulations applicable to that engine installation and
application.
Additional information about the lubrication system

characteristics and specifications can be found in the
following publications:
Angularity Limits
Base Options....................... Performance Curves
By Oil Pan Option..............................Price Pages
Dipstick Options.......................................Price Pages
Service Intervals ............................Operator's Manual
Oil Capacity ...................................Operator's Manual
Oil Specifications ...........................Operator's Manual
Oil Sampling ................................. Oilscan / Coolscan
IPSKIT4 (12-94)
ENGINE LUBRICATING OIL

Engine oil requirements and change intervals are stated
in the Operators Manual.
Engine Oil Analysis

John Deere dealers and distributors offer Oil-Scan
lube oil analysis. Lube oil analysis detects unusual
wear or contamination in the engine, but does not allow
longer than normal oil change intervals. See the
Operator's Manual for additional information.
Oil analysis service is also available from independent
laboratories. Interpretation and validity of the data from
independent laboratories cannot be verified by John
Deere.
130 - 1
July 1997
LUBRICATION SYSTEM
OIL PRESSURE
Bypass Filters
The engine oil system provides pressurized oil to

lubricate vital parts of the engine. The pressure
regulating valve controls the system pressure to
maintain the proper levels of lubrication. Within the
pressurized system the oil is also filtered and cooled to
maintain proper cleanliness and temperature
requirements.
Bypass lube oil filters, when not factory installed, are not
required on John Deere engines. Some customers may
request them to provide additional filtration capabilities.
Using a bypass oil filter does not extend the oil change
interval. The engine oil level in the engine must be
maintained within the operating range marked on the
dipstick.
System Monitoring
Bypass lube oil filters are designed to take a small part

of the total oil flow through a very fine filter element. The
maximum oil flow allowed to a bypass oil filter for John
Deere engines is 1 gpm (4 liters/min) oil flow. The use
of a 0.085 inch (2.2 mm) orifice will restrict flow to the
desired level. The supply line to the bypass filter should
connect at a tapped hole in the main oil gallery. The
bypass filter return line should be connected to a tapped
hole in the oil pan or the timing gear cover.
A loss in oil pressure indicates a loss in lubrication oil to

the vital engine components. A pressure monitoring
system for the engine is essential. Mechanical or
electrical systems are acceptable.
John Deere
instrument panels and wiring harness provide the
proper match of sensor to gauge(s) and alarm(s).
The system monitors the oil pressure, ensuring that a
minimum oil pressure is maintained at all times.
Depending on the application, alarms and/or automatic
shutdown systems are used to allow quick reaction to a
loss in oil pressure. Automatic shutdown systems or
warning signals must be set to activate between
10-15 psi (70-100 kPa).
Acceptable oil pressure ports for oil pressure gauge(s)
are listed on the engine installation drawing.
OIL FILTERS
Some bypass filtration systems use filtration elements

not specifically designed for oil filtration, such as paper
towels. They may cause damage to the engine and
cannot be used. Oil filter elements must be specifically
designed for oil filtration.
Hydraulic hoses to and from a bypass oil filter should
meet all applicable governmental regulations. They
must be routed, supported and shielded to protect the
hoses from abrasion, wear and damage. They should
also have adequate shielding for protection from hightemperature components such as turbochargers and
exhaust manifolds.
Full-flow lube oil filters on John Deere engines have

been selected to give the needed filtration under a wide
variety of operating conditions. Using other brands or
types of filters may not provide the same degree of
protection for the lube oil system. The factory oil
filtration system must be left in place and functional.
Modification of the factory installed full-flow filtration
system is not allowed.
The engine should be placed so that the filter is readily
accessible for easy replacement. Failure to replace the
filter at specified intervals will reduce engine life.
Consult the operators manual for change intervals and
filter specifications.
July 1997
130 - 2
LUBRICATION SYSTEM
OIL PAN
CRANKCASE VENTILATION
Engine oil pan options are available to provide more

flexibility in engine applications. Steel pans may rust if
the protective paint layer is damaged and exposed to
corrosive conditions. Aluminum oil pans should be
used, when available, in applications where corrosive
conditions could occur, such as in salt water.
Engine crankcase vents allow combustion gasses that

blow by the piston rings into the crankcase to escape to
the atmosphere. There are several ways to route the
blow-by gasses to atmosphere.
The oil pans are not designed to support the weight of

the engine. Do not set the engine on the oil pan. Use
supports attached to the engine mounting pads to
support the engine at all times.
The engine oil capacity for each oil pan option is listed
in the Operators Manual for each engine.
Oil Pan Drain

The operator must be able to access the drain plug to
change engine oil. A hose may be used to allow a
remote drain location. The hose should be installed so
oil will flow freely from the engine.
If engine oil must be lifted to be removed, a pump can
be connected at the end of a hose to pump the used oil
into containers for proper disposal.
The hose cap should be removable with standard tools
or by hand. It should seal when hand tightened to
prevent possible leaks. Pipe threads will not generally
seal when hand tightened. If valves are used, their
construction should prevent vibration or shock from
opening or breaking the valve.
Some engines may operate in an enclosed area.

Whenever possible, blow-by gases should be routed
out of the enclosed area and released into the
atmosphere. Line sizes should be selected so that
crankcase pressure does not exceed the maximum
pressure specified on Sheet 2 of the Engine
Performance Curve (2 inches [51 mm] of water).
Vertical runs of piping must incorporate drains or
reservoirs at the bottom to collect any oil carryover.
Horizontal piping runs must have a downward slope of
at least 1/2 inch per foot of run or 40 mm per meter of
run. The vent piping cannot have loops or low spots that
trap accumulated oil.
Do not route vent gas piping close to the turbocharger
or hot sections of exhaust piping. The heat will cause
oil carryover to thicken on the inside wall of the vent pipe
and eventually plug the pipe. The outlet of the
crankcase vent piping must be protected from the entry
of rain or spray that could run back into the engine.
Routing the vent line to the air inlet is not
recommended. The oil in the vented air can foul engine
valves and turbocharger compressor blades, eventually
causing performance reductions and possible failures.
Collection of blow-by oil may be required by
government regulations or desired when the engine is
operated in an enclosed area. Several manufacturers
make blow-by gas filters or separators. The simplest of
these are reservoirs to hold any oil that is carried over
with the blow-by gas. Others use baffles or filters to
separate the oil from the blow-by gas, and allow the gas
to vent into the atmosphere while trapping the oil. Some
incorporate self-draining features to give longer service
life from a compact unit. The collector size should not
cause the crankcase pressure to exceed the published
limits.
130 - 3
July 1997
LUBRICATION SYSTEM
EXTENDING OIL AND OIL FILTER
CHANGE INTERVALS
OIL LEVEL
Auxiliary Tank Capacity

Oil change interval can be extended by adding an
auxiliary oil tank and circulating filtered oil continuously
through the engine crankcase. The oil change interval
will be proportional to the total capacity of the auxiliary
tank and the engine sump. For example, the quantity of
oil required to extend the change interval for an engine
that normally has a 14 quart or 13 liter capacity and a
250 hour change interval to a 2200 hour change
interval, can be calculated as follows:
14 qt X
13 L X
Installation Angle
Sheet 2 of the Engine Performance Curve lists the
maximum static installation angles allowed for
applications.
Operating Angle
2200 hr = 124 qt
250 hr
The engine angle of operation is important. The normal

limiting angle for intermittent operation of engines is
listed in the Price Pages and option drawings for the
1900 option group. Intermittent limits listed on Sheet 2
of the Engine Performance Curves are for the option
shown on the engine installation drawing.
2200 hr = 114 L
250 hr
The total expected oil consumption over the desired

change interval should be added to determine the
auxiliary tank capacity. Use one quart of oil per 50
gallons of fuel (one liter of oil per 200 liters of fuel) to
approximate oil usage.
As long as the engine maintains stable oil pressure and

oil retention, the operating angle is acceptable. If the
vessel/vehicle operating angle causes more than a
momentary oil pressure drop, the following corrective
actions should be taken until stable oil pressure returns:
1. Immediately reduce engine load.
Oil Filters
Oil filter change interval can be extended by monitoring
oil filter pressure drop. When pressure drop across the
filter reaches 15 psi (2.2 kPa), the filter should be
changed. A safety shutdown or alarm should be
installed to insure that the engine never operates above
18 psi (2.6 kPa) filter pressure drop.There are no
current provisions to monitor oil filter pressure drop on
Deere engines. An adapter that fits between the filter
and the engine block needs to be fabricated for this
purpose. The oil filter provided from the factory must be
left in place. It must be replaced at 250 hour intervals
as shown in the Operator's Manual, or it must be
changed at 15 psi (2.2 kPa) pressure drop as indicated
above. Remote oil filter installation used in place of the
engine mounted full flow filter provided from the factory
is not allowed.
July 1997
Proper engine oil level is necessary to ensure that

adequate lubrication is available to engine components.
A high oil level can cause oil foaming and contribute to
oil consumption. Low oil level causes higher oil
temperature, inadequate oil supply to engine,
fluctuating oil pressure, and ultimately, failure of engine
parts.
2. Return the vessel/vehicle to a level position.

3. Make installation changes to correct the application.
130 - 4
LUBRICATION SYSTEM
DIPSTICKS
Each engine oil dipstick is designed for each oil pan
option to provide an accurate check of oil level. When
oil level is checked, the vehicle/vessel should be in a
level position. The oil level is normally checked with the
engine not running. Special dipsticks and tubes are
available for some models which allow the oil level to be
checked with the engine running. New engines are
shipped with oil within the normal operating range
shown on the dipstick.
Marine Engines
When an engine is installed at a front-up angle, the
markings on the dipstick will no longer coincide with the
actual oil level. Figure 130-1 shows dipstick tube length
reductions required for various angles. Reductions of
less than 0.3 inches (7.5 mm) are not required. (This
may require adding up to a half quart or half liter of oil to
a new installation to bring the oil level up to the full mark
on the dipstick.)
The preferred method of correcting measured oil level is

to shorten the dipstick tube. The following procedure
will properly shorten the dipstick tube:
1. Measure the engine installation angle with the engine turned off.
2. From Figure 130-1, determine the length adjustment required.
3. Cut the length adjustment from the top of the dipstick tube. Make sure no debris falls down the dipstick tube.
4. Remove any burrs to prevent cutting the dipstick Oring.
Engine dipsticks can also be remarked if the dipstick is
long enough. The following procedure will properly
adjust dipstick markings:
1. Measure the engine installation angle with the engine turned off.
2. From Figure 130-1 determine the length adjustment
required.
3. Lower the add oil level and full oil level marks from
their original position as determined in step 2.
The dipsticks must not be stamped with a chisel or
V notched on the side. This will create a weak
point that may eventually fatigue and fail the
dipstick.
Marine Engine Dipstick Tube Length Reduction

Based on Engine Installation Angle
2.5
FM
8T
2.0
FM
&
6
60
50
8D
6
60
1.5
40
6AF
607
30
1.0
M&
039DF
FM
4045T
20
0.5
10
Dipstick Tube Length Reduction, mm
Dipstick Tube Length Reduction, Inches
60
No Adjustment Required
0
0
0
6
8
10
Installation Angle, Degrees
12
14
Figure 130-1
130 - 5
July 1997
SECTION CONTENTS
Tr a n s m i s s i o n o f P o w e r
Contents/Notes
Page
Power Limits ........................................................................................................................................................ 1

Torque Converter and Clutch Drives ................................................................................................................... 1
Direct Drives ........................................................................................................................................................ 1
Torsional Vibration ............................................................................................................................................... 2
With a small inertia driven from the flywheel................................................................................................. 2
Crankshaft torsional vibration........................................................................................................................ 3
With inertia added to the crankshaft pulley ................................................................................................... 3
With a large inertia driven from flywheel ....................................................................................................... 3
Belt Drives ........................................................................................................................................................... 4
Vee-belt Drive Design ................................................................................................................................... 4
Poly-vee Drives ............................................................................................................................................. 4
Serpentine Drives.......................................................................................................................................... 4
Serpentine Drive Design ............................................................................................................................... 5
Side Load Limits............................................................................................................................................ 6
Fan Drive Tests ............................................................................................................................................. 7
Figure 140-9, Front-Drive Capabilities (POWERTECH Engines) ........................................................................... 8
Figure 140-10, Front-Drive Capabilities (Series 300, 400 and 500 Engines) ...................................................... 9
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DSEG01140
July 1997
TRANSMISSION OF POWER
Engine power can be transmitted through several types
of devices including clutches, torque converters, direct
drives, or belts. The following guidelines should be considered for each type of drive.
POWER LIMITS
One-hundred percent of engine power can be taken
from the flywheel end of the crankshaft with a properly
designed drive. However, because of the way the front
pulley is attached to the crankshaft, front-drive power
capacity is limited. Front-drive power limits for non-reversing type loading with approved couplings are listed
in Figures 140-9 and 140-10. Flexible couplings may be
required in applications with torque requirements approaching these limits. Total front-drive torque values
are listed, and must be reduced accordingly if an engine
uses the gear auxiliary drive.
TORQUE CONVERTER AND CLUTCH

DRIVES
Torque converter or clutch drive installation and size
recommendations generally come from the drive supplier. Torque convertor and clutch sizing are dependent
on the application, so be sure to check the manufacturers recommendations. Check with Sales Engineering
or the drive supplier to see if the clutch or torque converter will fit the flywheel and housing properly.
DIRECT DRIVES
Direct drive means the driven device is a non-belt
drive that cannot be disconnected from the engine under normal operating conditions, including starting. Direct drives are commonly used on generator sets, air
compressors, and hydrostatic drives, among others.
Stub shaft assemblies must account for runout, misalignment, and endplay through the use of a flex-plate,
spline drive, or flexible coupling. Improper manufacture
or assembly could result in excessive bending moment
about the rear main bearing causing crankshaft failure.
John Deere does not recommend direct drives which attach to the engine through unclamped dry splines. Alternating spline tooth loading caused by torsional
vibration, combined with lack of lubrication, can cause
tooth fretting and eventual destruction of the spline and/
or drive shaft.
When a spline drive is used, drive couplers which provide lubricated or clamped splines, torsional damping,
or some combination of the two are recommended.
These types of couplers are available from Bowex,
Flender, Funk, Hayes, Lord, Lovejoy, etc. Specific recommendations and approval must come from the coupler supplier. To analyze the system, the coupler
supplier will need inertia data on the engine. Section
141, Mass Elastic Data provides this information for
John Deere engines.
Torsional vibration can be a concern for any type of system, but special attention should be given to direct-drive
systems.
140 - 1
July 1997
TORSIONAL VIBRATION
When an inertia is restrained by a torsional spring it
twists back and forth at a constant natural frequency
when disturbed, like the balance wheel in a mechanical
watch. For a simple system like the balance wheel, the
natural frequency in cycles per second (Hz) can be predicted with the following formula:
ENGINE
(I1)
DRIVEN
DEVICE
(I2)
FLEXIBLE COUPLER
( TORSIONAL STIFFNESS = K )
Fn ( natural frequency in Hz) =
F n (Natural frequency) =
1
2
K ( I1 + I2 )
I1
I2
Figure 140-2, Torsional Vibration For Two Inertias
If the torsional natural frequency is within the frequency range to be driven by the engine, coupler
failure or damage to the driven device can occur.
However, as long as the driven inertia is relatively small
compared to the flywheel inertia, engine damage is unlikely.
Figure 140-1, Torsional Vibration Frequency
Where K is the torsional spring rate in lb-in. per radian

and I is the inertia of the wheel in lb-in.-sec2.
An engine system is slightly more complicated.
TORSIONAL VIBRATION IN AN ENGINE

with a small inertia driven from the flywheel.
When an engine is coupled to a relatively low-inertia device (such as an air compressor) through a torsionally
flexible coupler, they will also vibrate with respect to
each other with a twisting motion at a predictable natural frequency. The natural frequency can be predicted
by the formula in Figure 140-2, where I1 is the total engine moment of inertia and I2 is the moment of inertia of
the driven device.
July 1997
Frequencies that are driven by the engine depend on

engine speed and number of cylinders. A torsional disturbance will occur every time a cylinder fires. Threecylinder firing frequency occurs at one and one half
times engine rpm. Four-cylinder firing frequency occurs
at twice engine rpm. Six-cylinder firing frequency occurs at three times engine rpm. For best results, the torsional natural frequency of the coupler and driven
device should be less than the low-idle rpm of the engine (800 rpm / 60 seconds per minute = 13.3 Hz).
Air compressor couplers are typically designed to produce a natural frequency in the 6-8 Hz range (400 to
500 rpm). This provides good isolation because the engine does not normally run slower than 800 rpm. If for
some reason the engine were to operate at 400-500
rpm, coupler failure could occur in a few seconds.
A complete analysis by your coupler supplier is recommended to assure the reliability of any flexible coupler.
To analyze the system, the coupler supplier will need inertia data on the engine. See Section 141, Mass Elastic
Data for data on John Deere engines.
140 - 2
CRANKSHAFT TORSIONAL VIBRATION
TORSIONAL VIBRATION
with a large inertia driven from the flywheel
Torsional vibration of the crankshaft itself can also be a

concern. This is particularly true for 6-cylinder engines,
which have relatively long and flexible crankshafts. This
is a more complex system with several possible vibration modes.
When the inertia of the driven device is almost as large

as the engine flywheel, vibration between the flywheel
and driven device can affect crankshaft torsional vibration frequencies and amplitudes. This is common on
generator sets.
CYLINDERS
CRANK PULLEY
WITH DAMPER
CYLINDERS
FLYWHEEL
CRANK PULLEY
WITH DAMPER
FLYWHEEL
DRIVEN DEVICE
Figure 140-3, Six-Cylinder Crankshaft Vibration
Figure 140-4, Torsional Vibration with a Large

Added Inertia
Six-cylinder engines are usually equipped with a specially tuned damper which helps control the vibration of
the crankshaft. The damper is tuned to absorb vibration
at the critical frequencies of the crankshaft and pulley
assembly. If this damper is improperly tuned it can result in engine gear noise, gear train failure, or crankshaft breakage.
Extensive engineering analysis and tests are required
to predict crankshaft torsional vibration levels.
A complete torsional vibration analysis is required for all

applications where the inertia of the driven device is
very large, such as generator sets. Contact sales engineering. Complete torsional stiffness and inertia (masselastic) data for all generator and coupler components
will be required. This information should be available
from the generator supplier.
TORSIONAL VIBRATION
with inertia added to the crankshaft pulley
If a pulley or other device of significant size is added to
the crankshaft pulley, the natural frequencies of the
crankshaft and pulley assembly will change, and vibration amplitudes usually increase. Six-cylinder engine
standard dampers may no longer be adequate to protect the engine. In some cases crankshaft torsional vibration may also become a concern on 3 and 4-cylinder
engines.
Three-groove, add-on pulleys, 5.5 inches (140 mm) in
diameter are available from John Deere. These are acceptable for use on all John Deere engines. The use of
larger add-on pulleys can cause excessive gear noise,
gear train failures, or crankshaft breakage in some applications. Check with sales engineering if any other
add-on pulley is used.
140 - 3
July 1997
BELT DRIVES
DRIVEN DEVICES
Belt drives can be applied at either the flywheel end or

the crank pulley end of the engine. Most use standard
vee-belts. Some use poly-vee belts. John Deere engines are equipped with single SAE J636 11/16 (15A),
dual SAE J636 1/2 (13A), or SAE J1459 eight-rib polyvee drive belts
"TIGHT"
SIDE
VEE-BELT DRIVE DESIGN

"SLACK"
SIDE
Contact your drive belt supplier for basic vee-belt drive

sizing . Rules of thumb such as 10 hp (7.5 kW) per
belt are not very reliable unless you are operating with
a very simple two-pulley drive with smooth loads and no
unusual operating conditions. In general, some guidelines to consider when designing a vee-belt drive are as
follows:
Large pulley diameters will transmit more power

and provide better belt life than small pulleys. Pulley diameters less than 3 inches (76 mm) are not
generally recommended.
When the system is operating, the belt will be tightest at the point where it is pulled into the driving pulley (i.e. the crank pulley), and it will be relatively
slack as it leaves the drive pulley (see Figure 1405).
Belt life will be best if smaller pulleys (such as alternators or tensioners) are located on the slack side
of the belt .
Pulleys for accessories that take a lot of power

should be as large as possible, and should be located on the tight side of the belt.
Belt drive capacity increases with wrap, or distance in degrees that the belt contacts the pulley
groove. A simple two-pulley system where the
wrap on each pulley is 180 will transmit the most
power.
Fans generally absorb 5%-10% of engine power,

and should usually be located on the tight side with
as much wrap as possible.
Air conditioning compressors absorb 10-15 Hp (711 kW). They should generally be driven by a separate add-on pulley and belt from the crankshaft
pulley.
July 1997
DIRECTION
OF ROTATION
DRIVE PULLEY
Figure 140-5, Simple Belt Drive
POLY-VEE DRIVES
Poly-vee drives use flat belts with multiple grooves or
ribs on one side. Eight-rib belts are common on medium-duty diesels, and larger belts (12-14 rib) are
sometimes used on very large engines. When a polyvee belt is used instead of vee-belts in a simple fixedcenter drive system as shown in Figure 140-5, the
same guidelines as shown above for vee-belt drives apply, except that a slightly smaller minimum pulley diameter is acceptable.
A serpentine poly-vee belt
systems design is much more complicated.
SERPENTINE DRIVES
A poly-vee belt is more flexible than a standard vee-belt,
since it can be wrapped backwards over a smooth pulley to drive an accessory. By alternating pulleys that
drive off the back-side and inside of the belt, it is possible to drive several accessories with one belt. Belts
used in these systems are commonly referred to as
serpentine belts and are frequently used on passenger cars. Six-rib belts are common on passenger cars.
140 - 4
SERPENTINE DRIVE DESIGN
Your belt supplier should be consulted if you are considering a serpentine system. Proper system layout is critical to a successful application. The same guidelines as
shown above for vee-belt drives apply, plus others:
Water
Alt
.
Fan
Very high wrap angles are desirable on pulleys

which drive off the back of the belt, since the friction
between the belt and pulley is lower.
Spring
Tensioner
Belt alignment is more critical than with vee-belts

because more pulleys are usually used, and they
are spaced close together. Axial pulley misalignment should be no worse than 0.006 inches for
each inch of center-to-center distance between pulleys (or 0.006 mm per mm).
Belt loads on the tight side of the belt can be extremely high when many components are driven
with one belt. Accessories with small bearings
(such as alternators) should be on the slack side.
The addition of a spring tensioner will greatly increase drive capacity. For a given drive capacity,
average hub loads and belt life can also be improved.
Spring tensioners should be on the slack side of the

belt if possible. It is particularly important that they
be on the slack side of high power accessories such
as air conditioning compressors.
Figures 140-6a and 140-6b illustrate two serpentine

drive examples.
Water
Pump
Alt.
"Slack"
Side
"Slack"
Side
A.C.
Compressor
Crank
Pulley
"Tight"
Side
Figure 140-6b, High-Performance Drive
Figure 140-6a illustrates a fixed-center drive (without a

spring tensioner) designed to provide a fan location
which is lower than the water pump. The alternator,
which is used as a tensioner, is on the slack side of the
belt. The fan, which absorbs most of the power, is driven from the back of the belt on the tight side, but only
has about 90 of wrap. Because of the low fan wrap,
this drive is only suitable for relatively low-power,
constant-speed applications.
Figure 140-6b illustrates an increased capacity drive.
The fan pulley wrap is considerably greater. The addition of a spring tensioner greatly increases the capacity
of the drive, which allows the addition of an air conditioning compressor. The reduced wrap on the water
pump is not significant since a water pump draws very
little power.
Note that on both of these examples the fan is driven
backwards. If a blower fan installation is needed,
specify a suction fan, and mount the fan backwards. If
a suction fan installation is needed, specify a blower
fan, and mount the fan backwards.
Fan
Crank
Pulley
Pump
"Tight"
Side
Figure 140-6a, Low-Power Drive
140 - 5
July 1997
SIDE LOAD LIMITS
Belt drives exert a considerable side load on the crankshaft due to belt tension. If the side load is too high,
crankshaft breakage can result. When an auxiliary belt
drive is added, care must be taken not to exceed the
crankshaft bending moment limits listed for each engine
in Figures 140-9 (page 140-8) and 140-10 (page 140-9).
These limits are listed as maximum allowable bending
moments about the center of the end main bearing. The
limits are the same for the flywheel end or the crank pulley end. The first step to determine crankshaft bending
moment due to belt load in your application is to determine the side load.
Side load from the belts is dependent on belt wrap,
number of belts and operating conditions. Your belt
supplier can tell you what the running side load will be
in your application. The following values are based on
new adjustment tension and 180 of wrap. They can be
used as an initial estimate for fixed-center drives. If a
spring tensioner is used, do not use these estimates.
Contact your belt supplier:
1/2 inch (13A) belts
180 lb per belt *
(800 N per belt)*
11/16 inch (15A) belts
180 lb per belt *
(800 N per belt)
Poly-vee (fixed center only)
30 lb / rib **
(133 N / rib) **
SERIES 300 = .75"(19 mm)

SERIES 400 = .875"(22.2 mm)
SERIES 500 = 1.00"(25.4 mm)
10.5L / 12.5L = 1.625" (41.3 mm)
A
L
SERIES 300 = .75"(19 mm)

SERIES 400 = .875"(22.2 mm)
SERIES 500 = 1.00"(25.4 mm)
10.5L / 12.5L = .875"(22.2 mm)
Figure 140-7, Bending Moment Due To Belt Pull
If the crankshaft bending moment exceeds the value

shown in Figure 140-9 or 140-10 for your engine, additional bearing supports must be provided (as shown in
Figure 140-8).
Support
Bearing
Flex
Coupler
* For a pair of 1/2 inch (13A) belts use 180 x 2 = 360 lbs
(800 X 2 = 1600 N)
** For an 8-rib poly-vee use 30 X 8= 120 lbs (133 X 8 = 1064 N)
Fi
Calculate the crankshaft bending moment with the following formula:
140 8 B
t f
b lt d i
Figure 140-8, Bearing Supports For Belt Drives
Side load x L = Crankshaft bending moment

L is taken from Figure 140-7. Measure the distance
from the front or rear machined surface of the cylinder
block to the center of belt pull and add the additional distance A (front) or B (rear) to correct for the distance
between the block surface and the center of the main
bearing. The A and B distance is the same for all engines except the POWERTECH 10.5L and POWERTECH
12.5L.
July 1997
140 - 6
FAN DRIVE TESTS
When applying a fan drive, it is important to confirm that
the belt will drive the load under normal field conditions
without slipping. As belts operate, they eventually settle to a predictable running tension regardless of initial
adjustment tension. This means that belts which do not
slip initially, may slip while in use. It is relatively easy to
test any finished fan drive for slip after run-in. The following procedure can be done using a strobe light tachometer:
7. Calculate running drive ratio for each pulley from

the data taken in step 5. Belt slip is the difference
between the running ratio per step 5 and the true ratio per step 2. Slip of a few percent is normal, but if
slip exceeds 5%, the drive is not acceptable.
8. In some cases, with relatively large alternators and
small fans, the belt might slip more at medium engine speed than at full speed. Repeat step 5 at lower engine speeds if necessary.
1. Mark the rim of each pulley with an axial paint line

or other mark that shows up easily under the strobe
light.
2. Establish the true fan drive ratio by adjusting belt
tension per manufacturers recommendations and
operating the engine at low idle with all power-absorbing accessories disconnected (i.e. air conditioning off, alternator disconnected, etc.).
Disconnecting the fan should not be necessary.
Record rpm of all pulleys. The true drive ratios calculated from the rpms should be close to the theoretical drive ratios calculated from the pulley
diameters.
3. Break-in the belt prior to testing for slip by operating
the engine at full speed for several hours.
4. Stop the engine and wait 10 minutes. While the
belts are still warm, readjust tension to the following
levels. The adjustment should not take more than 5
minutes so that the belts do not have a chance to
cool completely. These levels represent typical
run-in tensions in the field:
1/2 belts
11/16 belts
Poly-vee belts
50 lb (222 N)
60 lb (267 N)
10 lb / rib (44 N / rib) *
* For an 8-rib poly-vee use 10 X 8 = 800 lb

(44 X 8 = 536 N)
5. Operate the engine at full speed with all power absorbing accessories, lights, etc. operating. Record
all pulley speeds using the strobe tach.
6. Stop the engine, wait 10 minutes, and recheck tension. Repeat steps 4 and 5 if the tension has
changed more than 10%. If the belt slips much during the test, some tension loss may be unavoidable.
140 - 7
July 1997
Figure 140-9, Front-Drive Capabilities (POWERTECH Engines)
JOHN DEERE O.E.M. ENGINE FRONT-DRIVE CAPABILITY
INDUSTRIAL-INTERMITTENT
ENGINE
MODEL
RATED
RPM
POWERTECH
POWER
hp
(kW)
TORQUE
FRONT-DRIVE CAPACITY
INTERMITTENT
CONTINUOUS
lb-ft (Nm)
lb-ft
(Nm)
lb-ft
(Nm)
MAX.
MOMENT
ABOUT #1
MAIN
BEARING
DUE TO SIDE
LOADING
lb-ft (Nm)
3029D
2500
58 (43)
122
(165)
118
(160)
100
(135)
391 (530)
3029T
2500
79 (67)
166
(225)
118
(160)
100
(135)
312 (530)
4045D0
2500
80 (60)
168
(228)
295
(400)
250
(339)
494 (690)
4045D1
2500
85 (63)
179
(243)
295
(400)
250
(339)
494 (690)
4045T1
2500
115 (86)
242 (328)
295
(400)
250
(339)
406
(550)
4045T2
2400
125 (93)
274 (371)
295
(400)
250
(339)
406
(550)
4045H1
2400
140 (104)
306 (415)
295
(400)
250
(339)
406
(550)
6068D1
2500
125 (93)
263 (357)
295
(400)
250 (339)
428
(580)
POWERTECH
6068T1
2500
170 (127)
357 (484)
295
(400)
250 (339)
354
(480)
6.8 L
6068T2
2400
185 (138)
405 (549)
295
(400)
250 (339)
354
(480)
6068H1
2400
210 (157)
460 (624)
295
(400)
250 (339)
354
(480)
6068H2
2400
225 (168)
492 (667)
295
(400)
250 (339)
354
(480)
6081T
2200
200 (149)
477 (647)
406
(550)
345 (468)
435
(590)
6081A
2200
275 (205)
656 (890)
406
(550)
345 (468)
428
(580)
6081H
2200
300 (224)
717 (972)
406
(550)
345 (468)
406
(550)
POWERTECH
6105A
2100
300 (224)
751 (1019)
475 (644)
400 (542)
457 (620)
10.5 L
6105H
2100
350 (261)
875 (1187)
475 (644)
400 (542)
457 (620)
POWERTECH
6125A
2100
400 (298)
1001(1357)
475 (644)
400 (542)
457 (620)
12.5 L
6125H
2100
500 (373)
1251(1696)
475 (644)
400 (542)
457 (620)
2.9 L
POWERTECH
4.5 L
POWERTECH
8.1 L
August 1997
140 - 8
Figure 140-10, Front-Drive Capabilities (Series 300, 400 and 500)
JOHN DEERE O.E.M. ENGINE FRONT-DRIVE CAPABILITY

ENGINE
INDUSTRIAL-INTERMITTENT
RATED
POWER
TORQUE
FRONT DRIVE CAPACITY

INTERMITTENT
CONTINUOUS
MAX. MOMENT
ABOUT #1
MAIN BEARING
DUE TO SIDE
LOADING
lb-ft (Nm)
SERIES
MODEL
RPM
hp
(kW)
lb-ft (Nm)
lb-ft
(Nm)
lb-ft
(Nm)
300
3179D
2500
58
(43)
122 (165)
118
(160)
100
(135)
391
(530)
3179T
2500
79
(59)
166 (225)
118
(160)
100
(135)
312
(423)
4039D
2500
80
(60)
168 (228)
225
(305)
190
(258)
325
(440)
4039T
2500
110
(82)
231 (313)
225
(305)
190
(258)
258 (350)
4239A
2500
117 (87)
246 (334)
225 (305)
190
(258)
245
(332)
4045D
2400
85 (63)
186 (252)
225
(305)
190
(258)
494
(670)
4045T
2400
115
(86)
252 s(342)
225
(305)
190 (258)
406
(550)
6059D
2500
120 (90)
252 (342)
295
(400)
250 (339)
428
(580)
6059T
2500
165 (123)
347 (470)
295
(400)
250
(339)
310 (420)
6359A
2500
176 (131)
370 (502)
295
(400)
250
(339)
295
6068D
2400
130
(97)
284 (385)
295
(400)
250
(339)
420 (570)
6068T
2400
175 (131)
383 (519)
295
(400)
250 (339)
354 (480)
6076T
2200
200 (149)
476 (646)
392 (532)
330 (447)
435
6076A
2200
250 (187)
597 (816)
392 (532)
330 (447)
428 (580)
6076H
2200
275 (205)
657 (891)
392 (532)
330 (447)
406
(550)
6101A
2100
310 (231)
753 (1050)
392 (532)
384 (520)
384
(520)
6101H
2100
330 (246)
800 (1085)
392 (532)
384 (520)
365
(495)
400
500
140 - 9
(400)
(590)
July 1997
SECTION CONTENTS
Mass Elastic Data
Contents/Notes
Page
Figure 141-1, Engine Mass Elastic Models ..........................................................................................................1

Figure 141-2, Inertias - POWERTECH Engines ......................................................................................................2
Figure 141-3, Stiffness - POWERTECH Engines ....................................................................................................3
Figure 141-4, Pulleys, Dampers and Flywheels - POWERTECH Engines (2.9 L, 4.5 L, 6.8 L)...............................4
Figure 141-4, Pulleys, Dampers and Flywheels (continued) - POWERTECH Engines (8.1 L, 10.5 L, 12.5 L)........5
Figure 141-5, Inertias - Series 300, 400 and 500.................................................................................................6
Figure 141-6, Stiffness - Series 300, 400 and 500...............................................................................................6
Figure 141-7, Pulleys, Dampers and Flywheels - Series 300, 400 and 500 ...................................................... 7-8
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
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..............................................................................................................................................................................
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..............................................................................................................................................................................
..............................................................................................................................................................................
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..............................................................................................................................................................................
..............................................................................................................................................................................
DSEG01141
September 1997
MASS ELASTIC DATA

Figure 141-1,
Engine Mass Elastic Models
I1
K1
I2
I3
K2
K4
K3
Ihub +
Ipulley
I1
I4 +
Iflywheel
K1
I2
I4
I3
K2
K3
K4
K5
Three Cylinder
Ihub +
Ipulley
I5 +
Iflywheel
ENGINE MASS ELASTIC MODELS

Four Cylinder
Damper Inertia Member

Damper Elastic Member
I1
K1
I2
K2
I4
I3
K3
K4
I5
K5
I6
K6
K7
Kdamp
Iring
Ihub +
Ipulley +
Idamper hub
Six Cylinder
141 - 1
I7 +
Iflywheel
July 1997
MASS ELASTIC DATA

Figure 141-2, Inertias - POWERTECH Engines
Inertias in kgm2 (includes effective inertia of rotating and reciprocating masses),
to convert to in.-lb-sec2 multiply by 8.851(1)
Inertias (kgm2)
Engine
Model
I
(2)
Damp I Hub
POWERTECH 3029DF120
2.9 L
3029TF120
0.00085
0.00085
0.00213
4045DF150
0.00213
POWERTECH 4045TF150
4.5 L
4045TF250
0.00213
4045HF150
0.00213
6068DF150
0.00223
0.00223
6068TF150
POWERTECH
6068TF250
6.8 L
6068HF150
0.00223
0.00223
6068HF250
I1
I2
0.03444
0.01766
0.03444 0.00549(1)
0.01819
0.00549(1)
0.03496
0.04408
0.04406
0.04511
0.04511
0.04230
0.04228
0.04333
0.04333
0.04408
0.04406
0.04511
0.04511
0.03290
0.03288
0.03393
0.03393
I3
0.03496
0.04408
0.04406
0.04511
0.04511
0.04087
0.04085
0.04190
0.04190
I4
I5
I6
I7
Rotating(4)
Mass
(kg)
Recip.(5)
Mass
(kg)
1.420
2.049
1.420
2.397
0.04408
0.00549(1)
1.724
2.157
0.04406
0.00549(1)
1.724
2.147
0.04511
0.00549(1)
1.769
2.577
0.04511
0.00549(1)
0.04087
0.04085
0.04190
0.04190
0.03290
0.03288
0.03393
0.03393
1.769
2.577
0.04255
0.00595(1)
1.724
2.157
0.04253
0.00595(1)
1.724
2.147
0.04358
0.00595(1)
1.769
2.577
0.04358
0.00595(1)
1.769
2.577
0.00595(1)
1.769
2.577
0.00223
0.04333
0.03393
0.04190
0.04190
0.03393
0.04358
POWERTECH
6081T/A/H
8.1 L
(3)
0.00240
0.06344
0.04187
0.06722
0.06128
0.05475
0.07671 0.00493(1)
2.410
4.045
POWERTECH
6105A/H
10.5 L
(3)
0.02000
0.16010
0.10160
0.16010
0.16010
0.10670
0.16010
0.0100(1)
3.747
5.884
POWERTECH
6125A/H
12.5 L
(3)
0.02000
0.20860
0.11890
0.20860
0.20860
0.12320
0.20860
0.0100(1)
3.747
6.602
(1)
(2)
(3)
(4)
(5)
Inertias of the crankshaft between the rear main bearing and flywheel. Add flywheel inertia to this.
Inertia does not include front pulley or damper hub. Add damper hub and pulley to this.
See Figure 141-4.
Includes large end of connecting rod and bearing insert.
Includes small end of connecting rod, piston pin, piston, rings, and retainers.
See the following pages for pulley, damper and flywheel inertias and stiffness.
July 1997
141 - 2
MASS ELASTIC DATA

Figure 141-3, Stiffness - POWERTECH Engines
Stiffness in Nm/radx10-6, to convert to in.lb/rad multiply by 8.851
Engine
Model
POWERTECH
2.9 L
POWERTECH
4.5 L
Stiffness (Nm/radx10-6)
K1
K2
K3
K4
3029DF120
K Damp
0.1844
0.9640
0.9640
1.6596
3029TF120
0.1844
0.9640
0.9640
1.6596
4045DF150
0.6045
1.2950
1.2950
1.2950
1.9325
4045TF150
0.6045
1.2950
1.2950
1.2950
1.9325
4045TF250
0.6045
1.2950
1.2950
1.2950
1.9325
4045HF150
K5
K6
K7
0.6045
1.2950
1.2950
1.2950
1.9325
6068DF150
(1)
0.7218
1.5917
1.5917
1.5917
1.5917
1.5917
2.3522
6068TF150
(1)
0.7218
1.5917
1.5917
1.5917
1.5917
1.5917
2.3522
6068TF250
(1)
0.7218
1.5917
1.5917
1.5917
1.5917
1.5917
2.3522
6068HF150
(1)
0.7218
1.5917
1.5917
1.5917
1.5917
1.5917
2.3522
6068HF250
(1)
0.7218
1.5917
1.5917
1.5917
1.5917
1.5917
2.3522
POWERTECH
8.1 L
6081T/A/H
(1)
0.9600
1.8170
1.8170
1.8170
1.8170
1.8170
3.0170
POWERTECH
10.5 L
6105A/H
(1)
5.2000
3.6600
3.6600
3.7250
3.7600
3.6600
6.3000
POWERTECH
12.5 L
6125A/H
(1)
5.0000
3.4500
3.4500
3.5000
3.5000
3.4500
6.0000
POWERTECH
6.8 L
(1)
See Figure 141-4.
141 - 3
July 1997
MASS ELASTIC DATA

Figure 141-4, Pulleys, Dampers & Flywheels - POWERTECH Engines
Pulleys & Dampers
Model
POWERTECH
2.9 L
Ipulley
Flywheels
Option
Code
Flywheel
Number
Iflywheel
0.0186
1501
AT21178
0.4850
R117011
0.0073
1504
RE21542
0.9040
R123188
0.0080
Option
Code
Pulley
Number
(kgm2)
1329
R115349
1330
1301
Damper
Number
Ihub
Iring
(kgm2)
(kgm2)
K
Nm/rad
w/R121932
1302
R123189
0.0054
w/121932
1303
POWERTECH
4.5 L
R123188
0.0122
w/123486
1304
R123189
0.0097
w/123486
(kgm2)
1520/25
RE31275
N.A.
1501
RE58571
0.8419
1503
RE58568
0.7959
1504
RE58575
0.5014
1505
RE58573
0.5316
1507
RE58574
0.4263
1508
RE59339
0.5288
1509
RE60279
0.8389
1510
RE59436
0.5176
4101
R85527
0.0096
1512
RE59337
0.4280
4102
R123411
0.0087
1513
RE59435
0.7581
4103
R123413
0.0127
1515
RE59779
0.4224
1305
R123188
0.0079
RE59355
0.01963
0.0723
47,115
1501
See 4.5L
See 4.5L
1306
R123189
0.0053
RE59355
0.01963
0.0723
47,115
1503
See 4.5L
See 4.5L
4101
See 4.5L
See 4.5L
1504
See 4.5L
See 4.5L
4102
See 4.5L
See 4.5L
1505
See 4.5L
See 4.5L
4103
See 4.5L
See 4.5L
1507
See 4.5L
See 4.5L
1508
See 4.5L
See 4.5L
1509
See 4.5L
See 4.5L
1510
See 4.5L
See 4.5L
1512
See 4.5L
See 4.5L
1513
See 4.5L
See 4.5L
1515
See 4.5L
See 4.5L
POWERTECH
6.8 L
-- Continued --
September 1997
141 - 4
MASS ELASTIC DATA

Figure 141-4, Pulleys, Dampers & Flywheels - POWERTECH Engines -- (Continued)
Pulleys & Dampers
Model
POWERTECH
8.1 L
Ipulley
Flywheels
Option
Code
Pulley
Number
Damper
Number
Ihub
Iring
(kgm2)
(kgm2)
K
Nm/rad
Option
Code
Flywheel
Number
Iflywheel
(kgm2)
1301
R127401
0.0547
RE57603
0.0271
0.1650
79,900
1505
RE61416
1.4260
1302
R127401
0.0547
RE57603
0.0271
0.1650
79,900
1506
AR81439
2.7500
RE57604
0.0076
0.0757
87,930
1507
AR68167
1.2890
0.0271
0.1650
79,900
1532
RE55543
0.7950
1544
RE37275
0.7468
1303
R127400
0.0274
RE57603
RE57604
0.0076
0.0757
87,930
1304
R106998
0.0400
RE48454
0.02820
0.1660
108,800
1306
R126815
0.0400
RE64345
0.0282
0.1650
47,530
RE64346
0.0271
0.1650
47,530
RE64345
0.0282
0.1650
47,530
1327
RE57603
0.0271
0.1650
79,900
1341
RE57603
0.0271
0.1650
79,900
1307
R106998
0.0400
RE57604
0.0076
0.0757
87,930
1344
R120900
0.0644
RE57603
0.0271
0.1650
79,900
1345
R106998
0.0400
RE57603
0.0271
0.1650
79,900
1346
R126815
0.0400
RE57603
0.0271
0.1650
79,900
RE57604
0.0076
0.0757
87,930
1301
(kgm2)
RE62558
0.1572
0.3720
168,347
1502
RE65086
1.2800
1302
R133879
0.0356
RE65565
0.0814
0.3720
168,347
1505
RE68953
NA
1303
R133880
0.0758
RE62558
0.1572
0.3720
168,347
1506
RE53698
2.0300
RE62558
0.1572
0.3720
168,347
1507
RE66977
4.0000
1508
RE68954
NA
1304
1301 w/PTO
drive hub
1305
POWERTECH
10.5 L
R133880
0.0758
RE62558
0.1572
0.3720
168,347
R133879/
R133880
0.1114
RE65565
0.0814
0.3720
168,347
1302 w/PTO
drive hub
R133879
0.0356
RE65565
0.0814
0.3720
168,347
1308
R133879/
R133880
0.1114
RE65565
0.0814
0.3720
168,347
1303 w/PTO
drive hub
1306
1307
1306 w/PTO
drive hub
POWERTECH
12.5 L
1301
See 10.5 L See 10.5 L See 10.5 L See 10.5 L
1502
See 10.5 L
See 10.5 L
1302
See 10.5 L See 10.5 L See 10.5 L See 10.5 L See 10.5 L See 10.5 L
1505
See 10.5 L
See 10.5 L
1303
1506
See 10.5 L
See 10.5 L
1304
See 10.5 L See 10.5 L See 10.5 L See 10.5 L
1507
See 10.5 L
See 10.5 L
1305
1508
See 10.5 L
See 10.5 L
1306
1307
1308
141 - 5
September 1997
MASS ELASTIC DATA

Figure 141-5, Inertias - Series 300, 400 and 500
Inertias in kgm2 (includes effective inertia of rotating and reciprocating masses),
to convert to in.-lb-sec2 multiply by 8.851(1)
Inertias (kgm2)
Model
I Damp I Hub(2)
3179D
0.00085
I3
I4
I5
I6
Rotating(4) Recip.(5)
Mass (kg) Mass (kg)
I1
I2
I7
0.03493
0.01816
0.03493 0.00549(1)
1.420
2.376
1.420
2.742
3179T
0.00085
0.03548
0.01871
0.03548
0.00549(1)
4039D
0.00085
0.03263
0.03263
0.03263
0.03263
0.005491
1.420
2.376
4039T
0.00085
0.03318
0.03318
0.03318
0.03318
0.005491
1.420
2.742
0.04376
0.005951
1.674
2.923
1.674
2.913
4045D
0.00085
0.04376
0.04376
0.04376
4045T
0.0009
0.04634
0.04634
0.04634
0.04634
0.005951
6059D
0.0009
0.02886
0.02186
0.02886
0.02886
0.02186
0.02886 0.00595(1)
1.420
2.376
6059T
0.0009
0.02941
0.02241
0.02941
0.02941
0.02241
0.02941 0.00595(1)
1.420
2.742
1.674
2.923
1.674
2.913
6068D
0.0009
0.03978
0.03203
0.03978
0.03978
0.03203
0.03978
0.00595(1)
6068T
0.0009
0.03976
0.03201
0.03976
0.03976
0.03201
0.03976
0.00595
6076T/A/H
(3)
0.0026
0.04615
0.03380
0.04620
0.04347
0.03522
0.07263 0.00454(1)
2.379
4.123
6101A/H
(3)
0.0040
0.08220
0.06460
0.08630
0.07970
0.06300
0.09400 0.01250(1)
3.500
5.790
Figure 141-6, Stiffness - Series 300, 400 and 500

Stiffness in Nm/radx10-6, to convert to in.lb/rad multiply by 8.851
Model
Stiffness (Nm/radx10-6)
K1
K2
K3
K4
3179D
K Damp
0.1844
0.964
0.964
1.660
3179T
0.1844
0.964
0.964
1.660
4039D
0.1870
1.145
1.145
1.145
1.760
4039T
0.1870
1.145
1.145
1.145
1.760
4045D
0.1897
1.380
1.380
1.380
2.026
4045T
K5
K6
K7
0.2244
1.633
1.633
1.633
2.397
6059D
(3)
0.2213
1.309
1.309
1.355
1.309
1.309
2.083
6059T
(3)
0.2213
1.309
1.309
1.355
1.309
1.309
2.083
6068D
(3)
0.2244
1.577
1.577
1.633
1.577
1.577
2.397
6068T
(3)
0.2244
1.577
1.577
1.633
1.577
1.577
2.397
6076T/A/H
(3)
0.9165
1.442
1.418
1.534
1.609
1.442
3.257
6101A/H
(3)
0.8750
2.619
2.666
2.794
2.651
2.622
4.465
(1)
(2)
(3)
(4)
(5)
Inertias of the crankshaft between the rear main bearing and flywheel. Add flywheel inertia to this.
Inertia does not include front pulley or damper hub. Add damper hub and pulley to this.
See Figure 141-7.
Includes large end of connecting rod and bearing insert.
Includes small end of connecting rod, piston pin, piston, rings, and retainers.
July 1997
141 - 6
MASS ELASTIC DATA

Figure 141-7, Pulleys, Dampers & Flywheels - Series 300, 400 and 500
Pulleys & Dampers
Model
3179
Ipulley
Flywheels
Option
Code
Flywheel
Number
Iflywheel
0.0083
1501
AT21178
0.4850
0.0166
1504
RE21542
0.9040
1520/25
RE31275
N.A.
Option
Code
Pulley
Number
(kgm2)
1321
R86897
1329
RE31274
Damper
Number
Ihub
Iring
(kgm2)
(kgm2)
K
Nm/rad
(R91846 w/R91718)
4039
4045
1301
R85389
0.0060
1501
RE31667
0.4850
1307
R85390
0.0095
1502
RE25651
0.6036
1308
R85391
0.0178
1503
RE24452
0.8490
1309
R117071
0.0050
1504
AR85994
0.4710
1314
R84975
0.0153
1505
RE23941
0.9040
1315
R84974
0.0095
1507
RE44121
0.5805
4101
R85527
0.0096
1514
RE28195
0.4302
1518
RE24451
0.5124
1524
RE46293
0.9302
1301
See 4039
See 4039
1501
See 4039
See 4039
1307
See 4039
See 4039
1502
See 4039
See 4039
1308
See 4039
See 4039
1503
See 4039
See 4039
1309
See 4039
See 4039
1504
See 4039
See 4039
1314
See 4039
See 4039
1505
See 4039
See 4039
1315
See 4039
See 4039
1507
See 4039
See 4039
1514
See 4039
See 4039
1518
See 4039
See 4039
1524
See 4039
See 4039
4101
6059
(kgm2)
1303
RE40096
0.01774
0.0258
39,639
1501
See 4039
See 4039
1308
RE12820
0.01585
0.0260
43,950
1502
See 4039
See 4039
1317
RE53880
0.01950
0.0500
74,150
1503
See 4039
See 4039
1321
RE27602
0.03502
0.0383
75,000
1504
See 4039
See 4039
1338
RE30950
0.01840
0.0370
46,300
1505
See 4039
See 4039
4101
See 4039
See 4039
1507
See 4039
See 4039
4102
R80807
0.0108
1514
See 4039
See 4039
1518
See 4039
See 4039
1524
See 4039
See 4039
1528
RE25292
0.5865
-- Continued -Engine Application Manual
141 - 7
July 1997
MASS ELASTIC DATA

Figure 141-7, Pulleys, Dampers & Flywheels - Series 300, 400 and 500 -- (Continued)
Pulleys & Dampers
Model
6068
Damper
Number
Ihub
Iring
(kgm2)
K
Nm/rad
Option
Code
Flywheel
Number
Iflywheel
(kgm2)
1303
See 6059
See 6059
See 6059
See 6059
1502
See 4039
See 4039
1308
See 6059
See 6059
See 6059
See 6059
1503
See 4039
See 4039
1317
See 6059
See 6059
See 6059
See 6059
1505
See 4039
See 4039
1338
See 6059
See 6059
See 6059
See 6059
1507
See 4039
See 4039
Option
Code
Pulley
Number
Ipulley
Flywheels
(kgm2)
(kgm2)
4101
See 4039
See 4039
1514
See 4039
See 4039
4102
See 6059
See 6059
1518
See 4039
See 4039
1524
See 4039
See 4039
1302
R92860
0.0354
RE24975
0.01977
0.1356
93,700
1505
AR70168
1.3600
1304
R92861
0.0567
RE24975
0.01977
0.1356
93,700
1506
AR81439
2.7500
1311
R93141
0.0335
RE30158
0.03446
0.1071
91,500
1507
AR68167
1.2890
1316
R86127
0.0638
RE24975
0.01977
0.1356
93,700
1534
RE32898
1.6071
1327
RE24975
0.01977
0.1356
93,700
1544
RE37275
0.7468
1332
RE30158
0.03446
0.1071
91,500
6076
6076 (030)
1317
R92861
0.0567
RE48454
0.02820
0.1660
112,000
1505
See 6076
See 6076
1318
R92861
0.0567
RE53220
0.02820
0.1660
112,000
1505
See 6076
See 6076
1338
R92860
0.0354
RE48454
0.02820
0.1660
112,000
1506
See 6076
See 6076
1320
R92860
0.0354
RE48454
0.02820
0.1660
112,000
1506
See 6076
See 6076
1339
R86127
0.0638
RE48454
0.02820
0.1660
112,000
1507
See 6076
See 6076
1341
RE48454
0.02820
0.1660
112,000
1534
See 6076
See 6076
1351*
RE57604
RE62294
0.0076
0.027
0.0757
0.115
87,930
72,700
1544
See 6076
See 6076
RE10879
0.07900
0.0920
90,400
1505
AR103114
2.1600
AR70833
Separate
Hub
0.7253
48,100
1506
AR103115
2.6050
AR70834
Separate
Hub
0.5159
65,100
1507
AR103118
1.8311
1505
See 6619
See 6619
1506
See 6619
See 6619
1507
See 6619
See 6619
1304
R73897
0.0589
1317
6619
6101 (010)
1318
R77342
0.0730
RE10879
0.07900
0.0920
90,400
1320
R73897
0.0589
AR99933
0.07900
0.0920
90,400
1304
R73897
0.0589
RE52298
0.02712
0.1650
133,100
4101
R72515
0.0105
* Option 1351 is a marine, dual-damper option which includes both RE57604 and RE62294.
July 1997
141 - 8
SECTION CONTENTS
Gear-Driven Auxiliary Drive
Contents/Notes
Page
Mounting..............................................................................................................................................................1
Auxiliary Drive Power ..........................................................................................................................................1
Air Compressor Installations
Air Inlet....................................................................................................................................................1
Oiling System..........................................................................................................................................1
Off-Level Operation ................................................................................................................................1
Cooling System.......................................................................................................................................2
DSEG01142
September 1996
GEAR-DRIVEN AUXILIARY DRIVE

Many John Deere engines are designed to drive accessories such as air compressors and hydraulic pumps
for various application sub-systems. Care must be
exercised when installing these systems to maintain
engine and accessory life and reliability.
MOUNTING
A check valve must be used to prevent back flow

into the engine at all times.
All hardware (fittings, clamps, air lines etc.) used to
connect to the intake piping must be of the same
quality and integrity as the intake piping defined in
the Air Intake System Section of the Engine Application Guidelines manual (DSEG01).
OILING SYSTEM
Field installed accessories such as air compressors

mount directly to the auxiliary drive mounting flange on
the engine. Additional support of the accessory is normally required. In cases where twin cylinder air compressors or tandem applications such as an air
compressor and a hydraulic pump are used, an additional support will be required at the rear of the air compressor. This additional support assures proper
alignment of the unit and reduce the chance of auxiliary-drive failure.
AUXILIARY DRIVE POWER

For auxiliary drive power capabilities and drive specifications, refer to the option drawings. Use the total
power drawn by tandem applications to assure its less
than the auxiliary drive power capability.
AIR COMPRESSOR INSTALLATIONS

AIR INLET
Ideally, air compressor inlet supply should be separate
from the engine air inlet. Compressor inlet air can be
taken downstream of the engine air filter. However, catastrophic engine failure is possible with this approach if
a compressor intake line leaks, seal fails, or a compressor ring fails.
Air compressor inlet air from the pressure side of a turbocharged engine is not recommended. Many air compressors are not designed for the excess loads
imposed by turbocharging, making a compressor failure and secondary engine failure more likely. In addition, some air compressors will allow continuous blow
through of air when unloaded, robbing the engine of
required combustion air. Air compressors designed for
turbocharging are equipped with a valve which seals
off the intake when the compressor is unloaded. The
air compressor manufacturer needs to be contacted to
determine if their air compressor is compatible with turbocharging.
When obtaining air from the engine intake system, the
following guidelines must be followed to obtain John
Deere acceptance of the application:
Hydraulic hoses to and from the air compressor or

other auxiliary system should meet any applicable governmental regulations. They must be routed, supported
and shielded to protect the hoses from abrasion wear
and damage. They should also withstand operating
temperatures with adequate shielding from high temperature areas.
Supply
Oil supplied to an air compressor may be obtained
from one of the main bearing cross drills in the engine
block. The supply line must not exceed 3/16 ID. To
protect the engine and accessory from failure due to
lack of lubrication, engine oil system pressure should
be monitored anytime an accessory is lubricated from
the engine oiling system. A 10-15 psi low oil pressure
shutdown switch is recommended on all unattended
applications to assure adequate engine lubrication. On
prime mover or attended applications, it is recommended that a 10-15 psi low oil pressure warning system be installed.
Drain
Air compressors that do not drain directly back into the
cylinder block via the mounting flange must be drained
externally with a minimum line size of 1/2 ID. The drain
line should be connected to the oil pan above the oil
level.
OFF-LEVEL OPERATION
Unrestricted flow of the air compressors drain is critical
to both the compressors and the engines performance
and life. Although the angle that the engine is installed
in the application is critical, the actual operational angle
of the application is what will determine the ability of
the compressor to drain freely. The operational angle of
the application must not exceed the value listed on the
engine Oil Pan Option Drawing. Angles greater than
those listed can create oil aeration from connecting rod
dipping and also shutoff the air compressors oil drain.
This can lead to compressor crankcase flooding causing oil to blow past the rings and into the compressor
cylinders. This oil blow back can cause problems ranging from turbo failure to complete engine failure due to
hydraulic lock. The compressor supplier needs to be
contacted to assure that their compressor will adequately function in the specific application.
If the air supply is obtained downstream of the turbocharger, air compressor bleed off air should not
exceed 1% of the engine air consumption listed on
the engine Performance Sheet II Data Sheet .
142 - 1
September 1996
GEAR-DRIVEN AUXILIARY DRIVE

COOLING SYSTEM
Air compressors, or other engine-driven auxiliary systems that use the engine coolant for cooling, must
maintain the engine cooling system requirements
described in the Cooling System section (DSEG0170)
of this Engine Application Guidelines manual, and the
specifications listed on the Engine Performance Sheet
II data sheet.
In general, coolant supplied to the air compressor
should be obtained as close to the engine water pump
outlet as possible. Coolant returned from the air compressor should be routed to the engine side of the thermostat housing. For exact engine coolant supply and
return ports, review the Engine Installation Drawing.
Final installation must be reviewed by DPSG Sales
Engineering.
September 1996
142 - 2
SECTION CONTENTS
Industrial Engine Application Review
Contents/Notes
Page
Purpose ............................................................................................................................................................... 1
Marine Engine Note............................................................................................................................................. 1
Registration Numbers (SAMS) ............................................................................................................................ 1
Section Contents ................................................................................................................................................. 1
Application Review Procedure (Industrial)........................................................................................................... 2
Test Instrumentation ............................................................................................................................................ 5
Test Port Locations .............................................................................................................................................. 6
Test Port Locations and Instrumentation ............................................................................................................ 7
Industrial Engine Application Review Form (English) .........................................................................................E-1
Industrial Engine Application Review Form (Metric) .......................................................................................... M-1
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
DSEG01150
May 1996
INDUSTRIAL ENGINE APPLICATION REVIEW

PURPOSE
REGISTRATION NUMBERS
John Deere Engine Distributors are responsible for performing Engine Application Reviews and tests for Distributor OEM and retail applications. Completed Engine
Application Review forms should be submitted to Deere
Power Systems Group, Sales Engineering Department
for review, comment, and registration. The address is:
An application registration number will be assigned to

current production and history applications submitted to
DPSG. With the introduction of the SAMS electronic review system, the following application review status levels will be implemented:
WIP (Work in process): Pre-production reviews with
incomplete application information. All electronic reviews start as WIP reviews.
Deere Power Systems Group

Sales Engineering
P.O. Box 5100
Waterloo, Iowa 50704-5100
Customer satisfaction is directly related to the proper
engine application in the end product. It is important to
obtain the best possible installation in all product/applications to insure repeat sales, optimum product reputation and reduced warranty claims. Improper application
or installation without a registered Application Review
can result in denial of warranty.
The best way to achieve a trouble-free installation is to
follow application guidelines included in the John Deere
Engine Application Guidelines manual (DSEG01), perform engine application tests, and complete application
information sections of the Industrial Engine Application
Review form. The form must include all of the requested information for the Industrial Engine Application Review to be accepted. If a section of the form does not
apply to the application in question, please write or type
"NOT APPLICABLE" in that space.
Unique support systems must be tested. If a standard
power unit is used on several applications, a separate
review form should be submitted for each. The need for
a new cooling test will be decided on a case-by-case
basis. If you feel that a new test is not required, list the
original power unit number on the test form. Be sure to
fill out the rest of the form completely, particularly information on auxiliary coolers. Include photographs of the
installation. A new cooling test will be required if auxiliary coolers are used, the engine is enclosed, or operating conditions differ from the original power unit.
Open: Current production application under review for

which an application review memo has been issued.
These applications have application issues that need to
be addressed.
Complete: Current production applications for which
submitted reviews verify that the installation meets application guidelines.
Rejected: Current production applications that require
resolution of critical application issues. A new WIP review must be submitted after critical issues have been
addressed.
History: Engine applications that are no longer current
production applications. Rejected applications will be
given a History status when a new review is submitted.
While the file has a WIP or Open status, the distributor
can modify all distributor-controlled data fields. All but
one comment field will be locked for Complete, Rejected and History applications. Once locked, these fields
cannot be re-opened.
SECTION CONTENTS
This section includes two documents that will help distributors perform Engine Application Reviews. These
documents are:
1. Industrial Engine Application Test Procedure
MARINE ENGINE NOTE

Marine application reviews should follow instructions
contained in the Marine Engine Application Review
Section (DSEG01151) of this manual. Reviews of marine applications that use a radiator-type cooling system
should be submitted as an Industrial application.
150-1
This procedure describes the engine application

test required to complete system performance data
sections included in the Industrial Engine Application Review Form. Within these procedures, Review Form
refers to the Industrial Engine
Application Review Form.
May 1996

This section (DSEG01150) also itemizes equipment
needed to complete application review tests. Section DSEG01152 (Engine Application Review Test
Kit) lists the equipment used by Deere Power Systems Group, Service Support to perform application
tests on John Deere Direct OEM applications.
Some alternate equipment has been included. Distributors that currently have equivalent quality test
equipment can continue to use this equipment for
application tests.
(d) Is there an oil cooler mounted in front of the radiator or between the radiator and fan?
Distance between oil cooler and radiator?
(e) Can test be run outside or does it have to be inside? (Outside preferred.)
(f) Availability of electricity and water?
(g) What is the maximum coolant system temperature? (221F, 105C or 212F, 100C)
(h) What is the ID of lower radiator hoses? (The
manufacturer will need to furnish new air intake
and cooling system hoses for installation after
the test.)
2. Industrial Engine Application Review Form

Individual Review Forms will not be stocked. Make
copies as needed.
INSTRUMENTATION AND TOOLS NEEDED
APPLICATION REVIEW PROCEDURE
4. Make a copy of the installation drawing for the engine model being tested. Sketch the radiator and oil
cooler (if equipped) on the drawing.
PRE-TEST ACTIVITIES
1. On the Review Form, Page 1, Part 1, Complete Engine Selection to size and select the engine needed
for the application.
Gen-sets: Submit the information required to confirm the engine and generator are torsionally compatible.
2. Obtain the information needed to complete the
Part 2, Engine Support System Information on the
Review Form.
(a) As your engineer designs the vehicle/package,
review the Design Considerations for Service
and Maintenance section (Page 2) of the Review Form with him/her.
(b) Record the parts/kits used and support information on Page 2 through Page 4 in each of the
support systems that apply to your application.
(c) Obtain supplier drawings and performance
data for the radiator, air-to-air after cooler, fan
and air cleaner.
5. Based on the engine configuration and support system information, determine (reference the table on
Page 5 and Page 6) the instrumentation needed to
conduct the cooling tests required. Identify the locations (Page 7) where temperatures and pressures
will be measured.
6. Verify your application review test kit has the needed gages and instrumentation needed to conduct
the cooling tests. Ensure your tool kit has the needed tools to install the instrumentation.
PREPARATIONS AT TEST SITE

7. Remove the radiator cap. Completely drain the
cooling system by opening the drain cock of the radiator and the drain cock or plug in the side of the
cylinder block. Install blocked open thermostat(s).
8. Install the instrumentation identified in Step 5.
9. Take complete set of photographs of installation to
include:
3. Review with the customer the test site, and conditions needed to conduct tests required.
(a) The unit must be run continuously for a minimum of 2 hours at maximum application load
during the ATB Cooling Test.
(b) Cooling test must be run when the ambient
temperature is above 24C (75F).
(c) Can machine be operated at maximum load
and speed while it is stationary or does it have
to be mobile to load the engine?
May 1996
150-2
overall views of the machine

engine mounts,
clutch, drivetrain,
cooling system:
radiator, shroud, fan guard, hoses, etc.,
fuel system (fuel inlet and return),
air intake system,
exhaust system, and
instrument panel.

Text in SMALL CAPS in Steps 10-19 are measured values
to be recorded on the Review Form, Page 5.
10. System Fill, Blocked Open Thermostats
Keep track of water added during Step 10.
(a) Properly tension fan belts.
(b) Fill the cooling system with water. Bleed any
vent ports.
NOTE:
Ambient temperature must be taken in the shade,
away from the machine.
13. With a hand-held phototach or tachometer measure
and record FAST IDLE RPM and LOW IDLE RPM.
Record the FULL LOAD RPM measured during
Step 12.
14. Let engine cool down (1 - 2 hours). During this time:
(c) Measure cranking rpm with a hand-held phototach or tachometer. Record CRANKING RPM and
AMBIENT TEMP @ CRANKING .
(d) Remove all air from the system. With filler cap
off, operate the engine at various speeds.
Bleed/ vent as necessary until all air is gone.
Check for leaks in cooling system. Add water
as required.
(a) Calculate the AIR-TO-BOIL (ATB) or WATER-TOBOIL (WTB) temperature. Use stabilized temperatures from one test run.
(b) Complete the remaining fields relating to the
ATB/WTB tests on the top of Page 5.
15. Complete Pages 1 - 4 of the Review Form
(e) While idling the engine, add water to the radiator cap sealing surface. Record the total volume added in Step 10 as TOTAL SYSTEM
CAPACITY.
(a) Review the serviceability checklist to ensure

the engine can be adequately serviced. Review any concerns with the design engineer in
charge.
(b) Review data recorded for changes and complete the sections on Pages 1 through 4 of the
Review Form.
ATB/WTB COOLING TEST -Blocked open thermostats

Do not run a cooling test if the ambient temperature is
below 24C (75F). The large changes in air density
and radiation from non-cooling system parts give false
results. Record all measured data in Step 12 on the Review Form, Page 6.
16. System Fill, Operational Thermostats

Keep track of water added during Step 16.
11. Verify the engine is ready for the ATB cooling test.
Make sure engine is mounted in accordance with
vehicle manufacturers spec.s; i.e. all shrouds,
shields, guards, baffles, and sheet metal protection
in their normal operating positions. Place overflow
tube in container to catch overflow that occurs during Step 12.
12. Conduct ATB/WTB Test
Conduct test while operating the engine at speeds
and full load as representative for this application.
On Review Form, Page 6, record temperature,
pressure and engine speed every 20 - 30 minutes
until temperatures stabilize. Temperatures are considered stabilized when coolant outlet temperature minus ambient temperature is within 2F (1C)
for two consecutive tests.
150-3
(a) Remove the radiator cap and completely drain

the cooling system.
(b) Install operating thermostat(s).
(c) Place the radiator overflow tube in a container
to catch any overflow.
(d) Before starting the engine, fill the engine at a
rate of 3 GPM (12 LPG) until water overflows.
Record volume added as INITIAL FILL VOLUME.
If INITIAL FILL VOLUME is not at least 90% of TOTAL
SYSTEM CAPACITY, manufacturer will need to remove air from the system and top off radiator before
delivering machine to customer.
(e) While idling the engine for about one minute,
measure the amount of coolant (ADDED AFTER
PURGE) to fill the system to the radiator cap
sealing surface.
May 1996

If INITIAL FILL VOLUME plus ADDED AFTER PURGE is not
at least 90% of TOTAL SYSTEM CAPACITY, manufacturer
should consider cooling system design changes to
improve INITIAL FILL VOLUME.
If TOTAL SYSTEM CAPACITY

plus 180F (82C) OVERFLOW
plus ADDITIONAL 221F (105C) TT OVERFLOW
plus HOT SHUTDOWN OVERFLOW
minus INITIAL FILL VOLUME
minus ADDED AFTER PURGE
is over 10% of TOTAL SYSTEM CAPACITY, radiator top
tank expansion volume needs to be increased or a recovery bottle must used.
(f) Install radiator cap.

17. System Deaeration and Overflow
(a) Run the engine at rated speed until the engine
water stabilizes at about thermostat cracking
temperature (180, 82C). Once at that temperature, record the time required to deaerate
the engine (180F (82C) DEAERATION TIME) and
the volume of water discharged out the overflow
tube (180F (82C) OVERFLOW).
19. System Drawdown Capacity to Aeration

(a) Immediately following the hot shutdown test,
start the engine and stabilize temperatures
within the thermostat operating range (180200F, 82-93C).
(b) Run the engine at rated speed until the engine

water temperature stabilizes between 200220F, 93-104C (thermostats fully-open) by
blocking the airflow through the radiator and
loading the engine. Record any additional time
needed to deaerate the engine after reaching
200F, 93C ( 200F (93C) ADDITIONAL DEAERATION TIME).
If 180F (82C) DEAERATION TIME plus 200F (93C) ADDITIONAL DEAERATION TIME exceeds 25 minutes, design changes are required to improve deaeration
characteristics.
(b) Bleed off water from drain cock into a container

with engine operating at no load rated speed
until aeration is seen in sight glass. Record the
ADDITIONAL BLEED-OFF VOLUME TO AERATION.
If ADDITIONAL BLEED-OFF VOLUME TO AERATION is less
than 10% of TOTAL SYSTEM CAPACITY, radiator top tank
expansion volume needs to be increased.
20. Return engine to original condition.
(a) Remove all wiring, thermocouples, fittings,
sight glasses, and instrumentation from the
unit.
(c) Raise engine water temperature (continue to

load the engine at rated speed, or block cooling
air flow) until it stabilizes near 221F (105C).
Record any ADDITIONAL 221F (105C) TT OVERFLOW.
(b) Replace any hoses modified to conduct test(s).

Plug any ports in manifolds or tubes where instrumentation was installed.
(c) If requested by the manufacturer, fill the engine
with coolant.
18. Hot Shutdown

(a) Immediately following Step 17.c, record TOP
TANK HOT SHUTDOWN TEMPERATURE. If engine
being tested does not have a turbocharger,
shutdown engine instantly. If engine does have
a turbocharger, slow engine speed to idle and
shutdown instantly.
(b) Monitor top tank temperature until it starts to
drop. Record the MAX. TOP TANK TEMPERATURE
observed. Once overflow stops, record the HOT
SHUTDOWN OVERFLOW VOLUME.
CAUTION! If engine with turbocharger is shutdown without slowing engine speed, turbocharger bearings may be damaged.
May 1996
21. Complete Review Form, collect the drawings and a

complete set of photographs, and send to:
Deere Power Systems Group
Sales Engineering
P.O. Box 5100
Waterloo, Iowa 50704-5100
Distributors: The Review Form must be entered into
the SAMS Application Review system and submitted
electronically once this module is available.
DPSG will respond by memo to fully completed reviews.
It is the distributors responsibility to share the information in this memo with the machine/vehicle builder.
150-4

TEST INSTRUMENTATION
Possible Instrumentation Hardware
Pressure/Vacuum Gages
1- 10 psi gage
1- 20-50" H2O vacuum gage
1- 60-80" H2O gage
1- 15 psi gage
1- 30 psi gage
1- 60 psi gage
5- pressure sensing lines,

1/8"OD & 6-10' long
3- pieces T-fittings,
1/8"NPT-F and
1/8" NPT-M
Equip gages with desired fittings for

1/8" OD pressure sensing lines
4- pieces 4" K-type thermocouple

probes to1/8" NPT-M thread
Adapter Fittings:
6- 1/8" NPT-M to 1/8" OD Hose
4- 1/4" NPT-M to 1/8" NPT-F
2- 3/8" NPT-M to 1/8" NPT-F
2- 1/2" NPT-M to 1/8" NPT-F
16- pieces K-wire

temperature sensors
1- copper line 12-18" long,

1/8" NPT-M to 1/8"OD hose fitting
HAND TOOLS & SPECIAL EQUIPMENT
MISCELLANEOUS PARTS
1 - 3" Straight Screwdriver

1 - 3" Phillips Screwdriver
1 - 6" Screwdriver, nut runner end
1 - 8" - Crescent Wrench
1 - 10' - 12' Tape Measure
1 - Small Wire Stripper
1 - Small Wire Cutter
1 - Needle Nose Pliers
1 - Utility Knife w/ extra blades
1 - Clipboard
1 - Flashlight
2 - Pipe Tap, 1/8" NPT (for restriction checks)
2 - Drill, R size (for restriction checks)
1 - 3/8" Drive Socket Set
1 - Set open/box end wrenches (3/8" - 1")
1 - Hacksaw
1 - 3/16" Square Drive
1 - Camera (Polaroid or 35MM)
2 - Plastic Beakers w/handle, 32 oz.; graduated in ounces.
2 - Blocked open thermostats

2 - Thermostat housing gaskets
1 - Plastic Sight Tube (ID lower hose)
1 - AT30922 Adapter W/Nut
1 - 6' - 8' pc. hose, 1/4" ID drain hose
1 - Shut-off valve, drawdown hose
2 - AT13740 Drain Cock
1 - Roll Duct Tape
1 - Roll Electrical Tape
1 - Tube Silicon Sealant
(Silastic 732 RTV) (JD - #AR48230)
1 - Roll Teflon Tape, for fittings
24 - Nylon Ties
6 - 3" Hose Clamps
6 - 2" Hose Clamps
6 - 1" Hose Clamps
6 - 5/8" Hose Clamps
12 - Alligator Clips
150-5
May 1996

TEST PORT LOCATIONS
- Temperature Measurement Ports; - Pressure Measurement Ports
3
1
10
2
6
Radiator In
(Fan side, blower fan)
(Far side, suction fan)
Oil Cooler In
Radiator Out
17 Air Intake
Temperature &
Restriction
(NA Engine)
15
16 Exhaust Outlet
Temperature &
Back Pressure
Coolant,
13 Rear of
Head
11
May 1996
Coolant Out,
Top Tank
Charge Air Cooler

Inlet Temperature
17 Air Intake
Temperature
& Restriction
(Turbocharged
Engine)
12
4 Intake
Manifold
14 Coolant In,
Bottom Tank
Pressure
Charge Air Cooler

Outlet Temperature
150-6

TEST PORT LOCATIONS AND INSTRUMENTATION
Ref.
Measurement
When
Required
Instrumentation
Engine RPM Values
All applications
Photo-tach: place reflective tape on damper.
1 2
Hydraulic Cooler, Air In
Radiator cooled with

hydraulic oil cooler
Attach 2 thermocouple wires to the oil cooler face. Routing through the
core may be necessary.
3 4
5 6
Radiator - Air In
Radiator cooled
engines
Attach 4 thermocouple wires to the radiator face (fan side blower fan; far
side suction fan). Routing through the core may be necessary.
7 8
9 10
Radiator - Air Out
Radiator cooled
engines
Attach 4 thermocouple wires to the radiator face (far side blower fan; fan
side suction fan). Routing through the core may be necessary.
11
Charge Air Cooler

Inlet Temperature
Air-to-air aftercooled
engines
Remove hose connecting the pipe from the turbo compressor to the air-toair heat exchanger. Install thermocouple so the end is in the middle of the
hose. Install hoses using silicon sealant where wires meet the hose.
12
Charge Air Cooler Outlet

Temperature
engines
Remove hose connecting the air inlet pipe to the air-to-air aftercooler. Install thermocouple so the end is in the middle of the hose. Install hoses
using silicon sealant where wires meet the hose.
Air-to-Air Aftercooler
Pressure Drop
engines (Applies to
non-Deere kits when
supplier performance
data is not available.)
Braze an 1/8" NPT port in the pipe from the turbo compressor to the airto-air heat exchanger. Install a fitting for a pressure sensing line. Attach
sensing line from turbo compressor out tube to high pressure port of the
60-80 water (15-20 kPa) differential gage1 or manometer.
Install a T- fitting in the intake manifold pressure line measuring boost. Attach sensing line to this T-fitting, installed to the low pressure port of the
60-80 water (15-20 kPa) differential gage1 or manometer.
13
Coolant Rear of Cylinder Head
All applications
Install thermocouple probe in rear of cylinder. Attach to connector #13.
14
Coolant - In
(Bottom Tank)
All applications
Remove lower radiator hoses. Cut out a section from the middle. Install
the appropriate size sight glass in the hose. Install thermocouple wires so
the end is in the middle of the hose. Install hoses using silicon sealant
where wires meet the hose.
15
Coolant - Out
(Top Tank)
All applications
Remove upper radiator hose. Install thermocouple so the end is in the

middle of the hose. Install hoses using silicon sealant where wires meet
the hose.
16
1
Exhaust temperature
and back pressure
All applications
Drill and tap a 1/8" NPT hole in the exhaust pipe between the exhaust elbow and the muffler, about 5" from the elbow. Install T- fitting and 4" thermocouple probe into exhaust pipe. Install copper tube on the T-fitting.
Attach to 60-80 water (15-20 kPa) gage or manometer.
17
Air intake temperature
All applications
Install thermocouple wire as close to the incoming air as possible.
Air intake pressure
Application not using

Deere air filter kits
Naturally Aspirated: Remove 3/8" plug from air inlet Install fitting to adapt
to pressure sensing line size.
Turbocharged: Drill a 0.578" hole in the air inlet hose close to the turbocharger and install AT30922 adapter from the inside. Tighten the nut and
install fitting with a 3/8 ID hose end. Install 4 inches (100 mm) 3/8 tygon
tubing with hose clamp, ending in adapting fitting to pressure sensing line
size.
Attach to a 20-40" water (5-10 kPa) vacuum gage or manometer.
14
Ambient air temperature
All applications
Thermocouple wire must be shielded from the sun, hot metal, and fan air
discharge and away from the machine.
Intake manifold pressure
Turbocharged
engines
Remove the 3/8" plug or either fitting from the intake manifold.Install
T-fitting and attach to a 15, 30 or 60 psi (100, 200 or 400 kPa) gage2
(based on engine boost).
& sightglass
1
2
This differential gage must be able to operate at boost pressures (up to 45 psi, 300 kPa).
Maximum pressures measured or pressure limits should fall at 1/2 pressure gage range ideally, realistically within 1/3 to 2/3 of gage range.
150-7
May 1996

TEST PORT LOCATIONS AND INSTRUMENTATION (Continued)
Ref.
Measurement
When
Required
Instrumentation
Water-to-Water Heat Exchangers
20
Temperature Coolant
out of Engine
6076AFN, separate
circuit aftercooled
Remove a hose in the line routing coolant to the heat exchanger.Install

thermocouple so the end is in the middle of the hose. Install hoses using
silicon sealant where wires meet the hose.
21
Temperature Coolant
into Engine
6076AFN, separate
circuit aftercooled
Remove a hose in the line returning coolant to the engine.Install thermocouple so the end is in the middle of the hose. Install hoses using silicon
sealant where wires meet the hose.
22
Ground Water
water-to-water
heat exchangers
Remove a hose in the line routing ground water to the heat exchanger. Install thermocouple so the end is in the middle of the hose. Install hoses
using silicon sealant where wires meet the hose.
Separate Circuit Pump In
6076AFN, separate
circuit aftercooled
Install a fitting compatible with the pressure sensing lines at the separate
circuit water pump inlet. Attach to a 10-15 psi (70-100 kPa) gage.
Separate Circuit Pump Out
6076AFN, separate
circuit aftercooled
Install a fitting for a pressure sensing line in the separate circuit water
pump outlet line. Attach to a 30 psi (200 kPa) gage.
May 1996
150-8
JOHN DEERE INDUSTRIAL ENGINE APPLICATION REVIEW FORM (English)

Part 1 (Engine Selection)
General Details
Engine Serial No.________________________________
Appl. Reg. No. ___________________________________
Distributor:
Account No.: _____________
Company Name: __________________________________
Street Address: __________________________________
City, State, Zip Code: ______________________________
Phone:__________________________________________
OEM:
Account No.: _____________
Company Name: _________________________________
Street Address:___________________________________
City, State, Zip Code: _____________________________
Phone: _________________________________________
OEMs and Distributors incorporating John Deere engines in their product(s) are responsible for providing engine cooling
fan guards and other shields (accessory component pulleys and drivelines driven from the front or rear of the engine) as
needed to protect the personal safety of operators and others involved in the operation or maintenance of the product.
Reviewed By
Date
Title
Dist. Representative:
OEM Representative:
DPSG Representative:
Application Details
Stationary
Application Type: Mobile Portable
Registered Power Unit: No
Yes, Reg #
Off Level Requirements: No

Yes, Angle
hp
Appl. Engine Power
rpm
Appl. Engine Speed
Est. Production Date:
Application Desc. (Engine Use, Market, Market Segment)
Application Name & Model

Annual Volume
to
Annual Usage
to
Units/Yr.
Hours/Yr. Actual Production Date:
Appl. Engine Model
Powered Components
Component Desc.,
Make & Model
Engaged @
Cranking (Y/N)
Max Power
Required
Drive
Type
Drive
Location
hp
hp
hp
hp
Power Requirements
Industrial Engine Rating:
hp
hp
hp
hp
hp
Mass Elastic Data Attached:
Intermittent Continuous
Fan Power
Power Off Front of Crankshaft
Auxiliary Driven Power
Flywheel Power
Total Power for Application
Yes
No
Gen-Set Rating: Standby

Prime Continuous
Paralleling Required: Yes
No
Type Of Governor: Droop Isochronous
(A)
% Generator Efficiency (%)
(B)
Hz Frequency (Hz)
(C)
kW Gen-Set Power Rating
Gen-Set Power Calculations
Load Factor Calculations

% Time @ Max Appl. Pwr
% Time @ 75%
% Time @ 50%
% Time @ 25%
x 1.00 =
x 0.75 =
x 0.50 =
x 0.25 =
% Time @ IDLE
x 0.01 =
Application Load Factor
(D)
(E)
(F)
(G)
E-1
kW
hp
hp
hp
Electrical to Flywheel Power (D = C A)

Convert kW to hp (E = D 0.746)
Prime Power Req. (F = E + Fan Power)
Add 5% for Standby (G = F 0.95)
May 1996

Part 2 (Engine Support System Information)
Design Considerations for Service and Maintenance

Is serviceability acceptable:
Yes No Daily Maintenance
Yes No Periodic Maintenance
Check oil level

Add oil
Check coolant level
Add coolant
Check & drain water separator
Yes No Remove, Replace
Clean heat exchanger

Change engine oil
Replace oil filters
Replace air cleaners
Replace fuel filters
Access to hand primer
Adjust all belt tension
Adjust valve lash
Adjust hose clamp tension
Change engine coolant
Clean crankcase vent tube
Check air intake joints for leaks
Adjust clutch
Drain engine oil cooler
Drain oil filter base
Replace radiator
Replace alternator
Replace belts
Replace starter
Replace hoses
Replace starting aid
Remove injection pump
Remove injection nozzles
Replace thermostat
Remove oil pressure reg. hsg.
Replace vibration damper
Replace crank pulley
Remove rocker arm cover
Replace engine water pump
Remove cylinder head
Remove oil pan
In-place overhaul
Engine Barring-over accessible
Remove engine
Engine Fluid Requirements -- Reference Engine Application Guidelines Manual and Operator's Manual for Fuel, Oil, and
Coolant Recommendations and Service/Maintenance Intervals.
Engine Enclosure
Type
Yes
Yes
Open
Partial
Enclosed
No
No
Are you licensed to use the John Deere Standard Power Unit Design?
This enclosure complies with all drawings and specifications for the John Deere Standard Enclosure Design.
Note: John Deere decals and paint can only be used on licensed John Deere Standard Design Power Units using John
Deere recommended accessories.
Engine Mounting
Front to Back
Type of Mounting 3 point
Solid
Front Mounting Description
Rear Mounting Description
Installation Angle
Side to Side
4 point
Isolated
Both
Other
Air Intake System

Pre-cleaner Yes
Filter Element(s) Dual
Air Filter Make & Model
Starting Aid Make & Model
No
Single
Location
Exhaust System
Rain Cap or Other Protection Yes
Exhaust Connections Solid
Exhaust Manifold or Turbo Insulated Yes
Exhaust Muffler Make & Model
No
Flexible
No
May 1996
E-2
Outlet Diameter
Distance from Exhaust Outlet to Air Intake
in.
ft.

Fan Information
Engaged @
Cranking (Y/N)
Max Power
Required
Drive
Type
hp
Radiator Fan
Blower
Fan Make
Part Number
Fan Material
Weight
lb.
Distance from Core
in.
Location of Blade into Shroud
in.
Shroud Diameter
in.
Fan Spacer Part Number
Length
in.
Fan Diameter
Drive
Location
Suction
Fan Drive Ratio
:1
Material
Radiator Information
Radiator Make & Model
Part Number
Vertical Flow
Cross Flow
Radiator Height
in.
Radiator Capacity
qt.
Inlet Diameter (OD)
in.
Location
Location
Outlet Diameter (OD)
in.
Coolant Recovery Bottle Volume
qt.
Auxiliary Pressure Tank Volume
qt.
Auxiliary Tank Vent Line Size
Width
Equipped with Deaeration Baffles: Yes

in.
Thickness
in.
Radiator Cap Pressure:
psi
Height Relative To Radiator
in.
Height Above Radiator
in.
No
fins/inch
Above Below
Location
Auxiliary Tank Outlet Line Size
Location
Heater Connection Line Size
Location
Air-to-Air Charge Air Cooling

Detailed drawings required for all parts not purchased from John Deere
Heat Exchanger Make & Model

Heat Exchanger Height
Part Number
in.
Width
in.
Thickness
in.
fins/inch
Heat Exchanger Location

Clamp Manufacturer
Part Number
Hose Manufacturer
Hose Material
Hose Part Numbers

Air Duct Manufacturer
Air Duct Diameter
Air Duct Part Numbers
in.
Material
Air Ducts Have Bead:
Yes
No
Auxiliary Coolers
Hyd. Oil Cooler Make & Model
Hydraulic Oil Cooler Height
Heat Rejection
Location
in.
Width
in.
BTU/min
Thickness
Misc. Cooler Make & Model

Misc. Cooler Height
Heat Rejection
in.
Expected Hydraulic System Efficiency
fins/inch
%
Location
in.
Width
in.
Thickness
in.
fins/inch
BTU/min
E-3
May 1996

Heat Exchanger, Cooling Circuit

Part Number
Hose Connection Diameter (ID)
in.
Location
Expansion Tank Capacity
qt.
Location
Vent Line Diameter (ID)
in.
Location
Heat Exchanger, Separate Circuit

Part Number
in.
Location
Fuel System
Fuel Used
Hardened Injection Pump Parts Yes
Fuel Tank Material
Fuel Tank Filler Neck Screen Yes
No
No
Vertical distance of tank bottom to transfer pump
in.
Horizontal distance between tank outlet and return lines
in.
Vertical distance between fuel pickup and tank bottom
in.
Fuel Tank Connections:
Fuel Inlet Line Diameter
in.
Length
ft.
Material
Fuel Return Line Diameter
in.
Length
ft.
Material
Fuel Tank Drain Location

Electronic Governor Added
No
Yes
Make & Model
Water Separator/Pre-filter Make & Model
Location
Lube System
Blow-by Oil Separator Make & Model
By-Pass Oil Filter Orifice Size
in.
Filter Make & Model
Electrical System
Number of Batteries
Positive Cable Length
Volt
SAE Cold Cranking Amps @ 0 F (-18 C)
in. Size
Negative Cable Length
in.
amps
Size
Starter Relay Make & Model
Rating
amps
Alternator Make & Model
Rating
amps
Alternator Ignition Wire
Resistor
ohms
OR
Diode:
Yes
(48 , 2 Watt resistor provided with Delco Alternators)

Setting
Make & Model

Oil Pressure Sensor
psi
F
Coolant Temperature Sensor

Hour Meter
May 1996
Yes
No
E-4
Location
No

Part 3 (Application Test)
Cooling System Results

Engine Base Code
13 Digit Serial Number
Date
Option Codes As Tested
Method of Loading Engine
Ambient Temp @ Cranking

Wind Speed
Altitude
ft.
Cranking
rpm
mph
Low Idle
rpm
Fast Idle
rpm
Full Load
rpm
Wind Direction to Engine
Test Site
Total Cooling System Capacity
qt.
Blocked open stats, air purged, to radiator cap sealing surface
Fill/Deaeration/Drawdown - With Operational Thermostats

Initial Fill Volume
qt.
Filled at 3 GPM (12 l/min) rate until overflows
Added After Purge
qt.
Engine run 1 minute at idle, filled to radiator cap sealing surface
180 F (82 C) Overflow
qt.
180 F (82 C) Deaeration Time
min
200 F (93 C) Additional Deaeration Time
min
min
Additional 221 F (105 C)TT Overflow
qt.
Top Tank Hot Shutdown
Hot Shutdown Overflow
qt.
Max. Top Tank Temperature
Expansion Volume (E = B + C + D)
qt.
E A x 100 =
Additional Bleed-off Volume to Aeration
qt.
F A x 100 =
Total Deaeration Time (Z = X + Y)
Air-To-Boil (ATB) & Water-To-Boil (WTB) Calculations - With Blocked Open Thermostats
Use stabilized temperatures from Table, Page 6
Max. Coolant Temp., any Conditions
221 F (105 C) for POWERTECH with 10 psi (70 kPa) radiator cap,
212 F (100 C) for other combinations
Engine Coolant Out Temperature -
Ambient Temperature +
Altitude Adjustment +
WTB: use Ground Water 22 Value

ATB: 2 F each 1000 ft. (1 C each 275 m) above sea level
WTB: use 0
Test Coolant Adjustment -
6 F (3 C) if tested with water, 0 F if tested with ethylene glycol
Corrected ATB or WTB
ATB: Must be minimum 117 F (47 C) for North America

WTB: Must be minimum 85 F (30 C)
Seperate Circuit Heat Exchanger Effectiveness

Temp. Coolant out of Engine 20
Coolant going from aftercooler to heat exchanger
Temp. Coolant into Engine 21
Coolant returning from heat exchanger to pump
Ground Water Temperature 22
Ground water temperature entering heat exchanger
= (J - K) (J - L) x 100
Effectiveness
E-5
May 1996

Cooling Test Data
Date________________________
Method of Loading Engine _____________________________________________________________________

Test Run
Units
Time
rpm
Engine Speed
Temperatures
Probe/Wire #
Hydraulic Cooler - Air in

Radiator - Air In
Radiator - Air Out
Charge Air Cooler - Inlet

Charge Air Cooler - Outlet
Coolant - Rear of Cyl Head
Coolant - In (Bottom Tank)
Coolant - Out (Top Tank)
Exhaust Temperature
Intake Air Temperature
Ambient Temperature
Calculated ATB Temp.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Pressures
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
Gage
Exhaust Back Pressure

Intake Air Restriction
Air-To-Air Aftercooler Drop
Intake Manifold (Boost)
1
2
3
4
in H2O
in H2O
in H2O
psi

Temp. Coolant out of Engine
Temp. Coolant into Engine
Ground Water Temperature
Sep. Cir. Pump - Pressure In
Sep. Cir. Pump - Pressure Out
20
21
22
5
6
psi
F
F
psi
15 17 18 19 1 2 3 See Engine Performance Curve for maximum limits.

16 4 See Engine Performance Curve for nominal values at rated power, speed, standard test conditions.
5
May 1996
6 See Engine Application Guidelines manual, Natural Gas System section for maximum limits.
E-6

Comments, Recommendations
E-7
May 1996
JOHN DEERE INDUSTRIAL ENGINE APPLICATION REVIEW FORM (Metric)

Part 1 (Engine Selection)
General Details
Engine Serial No.________________________________
Appl. Reg. No. ___________________________________
Distributor:
Account No.: _____________
Company Name: __________________________________
Street Address: __________________________________
Phone:__________________________________________
OEM:
Account No.: _____________
Company Name: _________________________________
Street Address:___________________________________
Phone: _________________________________________
OEMs and Distributors incorporating John Deere engines in their product(s) are responsible for providing engine cooling
fan guards and other shields (accessory component pulleys and drivelines driven from the front or rear of the engine) as
needed to protect the personal safety of operators and others involved in the operation or maintenance of the product.
Reviewed By
Date
Title
Dist. Representative:
OEM Representative:
DPSG Representative:
Application Details
Stationary
Application Type: Mobile Portable
Registered Power Unit: No
Yes, Reg #
Off Level Requirements: No

Yes, Angle
kW
Appl. Engine Power
rpm
Appl. Engine Speed
Est. Production Date:
Application Desc. (Engine Use, Market, Market Segment)
Application Name & Model

Annual Volume
to
Annual Usage
to
Units/Yr.
Hours/Yr. Actual Production Date:
Appl. Engine Model
Powered Components
Component Desc.,
Make & Model
Engaged @
Cranking (Y/N)
Max Power
Required
Drive
Type
Drive
Location
kW
kW
kW
kW
Power Requirements
Industrial Engine Rating:
kW
kW
kW
kW
kW
Mass Elastic Data Attached:
Intermittent Continuous
Fan Power
Power Off Front of Crankshaft
Auxiliary Driven Power
Flywheel Power
Total Power for Application
Yes
No
Gen-Set Rating: Standby

Prime Continuous
Paralleling Required: Yes
No
Type Of Governor: Droop Isochronous
(A)
% Generator Efficiency (%)
(B)
Hz Frequency (Hz)
(C)
kW Gen-Set Power Rating
Gen-Set Power Calculations
Load Factor Calculations

% Time @ Max Appl. Pwr
% Time @ 75%
% Time @ 50%
% Time @ 25%
x 1.00 =
x 0.75 =
x 0.50 =
x 0.25 =
% Time @ IDLE
x 0.01 =
Application Load Factor
(D)
(E)
(F)
(G)
M-1
kW Electrical to Flywheel Power (D = C A)

kW
kW Prime Power Req. (F = E + Fan Power)
kW Add 5% for Standby (G = F 0.95)
May 1996

Design Considerations for Service and Maintenance

Is serviceability acceptable:
Check oil level

Add oil
Check coolant level
Add coolant
Yes No Remove, Replace

Change engine oil
Replace oil filters
Adjust valve lash
Adjust clutch
Drain engine oil cooler
Drain oil filter base
Replace radiator
Replace alternator
Replace belts
Replace starter
Replace hoses
Replace starting aid
Replace thermostat
Replace crank pulley
Remove rocker arm cover
Replace engine water pump
Remove oil pan
In-place overhaul
Remove engine
Engine Fluid Requirements -- Reference Engine Application Guidelines Manual and Operator's Manual for Fuel, Oil, and
Coolant Recommendations and Service/Maintenance Intervals.
Engine Enclosure
Type
Yes
Yes
Open
Partial
Enclosed
No
No
Are you licensed to use the John Deere Standard Power Unit Design?
This enclosure complies with all drawings and specifications for the John Deere Standard Enclosure Design.
Note: John Deere decals and paint can only be used on licensed John Deere Standard Design Power Units using John
Deere recommended accessories.
Engine Mounting
Front to Back
Type of Mounting 3 point
Solid
Installation Angle
Side to Side
4 point
Isolated
Both
Other
Air Intake System

Pre-cleaner Yes
Starting Aid Make & Model
No
Single
Location
Exhaust System
Rain Cap or Other Protection Yes
Exhaust Connections Solid
Exhaust Manifold or Turbo Insulated Yes
No
Flexible
No
May 1996
M-2
Outlet Diameter
Distance from Exhaust Outlet to Air Intake
mm
M

Fan Information
Engaged @
Cranking (Y/N)
Max Power
Required
Fan Make
Part Number
Fan Material
Weight
Blower
kg
Distance from Core
mm
Location of Blade into Shroud
Shroud Diameter
mm
Fan Spacer Part Number
Length
mm
Fan Diameter
Drive
Location
kW
Radiator Fan
mm
Drive
Type
Suction
Fan Drive Ratio
:1
Material
Radiator Information
Radiator Make & Model
Part Number
Vertical Flow
mm
Radiator Height
Cross Flow
Width
Radiator Capacity
mm
Height Above Radiator
mm
mm Location
L
Auxiliary Tank Vent Line Size
mm
Height Relative To Radiator
Outlet Diameter (OD)

Auxiliary Pressure Tank Volume
Thickness
psi
mm Location
L
mm
Radiator Cap Pressure:
Inlet Diameter (OD)

Equipped with Deaeration Baffles: Yes
No
mm/fin
Above Below
Location
Auxiliary Tank Outlet Line Size
Location
Location
Air-to-Air Charge Air Cooling

Detailed drawings required for all parts not purchased from John Deere

Heat Exchanger Height
Part Number
mm
Width
mm
Thickness
mm
mm/fin
Heat Exchanger Location

Clamp Manufacturer
Part Number
Hose Manufacturer
Hose Material
Hose Part Numbers

Air Duct Manufacturer
Air Duct Diameter
Air Duct Part Numbers
mm
Material
Air Ducts Have Bead:
Yes
No
Auxiliary Coolers
Hyd. Oil Cooler Make & Model
Hydraulic Oil Cooler Height
Heat Rejection
Location
mm
Width
mm
kW
Thickness
Misc. Cooler Make & Model

Misc. Cooler Height
Heat Rejection
mm
Expected Hydraulic System Efficiency
mm/fin
%
Location
mm
Width
mm
Thickness
mm
mm/fin
kW
M-3
May 1996

Heat Exchanger, Cooling Circuit

Part Number
mm
Location
Expansion Tank Capacity
Location
Vent Line Diameter (ID)
Location
Heat Exchanger, Separate Circuit

Part Number
mm Location
Fuel System
Fuel Used
Hardened Injection Pump Parts Yes
Fuel Tank Material
Fuel Tank Filler Neck Screen Yes
No
No
mm
mm
Vertical distance between fuel pickup and tank bottom
mm
mm
Length
Material
mm
Length
Material
Fuel Tank Drain Location

Electronic Governor Added
No
Yes
Make & Model
Water Separator/Pre-filter Make & Model
Location
Lube System
cm
Filter Make & Model
Electrical System
Number of Batteries
Volt
mm Size
amps
mm Size
Starter Relay Make & Model
Rating
amps
Alternator Make & Model
Rating
amps
Alternator Ignition Wire
Resistor
ohms
OR
Diode:
Yes
(48 , 2 Watt resistor provided with Delco Alternators)

Setting
Make & Model

Oil Pressure Sensor
kPa
C
Coolant Temperature Sensor

Hour Meter
May 1996
Yes
No
M-4
Location
No

Cooling System Results

Engine Base Code
13 Digit Serial Number
Date
Option Codes As Tested
Method of Loading Engine
Ambient Temp @ Cranking

Wind Speed
Altitude
Cranking
rpm
kPa
Low Idle
rpm
Fast Idle
rpm
Full Load
rpm
Wind Direction to Engine
Test Site
Total Cooling System Capacity
Blocked open stats, air purged, to radiator cap sealing surface
Fill/Deaeration/Drawdown - With Operational Thermostats

Initial Fill Volume
Filled at 3 GPM (12 l/min) rate until overflows
Added After Purge
Engine run 1 minute at idle, filled to radiator cap sealing surface
180 F (82 C) Overflow
180 F (82 C) Deaeration Time
min
200 F (93 C) Additional Deaeration Time
min
min
Additional 221 F (105 C)TT Overflow
Top Tank Hot Shutdown
Hot Shutdown Overflow
Max. Top Tank Temperature
Expansion Volume (E = B + C + D)
E A x 100 =
Additional Bleed-off Volume to Aeration
F A x 100 =
Total Deaeration Time (Z = X + Y)
Air-To-Boil (ATB) & Water-To-Boil (WTB) Calculations - With Blocked Open Thermostats
Max. Coolant Temp., any Conditions
221 F (105 C) for POWERTECH with 10 psi (70 kPa) radiator cap,
212 F (100 C) for other combinations
Engine Coolant Out Temperature -
Ambient Temperature +
Altitude Adjustment +
WTB: use Ground Water 22 Value

ATB: 2 F each 1000 ft. (1 C each 275 m) above sea level
WTB: use 0
Test Coolant Adjustment -
6 F (3 C) if tested with water, 0 F if tested with ethylene glycol
Corrected ATB or WTB
ATB: Must be minimum 117 F (47 C) for North America

WTB: Must be minimum 85 F (30 C)
Seperate Circuit Heat Exchanger Effectiveness

Temp. Coolant out of Engine 20
Coolant going from aftercooler to heat exchanger
Temp. Coolant into Engine 21
Coolant returning from heat exchanger to pump
Ground Water Temperature 22
Ground water temperature entering heat exchanger
= (J - K) (J - L) x 100
Effectiveness
M-5
May 1996

Cooling Test Data
Date________________________
Method of Loading Engine _____________________________________________________________________

Test Run
Units
Time
rpm
Engine Speed
Temperatures
Probe/Wire #
Hydraulic Cooler - Air in

Radiator - Air In
Radiator - Air Out
Charge Air Cooler - Inlet

Charge Air Cooler - Outlet
Coolant - Rear of Cyl Head
Coolant - In (Bottom Tank)
Coolant - Out (Top Tank)
Exhaust Temperature
Intake Air Temperature
Ambient Temperature
Calculated ATB Temp.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Pressures
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
C
Gage
Exhaust Back Pressure

Intake Air Restriction
Air-To-Air Aftercooler Drop
Intake Manifold (Boost)
1
2
3
4
kPa
kPa
kPa
kPa

Temp. Coolant out of Engine
Temp. Coolant into Engine
Ground Water Temperature
Sep. Cir. Pump - Pressure In
Sep. Cir. Pump - Pressure Out
20
21
22
5
6
kPa
C
C
kPa
15 17 18 19 1 2 3 See Engine Performance Curve for maximum limits.

16 4 See Engine Performance Curve for nominal values at rated power, speed, standard test conditions.
5
May 1996
6 See Engine Application Guidelines manual, Natural Gas System section for maximum limits.
M-6

Comments, Recommendations
M-7
May 1996
SECTION CONTENTS
Marine Engine Application Review
Contents/Notes
Page
Purpose ............................................................................................................................................................... 1
Sea Trials............................................................................................................................................................. 1
Registration Numbers (SAMS) ............................................................................................................................ 1
Section Contents ................................................................................................................................................. 2
Application Review Procedure (Marine) ............................................................................................................. 2
Marine Application Test Kit .................................................................................................................................. 5
Test Instrumentation ............................................................................................................................................ 5
Test Port Locations and Instrumentation ............................................................................................................. 6
Test Port Locations .............................................................................................................................................. 7
Marine Engine Application Review Form (English).............................................................................................E-1
Marine Engine Application Review Form (Metric).............................................................................................. M-1
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
DSEG01151
May 1996
MARINE ENGINE APPLICATION REVIEW

PURPOSE
John Deere Engine Distributors are responsible for ensuring Marine Engine Application Reviews are performed. Distributors are to send completed Marine
Engine Application Review Forms with support documentation to Sales Engineering, Deere Power Systems
Group (DPSG).
Customer satisfaction is directly related to the proper
engine application in the end product. It is important to
obtain the best possible installation in all applications to
ensure repeat sales, optimum product reputation, and
reduced warranty claims. Improper application or installation without a registered Application Review
can result in denial of warranty.
The best assurance we have to achieve a trouble-free
installation is to follow application guidelines included in
the John Deere Engine Application Manual, perform engine application tests, and complete the application information sections of the Marine Engine Application
Review form. The visual checks and performance tests
are designed for that purpose.
Deere cannot guarantee engines have been properly
matched to give desired vessel performance. Vessel
performance is impacted by characteristics of the entire
propulsion system, including the engine, marine gear,
propeller, hull shape, and geographic location.
NOTE:
Marine application reviews should follow instructions contained in the Marine Engine Application
Review Section of this manual. This review procedure does not include provisions for testing radiatorcooled installations. Reviews of marine applications that use a radiator-type cooling system should
be submitted as an Industrial application.
SEA TRIALS
A Sea Trial is part of the Marine Engine Application Review process. The review process (gathering of technical information for a marine application) begins during
the first engine selection discussions with a customer. It
concludes with a Sea Trial; the performance check of
the completed installation. Information recorded earlier
on the Marine Engine Application Review form is verified and completed, and the engine performance data is
gathered.
This application review procedure is designed as a

step-by-step process to be followed for each marine engine installed. Some information requested on the Marine Application Review Form may not be required,
based on engine configuration, for every installation.
Complete the sections as directed for each configuration.
REGISTRATION NUMBERS
An application registration number will be assigned to
current production and history applications submitted to
DPSG. With the introduction of the SAMS electronic review system, the following application review status levels will be implemented:
WIP (Work in process): Pre-production reviews with
incomplete application information. All electronic reviews start as WIP reviews.
Open: Current production application under review for
which an application review memo has been issued.
These applications have application issues that need to
be addressed.
Complete: Current production applications for which
submitted reviews verify the installation meets application guidelines.
Rejected: Current production applications that require
resolution of critical application issues. A new WIP review must be submitted after critical issues have been
addressed.
History: Engine applications that are no longer current
production applications. Rejected applications will be
given a History status when a new review is submitted.
While the file has a WIP or Open status, the distributor
can modify all distributor-controlled data fields. All but
one comment field will be locked for Complete, Rejected and History applications. Once locked, these fields
cannot be re-opened.
151-1
May 1996

SECTION CONTENTS
Previous Engine and Gear
Customers often request assistance is sizing drive

train components. When applicable record the previous engine and accompanying data. This information is often requested by drive train component
suppliers.
These documents are provided to help marine dealers

and distributors perform Engine Application Reviews:
1. Marine Engine Application Test Procedure
This procedure describes the engine application
test required to complete system performance data
sections included in the Marine Engine Application
Review Form. Within these procedures, Review
Form refers to the Marine Engine Application Review Form.
Engine
This section (DSEG01151) also itemizes equipment

needed to complete application review tests. Section DSEG01152 (Engine Application Review Test
Kit) lists the equipment used by Deere Power Systems Group, Service Support to perform application
tests on John Deere Direct OEM applications.
Some alternate equipment has been included. Distributors that currently have equivalent quality test
equipment can continue to use this equipment for
application tests.
2. Marine Engine Application Review Form
Record the engine and power rating selected.

Record the engine serial number(s) and any options modified prior to customer delivery.
Powered Components
Record all components (not installed at the factory)
which are driven by the engine. Attach mass elastic
data for gen-sets engines.
2. SUPPORT SYSTEMS INFORMATION

Upon engine delivery, review the installation requirements on Pages 2 and 3 for each engine support system with the customer. Record any kits provided with
the engine in the appropriate area. Record any customer or clarifying comments in the Comments section on
Page 3.
Individual Review Forms will not be stocked. Make

copies as needed.
Marine Engine Dipstick Tube Reduction
Based on Engine Installation Angle
2.5
Dipstick Tube Length Reduction, in.
1. ENGINE SELECTION
Much of the information on Page 1 can be completed
prior to reaching the vessel. This data is usually collected when sizing the engine. The data collected will define the engine and which options best fit customer
needs and wants. Review this information during the
sea trial and record missing information.
60
2.0
06
&6
F
8D
M
TF
50
60
1.5
40
FM
76A
60
30
1.0
FM &
4039D
FM
4045T
20
0.5
10
No Adjustment Required
0
0
10
12
Dipstick Tube Length Reduction, mm
APPLICATION REVIEW PROCEDURE
14
Installation Angle, Degrees
Vessel
Make sure the recorded Operating Description defines the engine duty cycle. This combined with Annual Usage (Hours) determine the appropriate
engine and Application Rating.
For propulsion, this is time at given engine speeds
for a typical trip. For gen-sets and auxiliary applications, this is applied load with percent of time.
Figure 151-1
Engine Mounting
Measure the engine installation angle. Remark the

dipstick as shown in Figure 151-1.
Ensure all connections to the engine (excluding
driveline) are flexible.
Engine Lubrication System
May 1996
Record any components added to the vent line and

any bypass oil filtration systems that have been
added.
151-2

Air Intake System
Note the airflow path to the engine.

Engine room ventilation fans should be exhaust
fans which add to the air flow into the engine room
created by the engine.
Exhaust System
Verify excessive force will not be applied to the engine, turbocharger or exhaust manifold.
Review the outlet location to ensure exhaust will not
re-circulate to the air intake.
Make sure that rain and sea water cannot reach the
engine through the exhaust.
In wet exhaust systems, make sure sea water is injected into the exhaust system above the waterline.
Sea Trial Performance Data Acquisition

3.1
For heat exchanger cooled engines, make sure

the sea cock is open before starting the engine.
3.2
Measure engine speeds listed at the top of the

Review Form, Page 4.
Fuel System
Review the fuel connections to the engine to verify

proper line sizes and appropriate fuel heights.
Make sure the fuel tank inlet and return lines are
properly spaced.
Verify that the linkage to the fuel injection pump
throttle lever allows full throttle travel.
3.3
Electrical System
Record components engaged during cranking,

such as hydraulic pump(s), generator, etc.
Verify that the engine is grounded to the vessel
bonding strip.
Record the coolant medium used during test.

Record requested information for any coolant recovery (overflow) or remote expansion tanks in use.
Information from the instrumented engine is recorded during a sea trial. The best time to conduct a sea
trial is when the boat is launched.
Before traveling to the vessel, make sure your test kit

contains the instrumentation and tools required to install
the instrumentation and take the test values specified
on Pages 151-5 and 151-6.
Instrument the Engine

Before the sea trial test, review the installation to confirm proper engine oil and coolant levels. Install instrumentation required (as specified on Pages 151-5 and
151-6) for the test. All lines of data are to be used with
these exceptions:
The method of loading the engine (and payload

on board for propulsion applications) is to be recorded at the bottom on the Review Form,Page 4.
3.4 Select Engine Loading Method
3. SEA TRIAL
Measure the engine cranking speed with the starter

engaged and fuel shut off.
Record load changes with the time (rpm for propulsion applications) in rows A through D on the
Review Form, Page 4. The start and fully loaded
times must be included.
Cooling System
Low idle can be excluded for gen-set (constant

speed) applications.
Data descriptions preceded by (KC) are only required on keel cooled engines.
Data descriptions preceded by (HEx) are only required on heat exchanger cooled engines.
Boost pressure is only required on turbocharged
engines.
WTB is only calculated when blocked open thermostats are used during the sea trial.
151-3
Propulsion engine tests should be conducted under

maximum load conditions for the engine. The appropriate tests for the type of boat operation should
be performed. Do not conduct any test which may
damage the boat. Three kinds of propulsion tests
can be used:
Free-run test - The vessel should be tested fully
loaded and at maximum free-run speed.
Push/pull test - The vessel should be tested at full
throttle with the marine gear engaged.
Bollard test - The vessel should be tested at full
throttle conditions stationary in the water.
Generator sets should be run under maximum
steady-state electrical load anticipated with the vessel stationary at the dock. Auxiliary Engines should
be tested at vessel speeds which match the minimum vessel speed under which the engine would
typically be fully loaded.
May 1996

3.5
Run the engine under maximum engine load conditions until coolant and engine room temperatures stabilize, recording temperature readings
and engine speed every 5-10 minutes.
3.6
Record pressure values and instrument panel

readings after temperatures have stabilized. Also
record the maximum loaded engine rpm reached
at the top of the Review Form, Page 4.
3.7
Criteria for acceptable application test data is listed on the bottom of Page 3 and on Sheet 2, Engine Performance Curve. When the measured
value does not meet the application criteria, the
installation should be modified to bring those conditions within specified limits. The modifications
are to be recorded on the Review Form, Page 5,
Recommendations.
If modifications are required, only those tests required to ensure the corrective action will bring performance within the specified test limits need to be
repeated.
Water To Boil (WTB) is calculated when blocked
open thermostats are used (for cooling systems being qualified for all operating conditions and tested
under bollard conditions) to determine the highest
sea water temperature in which the vessel can operate before the engine will overheat. The equations used to calculate this value are at the bottom
of Page 3 of the review form.
5. Complete Visual Inspection

Review the information on the Review Form, Pages 1 to
3 (ENGINE SELECTION and ENGINE SUPPORT
SYSTEMS INFORMATION sections). Verify information previously recorded is accurate. Complete any information not previously recorded.
This can be
completed while running test data or while the engine is
cooling down prior to removal of test instrumentation.
Record any customer or clarifying comments in the
Comments section on Page 3. Record any installation
modifications needed on Page 5, Recommendations.
6. Complete Serviceability Checklist

With the vessel representative:
Complete the Serviceability Checklist. Discuss any
items considered, poor. Record in theRecommendations section any changes that will be made to address
the items with poor serviceability.
Use the Operators Manual to review coolant and oil requirements and service intervals.
7. Sea Trial Recommendations

Review the Sea Trial and Serviceability recommendations recorded on Page 5 with the owner. After agreement with recommendations is reached, have the owner
sign Page 5.
4. Take Photographs
8. Remove Instrumentation
A series of photographs is required documenting the installation. Take two shots of the following (one for your
files and one to be sent to DPSG):
Overall views of the vessel
Left side view of engine
Right side view of engine
Back of engine
Front of engine
Exhaust Outlet
Take additional photographs of areas which you have

questions about or that you want to document for future
reference.
Keel cooled applications tested with blocked open

thermostats - Let the engine cool and install operating thermostats.
After all tests are complete, remove instrumentation
and return the engine to its original condition.
Replenish any coolant lost, ensuring engine coolant
level is acceptable. Make sure coolant meets Operators Manual specifications. Run the engine and
check for leaks.
9. REGISTRATION
Dealers:
Develop the film and send the installation photographs
(see Step 2, Page 151-2) with the completed Marine
Engine Application Review Form to your Engine Distributor for their review.
May 1996
151-4

Engine Distributors:
MARINE APPLICATION TEST KIT
Check the review to ensure the form is properly completed and all corrective action needed to meet application guidelines have been addressed. Submit the
review, pictures and any support documentation to
Sales Engineering, Deere Power Systems Group.
INSTRUMENTATION HARDWARE
DPSG will respond by memo to fully completed reviews.

It is the distributors responsibility to share the information in this memo with the boat builder or boat owner
with whom the review was conducted.
The Sea Trial test kit should include the "Test Instrumentation" hardware listed below, or equivalent, along
with the hand tools, special equipment, and miscellaneous parts listed below.
For test port sizes and locations, consult Pages 151-6
and 151-7.
Sources for Instrumentation Hardware and Special
Equipment are listed in the Engine Application Review
Test Kit section (DSEG01152).
TEST INSTRUMENTATION
Pressure/Vacuum Gages
1- 10 psi gage
1- 20-50" H2O vacuum gage
1- 60-80" H2O gage
1- 15 psi gage
1- 30 psi gage
1- 60 psi gage
Equip gages with desired fittings for
1/8" OD pressure sensing lines
5- pieces 4" K-type thermocouple
probes to1/8" NPT-M thread
3- pieces T-fittings,
1/8" NPT-F and
1/8" NPT-M
Adapter Fittings:
6- 1/8" NPT-M to 1/8" OD Hose
4- 1/4" NPT-M to 1/8" NPT-F
2- 3/8" NPT-M to 1/8" NPT-F
1- 1/2" NPT-M to 1/8" NPT-F
1- copper line 12-18" long,
1/8" NPT-M to 1/8" OD hose fitting
4- pieces K-wire
temperature sensors
6- pressure sensing lines,
1/8" OD & 6-10' long
HAND TOOLS
QTY
1
1
1
1
1
1
1
1
1
SPECIAL EQUIPMENT
DESCRIPTION
3" straight screwdriver
8" adjustable open-end wrench
Small wire cutter
Clipboard
Flashlight
Tape Measure (10 ft or 12 ft)
Set of open/box-end wrenches (3/8" to 1")
Set of hex-head wrenches
3/16" square drive
QTY DESCRIPTION
1
Carrying case
1
Digital thermometer, hand-held,
battery-operated
1
Minimum 10-channel selector switch,
K-wire compatible
1
Hand-held tachometer
1
Angle gage or 8" carpenters level
and 8" rafter square
1
Camera with film
MISCELLANEOUS PARTS -- Nylon ties (24); Duct tape; Teflon tape
151-5
May 1996

TEST PORT LOCATIONS AND INSTRUMENTATION
Port
Ref.
When
Required
Measurement
Instrumentation
See Page 151-5 for possible hardware
All Engine Cooling Systems

Installation Angle
All applications
Angle gage or level with protractor
Engine RPM values
All applications
Photo-tach & reflective tape on damper
Knots
All applications
Instrument panel or estimated
Exhaust
All applications
T-fitting in NPT port to themocouple probe & copper tubing to sensing line
to 60-80 water (15-20 kPa) pressure gage
Air intake temperature
All applications
Thermocouple wires at air filter
Air intake pressure
Application not using

Deere air filter, or has
remote-mounted air
filter
At inlet restriction NPT port, 20-50 water (10-15 kPa) vacuum gage
Ambient air temperature
All applications
Thermocouple wires outside engine room
Intake manifold pressure
Turbocharged engine
NPT port to 30 or 60 psi (200 or 400 kPa) gage (based on engine boost)
Engine coolant
temperature
All applications
Instrument panel gage
Engine oil pressure
All applications
Instrument panel gage
1 1
Keel Cooled Engine
4 4
Coolant-out of Engine
Keel-cooled
T-fitting in NPT port to thermocouple probe & 15 psi (100 kPa) gage
5 5
Coolant return to Engine
Keel-cooled
T-fitting in NPT port to thermocouple probe & 10-15 psi (65-100 kPa) gage
Sea water temperature
Keel-cooled
Thermocouple wires or probe in sea water overboard
Coolant-in temperature
Keel-cooled
NPT port to thermocouple probe or Thermocouple wires in water pump

inlet line
Heat Exchanger Cooled Engine
Sea water return

(out of engine)
Heat exchanger
cooled
NPT port to thermocouple probe or Thermocouple wires in sea water

return line.
Sea water pump outlet
Heat exchanger
cooled, wet exhaust
system and no gear
oil cooler
NPT port to thermocouple probe orThermocouple wires in sea water inlet

line or Thermocouple wires or probe in sea water overboard
6 6
Sea water pump outlet
Heat exchanger
cooled, either gear oil
cooler or dry exhaust
T-fitting in NPT port to thermocouple probe & 15 psi (100 kPa) gage
Sea water inlet restriction
Heat exchanger
cooled
NPT port to 15-30" Hg (7-15 psi, 50-100 kPa) vacuum gage
Temperature instrumentation range is 0F to 250F (-20C to 120C) at all locations except exhaust,
which is 0F to 1200F (-20C to 650C).
May 1996
151-6

TEST PORT LOCATIONS
Series 300 Test Ports

7 Drill and tap sea water pump inlet line as close to pump inlet as possible.
4 4 , 6 6 or 6 1/4 NPT
Turbocharged Engines
1/4 NPT 5 5 or 5
1 1 1/8 NPT
2 1/8 NPT; Use Air Inlet Restriction Indicator port
3
Intake Manifold
1/4 NPT; NA
Wet Exhaust
7 1/4 NPT
1/2 NPT, both ends
2 1/8 NPT; NA Engines

1 1 1/8 NPT; NA Dry Exhaust
Series 400 Test Ports

2 -Drill and tap between air filter and turbo, 4-6" (100-150 mm) from turbo inlet.
Heat Exchanger Cooled
Keel Cooled
1/8 NPT 1 1
1 1 1/8 NPT
3 1/8 NPT
4 4 1/4 NPT
5 5 1/4 NPT
3 1/8 NPT
5 1/2 NPT
7 1/8 NPT
7 1/2 NPT, side of water pump below spring bracket
151-7
6 6 or 6 1/8 NPT
May 1996
JOHN DEERE MARINE ENGINE APPLICATION REVIEW FORM (English)

Part 1 (Engine, Option and Accessory Selection)
General Details
Engine Serial No.________________________________
Appl. Reg. No. ___________________________________
Distributor:
Account No.: _____________
Company Name: __________________________________
Street Address: __________________________________
OEM/Dealer:
Account No.: _____________
Company Name: _________________________________
Street Address:___________________________________
Reviewed By
Title
Dist. Representative
OEM Representative
DPSG Representative
Customer
Signatures On File
Yes No
City, State
Vessel Information
Vessel Name
Required Certifications
Hull Make & Model
Beam
ft
ft
%Time @ Cruising Speed
% Time @ Full Throttle
Operating Description
Home Port
Hull Material
Length
Draft
%
%
Application Rating
M1 M4
M2 Gen-Set
M3 Auxiliary
Weight
Max Prop Dia.
ft
lbs
in.
Cruising Engine Speed
rpm
Hull Type
Trawler
Planing
Tug or Barge
Semi-Disp.
Displacement
Other _______________________
Design Hull Speed

Rated Power
Knot
hp
Annual Usage
Hours
Operating Range
Miles
Type of Vessel
Work Boat
Fishing Boat
Crew Boat
Sport Fishing Boat
Supply Boat
Other _________________________

Engine Make & Model
Marine Gear Make & Model
Propeller Diameter
in.
Rated Power
Gear Ratio
in.
# Blades
Pitch
hp
:1
Rated Speed
rpm
Max. Boat Speed
Knot
Engine
Engine Serial Number(s)
Engine Model
Engine Rated Power
Option Codes Modified
Base code
Instrumentated Engine
Other Engine(s)
hp
Powered Components
Component Desc.,
Make & Model
Propeller Diameter
Generator Efficiency
Engaged @
Cranking (Y/N)
in.
%
Pitch
Gen-Set Rating
Max Power
Required
hp
hp
hp
hp
hp
in.
E-1
Drive
Type
Drive
Location
# Blades
Gear Ratio
:1
kW
Mass Elastic Data Attached Yes No
May 1996

Engine Mounting
Installation Angle
Support System Connections Flexible Yes

Type of Mounting Solid
Dipstick Remarked Yes
No
Isolated
No

Air Intake System

Engine Room Open or Closed Open
Closed
Engine Room Exhaust Fan Yes

Engine Room Vent Area

Intake Piping Length
in.
Diameter
in.
No
Single
in2
Material
Intake Piping Elbows
Exhaust System
Dry Exhaust Flex
Adequate Flex
Flex Location Isolates Engine
Exhaust Piping Wrapped
Exhaust Piping Length
Wet Exhaust
Positive Wet Exhaust Slope Yes
No
Engine Exhaust Outlet above Waterline Yes
No
Dry Exhaust
No
No
No
No
Yes
Yes
Yes
Yes
in.
Diameter
in.
Material
Exhaust Piping Elbows

Water Exclusion Method
Fuel System
Verify Fuel Injection Pump Seals Not Broken
Fuel Tank Material
Water Separator Yes

Water-in-Fuel Alarm Yes
in.
Vertical distance of tank top to transfer pump
in.
in.
in.
Length
ft
Material
in.
Length
ft
Material
in.
Filter Make & Model
Lube System
May 1996
No
No
E-2

Electrical System
Engine Grounded to Bonding Strip
Number of Batteries
Volt
Yes
No
in. Size
amps
in.
Size
Instrument Panel(s):
Deere Yes No
Can hear alarms on bridge Yes No
Coolant Temperature Gage & Alarm

Oil Pressure Gage & Alarm
Hour Meter
Alarmed Functions Cause Engine Shutdown
Yes
Yes
Yes
Yes
No
No
No
No
Cooling System
Gear Oil Cooler Location
Keel Cooler Outlet Line

Keel Cooler Return Line
Sea Water Return Line
Sea Water Pump Inlet Line
Other ______________________________________
Length
Diameter
Sea Water Inlet Line or

in.
in.
Sea Water Return Line or

in.
in.
Keel Cooler
ft.
in.
Engine Coolant made up of Antifreeze,

Coolant Additive, & Soft or Distilled Water
Coolant System Protected From Debris
Radiator Cap In Use
Sea Water Discharged Above Waterline
Sea Strainer Installed
Seacock Installed
Material
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
# Elbows & Description
Keel Cooler Description
# Paths
qt.
Height Relative To Top Tank
in.
Remote Pressure Tank Volume
qt.
Coolant Height Above Top Tank
in.
Pressure Tank Outlet Line Size
Minimum Slope
Locations
Above Below
Vent Line Size
General Comments
Acceptable Test Limits

- < 30 F, 17 C
- < 6 psi, 41 kPa
< 30 in H2O, 7.5 kPa
< 12 in H2O, 3 kPa
< 10 psi, 69 kPa
< 8.8 in Hg, 30 kPa
Keel Cooler, Operational Thermostats

[3 x ( - ) < - AND - < 3 psi, 21 kPa]
OR - < 125 F, 70 C
Keel Cooler, Blocked Open Thermostats (WTB)
= 212 - F + F + T F 85 F
= 100 - C + C + T C 30 C
T = 6 F (3 C) for water, 0 for 50/50 mix
E-3
May 1996

Part 3 (Sea Trial Data Acquisition)
Sea Trial Data

Test Site
Altitude
Date
Starting Time
Finish Time
Hour Meter Reading
ft
Sea water flow overboard looks OK
Cranking
Low Idle
Fast Idle
Full Load
Hours
Blocked open thermostats
rpm
rpm
rpm
rpm
WP = Water Pump
Operational thermostats
Engine Instrumented Port Starboard
KC = Keel Cooled Engine Test

HEx = Heat Exchanger Cooled Engine Test
Payload on Board
Loading Information
Apply max. engine load until temperatures stabilize.

Time of load changed New Load & Loading Method (Amps, Engine rpm, full throttle against bank, full throttle free run, etc.)
A.
B.
C.
D.
Test Run
Units
Time readings taken

Engine speed, port
rpm
Engine speed, starboard
rpm
Vessel Speed Knots

Temperatures
Exhaust
Probe/Wire #
F
(KC) Coolant return to Eng.
1
2
3
4
5
(HEx) Sea water return
Sea Water
6
7
9
Air Intake
Ambient Air
(KC) Coolant out of Eng.
(KC) Coolant into Eng. WP

WTB (calculated)
Pressures
Exhaust Restriction
Air Intake Restriction
Intake Manifold Boost
(KC) Coolant out of Engine
(KC) Coolant return to Engine
(HEx) Sea water pump outlet
(HEx) Sea water pump inlet
F
F
F
F
F
F
Gage
1
2
3
4
5
6
7
in H2O
in H2O
psi
psi
psi
psi
psi
Instrument Panel Readings
Engine coolant, starboard
8
8
psi
Engine oil, starboard
psi
Engine coolant, port

Engine oil, port
May 1996
E-4

Part 4 (Serviceability Checklist & Recommendations From Application Review)
Serviceability
Have the vessel representative check each of the applicable items below, recording if serviceability is acceptable
Check oil level

Add oil
Check coolant level
Add coolant
Close seacock
Clean sea water strainer
Operator's Manual reviewed with owner/operator:
Replace zinc anodes

Replace raw-water pump impeller
Change engine oil
Replace oil filters
Adjust valve lash
Yes No Remove/Repair/Replace
Engine Oil Requirements

Engine Coolant Requirements
Engine service items and intervals
Replace raw-water pump

Replace heat exchanger
Replace alternator
Replace belts
Replace starter
Replace hoses
Replace thermostat
Remove rocker arms
Repair engine water pump
Remove oil pan
in-place overhaul
Remove engine
Yes
Yes
Yes
No
No
No
Sea Trial and Serviceability Recommendations

Document below those changes which should be made and agreed to by the Vessel Rep. present.
Include items affecting engine performance and life and safety items not relating to engine life or performance.
Boat Builders, Installers and Distributors incorporating John Deere engines in vessel(s) are
responsible for providing propeller shaft and accessory drive shields as needed to protect
the personal safety of operator and others involved in vessel operation or maintenance.
Signature
Person Completing Form
Date
______________________________________________
Vessel Representative
______________________________________________
Review Letter Sent to Distributor
DPSG Representative
______________________________________________
Yes No
E-5
May 1996
JOHN DEERE MARINE ENGINE APPLICATION REVIEW FORM (Metric)

Part 1 (Engine, Option and Accessory Selection)
General Details
Engine Serial No.________________________________
Appl. Reg. No. ___________________________________
Distributor:
Account No.: _____________
Company Name: __________________________________
Street Address: __________________________________
OEM/Dealer:
Account No.: _____________
Company Name: _________________________________
Street Address:___________________________________
Reviewed By
Title
Dist. Representative
OEM Representative
DPSG Representative
Customer
Signatures On File
Yes No
City, State
Vessel Information
Vessel Name
Required Certifications
Hull Make & Model
Home Port
Hull Material
Length
Beam
M
M
%Time @ Cruising Speed
% Time @ Full Throttle
Operating Description
Draft
%
%
Application Rating
M1 M4
M2 Gen-Set
M3 Auxiliary
Weight
Max Prop Dia.
M
kg
mm
Cruising Engine Speed
rpm
Hull Type
Trawler
Planing
Tug or Barge
Semi-Disp.
Displacement
Other _______________________
Design Hull Speed

Rated Power
Knot
kW
Annual Usage
Hours
Operating Range
Miles
Type of Vessel
Work Boat
Fishing Boat
Crew Boat
Sport Fishing Boat
Supply Boat
Other _________________________

Engine Make & Model
Marine Gear Make & Model
Propeller Diameter
mm
Rated Power
Gear Ratio
mm
# Blades
Pitch
kW
:1
Rated Speed
rpm
Max. Boat Speed
Knot
Engine
Engine Serial Number(s)
Engine Model
Engine Rated Power
Option Codes Modified
Base code
Instrumentated Engine
Other Engine(s)
kW
Powered Components
Component Desc.,
Make & Model
Propeller Diameter
Generator Efficiency
Engaged @
Cranking (Y/N)
mm
%
Max Power
Required
kW
kW
kW
kW
kW
Pitch
mm
Gen-Set Rating
M-1
Drive
Type
Drive
Location
# Blades
Gear Ratio
:1
kW
Mass Elastic Data Attached Yes No
May 1996

Engine Mounting
Installation Angle
Support System Connections Flexible Yes

Type of Mounting Solid
Dipstick Remarked Yes
No
Isolated
No

Air Intake System

Engine Room Open or Closed Open
Closed
Engine Room Exhaust Fan Yes

Engine Room Vent Area

Intake Piping Length
mm
Diameter
mm
No
Single
cm2
Material
Intake Piping Elbows
Exhaust System
Dry Exhaust Flex
Adequate Flex
Flex Location Isolates Engine
Exhaust Piping Wrapped
Exhaust Piping Length
Wet Exhaust
Positive Wet Exhaust Slope Yes
No
Engine Exhaust Outlet above Waterline Yes
No
Dry Exhaust
No
No
No
No
Yes
Yes
Yes
Yes
mm
Diameter
mm
Material
Exhaust Piping Elbows

Water Exclusion Method
Fuel System
Verify Fuel Injection Pump Seals Not Broken
Fuel Tank Material
Water Separator Yes

Water-in-Fuel Alarm Yes
mm
Vertical distance of tank top to transfer pump
mm
mm
mm
Length
Material
mm
Length
Material
mm
Filter Make & Model
Lube System
May 1996
No
No
M-2

Electrical System
Yes
Engine Grounded to Bonding Strip

Number of Batteries
No
Volt
mm Size
amps
mm Size
Instrument Panel(s):
Deere Yes No
Can hear alarms on bridge Yes No
Coolant Temperature Gage & Alarm

Oil Pressure Gage & Alarm
Hour Meter
Alarmed Functions Cause Engine Shutdown
Yes
Yes
Yes
Yes
No
No
No
No
Cooling System
Gear Oil Cooler Location
Engine Coolant made up of Antifreeze,

Coolant Additive, & Soft or Distilled Water
Coolant System Protected From Debris
Radiator Cap In Use
Sea Water Discharged Above Waterline
Sea Strainer Installed
Seacock Installed

Sea Water Return Line
Sea Water Pump Inlet Line
Other ______________________________________
Length
Diameter
Material
Sea Water Inlet Line or

mm
mm
Sea Water Return Line or

mm
mm
mm
Keel Cooler
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
# Elbows & Description
Keel Cooler Description
# Paths
Height Relative To Top Tank
Remote Pressure Tank Volume
Coolant Height Above Top Tank
Pressure Tank Outlet Line Size
Minimum Slope
Locations
mm Above Below
mm
Vent Line Size
General Comments
Acceptable Test Limits

- < 30 F, 17 C
- < 6 psi, 41 kPa
< 30 in H2O, 7.5 kPa
< 12 in H2O, 3 kPa
< 10 psi, 69 kPa
< 8.8 in Hg, 30 kPa
Keel Cooler, Operational Thermostats

[3 x ( - ) < - AND - < 3 psi, 21 kPa]
OR - < 125 F, 70 C
Keel Cooler, Blocked Open Thermostats (WTB)
= 212 - F + F + T F 85 F
= 100 - C + C + T C 30 C
T = 6 F (3 C) for water, 0 for 50/50 mix
M-3
May 1996

Part 3 (Sea Trial Data Acquisition)
Sea Trial Data

Test Site
Altitude
Date
Starting Time
Finish Time
Hour Meter Reading
Sea water flow overboard looks OK
Cranking
Low Idle
Fast Idle
Full Load
Hours
Blocked open thermostats
rpm
rpm
rpm
rpm
WP = Water Pump
Operational thermostats
Engine Instrumented Port Starboard
KC = Keel Cooled Engine Test

HEx = Heat Exchanger Cooled Engine Test
Payload on Board
Loading Information
Apply max. engine load until temperatures stabilize.

Time of load changed New Load & Loading Method (Amps, Engine rpm, full throttle against bank, full throttle free run, etc.)
A.
B.
C.
D.
Test Run
Units
Time readings taken

Engine speed, port
rpm
Engine speed, starboard
rpm
Vessel Speed Knots

Temperatures
Exhaust
Air Intake
Ambient Air
(KC) Coolant out of Eng.
(KC) Coolant return to Eng.
(HEx) Sea water return
Sea Water
(KC) Coolant into Eng. WP
WTB (calculated)
Probe/Wire #
1
2
3
4
5
5
6
7
9
Pressures
Exhaust Restriction
Air Intake Restriction
Intake Manifold Boost
(KC) Coolant out of Engine
(KC) Coolant return to Engine
(HEx) Sea water pump outlet
(HEx) Sea water pump inlet
C
C
C
C
C
C
C
Gage
1
2
3
4
5
6
7
kPa
kPa
kPa
kPa
kPa
kPa
kPa
Instrument Panel Readings
Engine coolant, starboard
8
8
kPa
Engine oil, starboard
kPa
Engine coolant, port

Engine oil, port
May 1996
M-4

Part 4 (Serviceability Checklist & Recommendations From Application Review)
Serviceability
Have the vessel representative check each of the applicable items below, recording if serviceability is acceptable
Check oil level

Add oil
Check coolant level
Add coolant
Close seacock
Clean sea water strainer
Operator's Manual reviewed with owner/operator:
Replace zinc anodes

Replace raw-water pump impeller
Change engine oil
Replace oil filters
Adjust valve lash
Yes No Remove/Repair/Replace
Engine Oil Requirements

Engine Coolant Requirements
Engine service items and intervals
Replace raw-water pump

Replace heat exchanger
Replace alternator
Replace belts
Replace starter
Replace hoses
Replace thermostat
Remove rocker arms
Repair engine water pump
Remove oil pan
in-place overhaul
Remove engine
Yes
Yes
Yes
No
No
No
Sea Trial and Serviceability Recommendations

Document below those changes which should be made and agreed to by the Vessel Rep. present.
Include items affecting engine performance and life and safety items not relating to engine life or performance.
Boat Builders, Installers and Distributors incorporating John Deere engines in vessel(s) are
responsible for providing propeller shaft and accessory drive shields as needed to protect
the personal safety of operator and others involved in vessel operation or maintenance.
Signature
Person Completing Form
Date
______________________________________________
Vessel Representative
______________________________________________
Review Letter Sent to Distributor
DPSG Representative
______________________________________________
Yes No
M-5
May 1996
SECTION CONTENTS
E n g i n e A p p l i c a t i o n R e v i e w Te s t K i t
Contents/Notes
Page
Purpose ............................................................................................................................................................... 1
Test Box Assembly Instructions .......................................................................................................................... 2
Parts Lists for Test Kit.......................................................................................................................................... 2
Test Box Assembly ........................................................................................................................................ 2
Specialty Items to Complement Test Box Assembly ..................................................................................... 3
Major Items, Excluding Test Box Assembly................................................................................................... 3
Miscellaneous Items in Test Kit ..................................................................................................................... 3
Alternative Parts............................................................................................................................................ 4
Special Equipment Sources ................................................................................................................................ 4
Test Box Enclosure............................................................................................................................................. 5
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DSEG01152
May 1996
ENGINE APPLICATION REVIEW TEST KIT

PURPOSE
Instrumentation items listed were chosen based on:
The purpose of this section is to list the instrumentation

items used by DPSG to conduct industrial and marine
engine application reviews. Those conducting application reviews will need this or equivalent instrumentation
to complete reviews.
This section covers:
Reasonable cost
Acceptable accuracy
Ease of transport
Serviceability
Features of the test kit are:
The information required to make a Test Box
Enclosure.
The parts and instructions necessary to make the
Test Box Assembly with the Test Box Enclosure.
Additional pieces for a Test Kit needed to compli-
ment the Test Box Assembly.
Instrumentation for both Industrial and Marine Engine

Application Tests is included in the test kit. It does not
duplicate the lists of tools and miscellaneous equipment
found in Sections DSEG01150 and DSEG01151 of the
Engine Application Guidelines manual (DSEG01).
These items are typically in a mechanics tool box or
available locally.
Some items will not be needed if only industrial or only

marine tests will be conducted. Review the Test Instrumentation list in each section (DSEG01150 or
DSEG01151) to determine what is needed for each type
of test.
The kit fits inside a salesmans briefcase

(13 x 17 x 10) or equivalent carry-on travel bag.
Nylon webbing bundles wires and hose for protection and easy storage. Webbing can be pulled back
as required for each test.
Small-sized temperature probes fit into tight places.
Temperature probes and thermocouple wires with
mini-connectors can be installed on the engine before bundled wires in the test box are uncoiled. This
also minimizes potential damage to bundled wires.
The thermocouple wire bundles and hoses can be
stored in the back of the Test Instrumentation Panel
Assembly.
Use of gages versus manometers minimizes package size and eases test site setup.
The test box can be placed at a reasonable distance (10-15 feet) from the engine during tests.
10 pc. 24-Gage K-wire,

with K-type female
mini-connector
5 pc.1/8" OD,
95 durometer
polyurethane tubing
Cover bundles with 1/4" expandable

nylon webbing, equal in length to bundle.
10 pc. 24-Gage K-wire,

with K-type female
mini-connector
Figure 152-1, Test Box Assembly
152-1
May 1996

TEST BOX ASSEMBLY INSTRUCTIONS
6.
1. Have a local source (our your shop) make a Test

Box Enclosure to the specification on Page 152-5.
A deeper box can be used for easier storage of bundles. Be sure it fits inside the carrying case youve
selected.
2. Purchase the items listed in the Test Box Assembly
parts list below. The purchase of the items in the
Specialty Items table should be considered if equivalent instrumentation has not yet been purchased.
3. Review the Major Items and Miscellaneous Items
lists (Page 152-3) to ensure all necessary items are
on hand.
4. Cut 20 thermocouple wires 15-20 feet long. Remember, the last 5 feet are reserved for running to
the temperature measurement locations. Cut 5
polyurethane tubes the same length.
5. Attach a female mini-connector to one end of each
length of thermocouple wire.
(Yellow = positive; Red = negative.)
Make 2 bundles of 10 thermocouple wires, and pull

through nylon webbing. Once the bundle is entirely
inside the webbing, cut the webbing to match bundle length.
(As the webbing expands, it shortens in length.)
7. Pull the thermocouple wire bundles through the

hole in the test box enclosure hole for the selector
switch, and attach to selector switch.
8. Cut a 2-foot length of thermocouple wire and put the
male mini-connector on one end. Attach the other
end to the output from the selector switch.
9.
Install selector switch. Install pressure gages.
10. Install a Numatics elbow to each port on the back

of the pressure gages.
11. Plug the selector switch output wire into the digital
thermocouple meter. With a thermocouple wire or
probe, connect it to each connector on the bundles,
and write the matching selector switch number on
the female connector.
PARTS LISTS FOR TEST KIT

Test Box Assembly (1995 Prices)
Brand Name
Part Number
Dwyer
Minihelic1 II 2-5020 NPT
Dwyer
Dwyer
Description
Qty./Kit
20 H2O gage, 1/8 NPT ports, 2.91-OD
$/piece
35.15
40 H2O gage, 1/8 NPT ports, 2.91-OD
35.15
10 psi gage, 1/8 NPT ports, 2.91-OD, 2.625 hole
35.15
Freelin Wade
IJ-126-01
1/4-ID black expandable nylon webbing, 25 bag
17.55
Freelin Wade
IJ-157-28
1/8-OD Polyurethane tubing 95 Durometer, 50 bag
5.22
Gordon
1911-20
20-channel selector switch
229.32
Gordon
850K or 852K
K-type mini-connector, male
2.85
Gordon
851K or 853K
K-type mini-connector, female
Gordon
K24/1/505
K-type thermocouple wire, 24-gage, length100 ($/ft)
Numatics
QR3009 53 11
Adapter, elbow, 1/8-OD hose with 1/8 NPT-F
Numatics
QR3104 53 00
Adapter, T, 1/8-OD hose, 3 places
PMB 20 8 B CB/PM
Reptech2
Reptech2
Reptech
1
2
20
3.50
400
0.196
10
3.60
4.00
15 psi, 2 gage, 1/5 psi increments, 1/8 NPT
13.13
PMB 20 8 C CB/PM
30 psi, 2 gage, 1/2 psi increments, 1/8 NPT
12.40
PMB 20 8 D CB/PM
60 psi, 2 gage, 1 psi increments, 1/8 NPT
12.40
(Source Locally)
Test Box Enclosure (Estimated $)
150.00
Approximate Subtotal
$790.00
Minihelic gages are for measurement in gages systems or for vacuum measurements.
Reptech gages listed are steel-cased gages. For plastic-cased gages, and 2.5 faces, see Alternative Parts list on page 152-3.
May 1996
152-2

PARTS LISTS FOR TEST KIT (continued)
Specialty Items to Complement Test Box Assembly (1995 Prices)
Brand Name
Part Number
Description
Qty./Kit
Gordon
ACGF00F040UK000
Thermocouple, 4 K-type 1/8-dia., w/mini-plug
$/piece
22.85
15
10.90
1.75
10
1.40
Approximate Subtotal
$310.00
Gordon
AD100K
4 24-gage K-type thermocouple wires with mini-plug
Numatics
QR3115 53 11
Adapter, straight, 1/8-OD hose with 1/8 NPT-M
Numatics
QR3126 53 00 85
1/8-OD Plug, metal
Major Items, Excluding Test Box Assembly (Estimated 1995 Prices)

Brand Name
Part Number
Description
Qty./Kit
$/piece
Gordon
5402
Hand-held digital thermocouple meter, K-type
160.00
Snap-On
-----
Phototach and reflective tape
240.00
-----
-----
Camera
150.00
-----
-----
Carrying Case
150.00
Estimated Subtotal
$700.00
Miscellaneous Items in Test Kit (1995 Prices)

Brand Name
Part Number
Description
Qty./Kit
Fred S. Hickey
Fred S. Hickey
Fred S. Hickey
Fred S. Hickey
Fred S. Hickey
Fred S. Hickey
Fred S. Hickey
John Deere
John Deere
John Deere
John Deere
John Deere
John Deere
Snap-On
---------
State size and length

AT13740
AT30922
R44302
AT13740
AT30922
R44302
PPM406
Beaker
Adapter fittings
-----
---------
Sight glass, 1.25-OD 6-8 long

Drain cock
Adapter with nut to 1/8 NPT-F
Nylon ties
Drain cock
Adapter with nut to 1/8 NPT-F
Nylon ties
3/16 square drive
(For measurement of coolant volumes)
(See Test Instrumentation lists, Section DSEG01150,
Section DSEG01151)
12 copper tubing with adaptive fittings
Angle gage (or 9 Level & rafters square)
Container to store small parts (fittings, wires, probes, etc.)
Complete Kit
152-3
$/piece
1
1
1
1
1
1
1
1
1
10
1
1
10
1
1
11
1
1
1
Estimated Subtotal
$100.00
Estimated Total Cost
$1900.00
May 1996

PARTS LISTS FOR TEST KIT (continued)
Some alternative components and suppliers are listed below. Due to your location, quality of local suppliers, reduced
pricing for bulk purchases, or other factors, you might want to compare to the suggestions listed earlier.
Alternative Parts (1995 Prices)

Brand Name
Part Number
Description
$/piece
Dwyer
Dwyer
Dwyer
Fluke
Fluke
Fluke
Fluke
Fluke
Freelin Wade
Freelin Wade
Gordon
Gordon
Mac Tools
Reptech
Reptech
Reptech
Reptech
Reptech
Reptech
Reptech
1211-36
A-126
Capsuhelic 4080
#52
80CK-M
80PK-1A
80PK-5A
C50
ID-126-01
IL-157-28
1910-10
K24/1/505
SC131
PDO 60 w.c. CB/PM
PMB 25 8 B CB/PM
PMB 25 8 C CB/PM
PMB 25 8 D CB/PM
PNB 20 8 B CB/PM
PNB 20 8 C CB/PM
PNB 20 8 D CB/PM
36 water manometer
Fluorescent green color concentrate, 3/4 oz.
80 P H2O gage, compatible w/50 psi system
Hand-held digital thermocouple meter, K-type
K-type mini-connector, male
K-type thermocouple wires, 6-ft length, 24-gage
4 1/8-OD thermocouple probe, w/6 lead, mini-connector
Fluke brand hand-held digital thermocouple carrying case
1/4-ID black expandable nylon webbing, 100 box
1/8-OD Polyurethane tubing 95 Durometer, 250 box
10-channel selector switch
K-type thermocouple wire, 24-gage, length 1000 ($/ft)
3/16 square drive
1/8 60w.c., 2-1/2 panel gage, 1/8 NPT
15 psi, 2.5 gage, 1/5 psi increments, 1/8 NPT, steel case
30 psi, 2.5 gage, 1/2 psi increments, 1/8 NPT, steel case
60 psi, 2.5 gage, 1 psi increments, 1/8 NPT, steel case
15 psi, 2.0 gage, 1/5 psi increments, 1/8 NPT, plastic case
30 psi, 2.0 gage, 1/2 psi increments, 1/8 NPT, plastic case
60 psi, 2.0 gage, 1 psi increments, 1/8 NPT, plastic case
214.00
189.00
7.00
12.00
36.00
12.00
58.50
23.85
192.78
0.167
42.09
Special Equipment Sources

(Reptech Gages)
Cato Western, Inc.,
Sales & Warehouse
3100 N. Stone, #B206
Tucson, AZ 85705-5923
(520) 628-7919
FAX: (520) 628-9926
Gordon Company
5710 Kenosha St.
Box 500
Richmond, IL 60071
(815) 678-2211
Mitchell Instrument Co. 2

1570 Cherokee St.
San Marcos, CA 92069-6901
(619) 744-2690
FAX: (619) 744-0083
Dwyer Instruments, Inc.

P.O. Box 373
Indiana Hwy 212 & U.S. 12
Michigan City, IN 46360
(219) 872-9057
James Laas Company 1

P.O. Box 1287
Bettendorf, IA 52722
(800) 728-2800/(319) 359-4487
FAX: (319) 359-3766
Mitchell Instrument Co. 2

(Mid-Atlantic & New England Only)
14 Timber Ridge Dr.
Annandale, NJ 08801-9670
FAX: (201) 638-8114 (Orders Only)
(After 05/97, use area code 760)
Fred S. Hickey
9601 River St.
Shiller Par, IL 60176
(708) 678-2777
John Fluke Mfg. Co.

1150 W. Euclid Ave.
Palatine, IL 60067
(312) 705-0500
Numatics, Inc.
1450 N. Milford Rd.
Highland, MI 48357-4560
(313) 887-4111
1
2
James Laas Company is a representative for Dwyer, Fluke, Freelin Wade, Gordon, Numatics, and Reptech products.
Mitchell Instruments Co. is a representative for Dwyer and several other instrumentation suppliers.
May 1996
152-4

TEST BOX ENCLOSURE
1.50"
3.75"
3.50"
2.00"
1.50"
2.0"
Minihelic
45
3.25"
7.00"
2.50"
45
45
2.0"
3/4" Hole, 2 places
3.25"
2.0"
10.50"
2.50"
On 3.71 Dia.,
4 - #18 (0.1695")
holes
Minihelic
Minihelic
2.50"
2.0"
3.50"
3.50"
10.50"
Gage panel mounting surface

minimum 1.2" below edge of box
Reptech 2" gage:
2.0" hole,
2.25" dia. face,
Depth 1-3/4" below
Minihelic II gage:
2.625" hole,
2-29/32 dia. face,
Depth 2-3/16" below
Slot, centered 4 sides, 2" diameter semi-circle shown.

Size & shape optional, large enough for 3 bundles (1/2" dia.),
one bundle containing 5 (1/8" OD) hoses,
two bundles containing 10 thermocouple wires (24 gage) each.
6.00"
Gordon rotary switch:

3.25" hole,
Depth 2-1/4" below,
1" height above,
Face 3.25" square
4 #18 holes on 3.71 dia.
Option: cover for bottom to hold thermocouple

and pressure cables inside enclosure.
Figure 152-2, Test Box Enclosure Dimensions
152-5
May 1996
SECTION CONTENTS
Engine Handling and Start-Up
Contents/Notes
Page
Engine Handling .................................................................................................................................................. 1

Engine Start-up and Checkout ............................................................................................................................ 1
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
..............................................................................................................................................................................
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..............................................................................................................................................................................
DSEG01160
July 1997
ENGINE HANDLING AND START-UP

ENGINE HANDLING
This section provides information on handling the engine from the time it is received until it is placed in operation.
After a shipment of engines is received, make a thorough visual inspection. Note damage or pilferage and
make any claims needed to bring the engine to original
factory condition.
Take special care when lifting or moving an engine.
Never permit any part of the body to be positioned
under an engine being lifted or suspended. Lift engine with longitudinal loading on lift sling and lifting
brackets as shown in Figure 160-1. Angular loading
greatly reduces lifting capacity of sling and brackets.
Lifting straps are designed to lift the engine and small

accessories such as hydraulic pumps and air compressors mounted to the engine auxiliary gear drive, or beltdriven components, such as freon compressors and alternators. If larger components, such as PTOs, transmissions, generators or air compressors, are attached
to other locations on the engine, the lift straps provided
with the engine are not intended for this purpose. You
are responsible for providing adequate lifting devices
under this situation.
If the engine is unloaded or moved with a forklift truck,
be careful not to damage any part of the engine. Also
be certain that personnel are not subject to injury from
the engine moving or falling from the forklift.
If the engine is to be stored temporarily, inspect all the
openings. Make sure all tape or plugs are in good condition and in place. Utilize good storage practices to
protect the engine. Refer to the engine Operation and
Maintenance Manual for additional guidance on temporary or long term storage.
If the engine is to be installed, remove all tape and plugs
from air intake and cooling system openings. Install the
components necessary to complete the engine for the
application. Review the Mounting of Engine instructions
(DSEG0140).
Also check Air Intake System
(DSEG0180), Cooling System (DSEG0170), and Engine Serviceability (DSEG01150). After engine installation, review and follow the engine start-up, checkout
and break-in information in the engine Operation and
Maintenance Manual.
ENGINE START-UP AND CHECKOUT
Figure 160-1, Engine Lifting
1. Attach JDG23 Engine Lifting Sling (A), or other suitable sling, to engine lifting straps (B) and overhead
hoist or floor crane.
NOTE:
Use of an engine lifting sling (as shown) is the

ONLY method recommended for lifting an
engine.
Because of the shipping and installation factors involved, proper engine checkout prior to start-up is of
prime importance. Refer to the Daily Prestarting
Checks in the engine Operation and Maintenance Manual for start-up guidance and instructions on bleeding
air from the fuel and cooling systems.
NOTE:
Machine functional checks by the OEM and

their dealers should be designed to avoid extended engine operation at idle or light loads.
2. Carefully lift engine to desired location.
160 - 1
July 1997
TO THE READER:
These Publication Report Cards are provided for you to report any errors or suggestions that could improve the usability of this manual.
Your comments will be used by Deere Power Systems Group to improve the value of this publication. Thank you for your input.
DEERE POWER SYSTEMS GROUP

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For Use in Canada Only
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NADA
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Postage will be paid by:
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ENGINE APPLICATION GUIDELINES

Table of Contents.........................................................................................DSEG0101 ........... 07/97 ................ 1

Engine Application Guidelines

Engine Application Manual

Engine Application Manual

RECOGNIZE SAFETY INFORMATION

UNDERSTAND SIGNAL WORDS

FOLLOW SAFETY INSTRUCTIONS

Engine Application Manual

WEAR PROTECTIVE CLOTHING

Wear a suitable hearing protective device such as

PREPARE FOR EMERGENCIES

HANDLE FUEL SAFELY--AVOID FIRES

Engine Application Manual

HANDLE FLUIDS SAFELY--AVOID FIRES

HANDLE STARTING FLUID SAFELY

PREVENT MACHINE RUNAWAY

Engine Application Manual

STAY CLEAR OF ROTATING DRIVELINES

INSTALL FAN GUARDS

AVOID HOT PARTS

Engine Application Manual

PRACTICE SAFE MAINTENANCE

AVOID HIGH-PRESSURE FLUIDS

Engine Application Manual

SERVICE MACHINES SAFELY

WORK IN VENTILATED AREA

ILLUMINATE WORK AREA SAFELY

Engine Application Manual

USE TOOLS PROPERLY

USE PROPER LIFTING EQUIPMENT

SERVICE COOLING SYSTEM SAFELY

Engine Application Manual

PREVENT BATTERY EXPLOSIONS

PREVENT ACID BURNS

Engine Application Manual

3. Get medical attention immediately.

DISPOSE OF WASTE PROPERLY

HANDLE CHEMICALS SAFELY

Engine Application Manual

LIVE WITH SAFETY

Engine Application Manual

Diesel Engine Operation...................................................................................................................................... 1

Engine Application Guidelines

DIESEL ENGINE OPERATION

Indicated Mean Effective Pressure (IMEP)

In diesel engines there is no premixing of air and fuel

Pressure Within Cylinder

The BMEP may be calculated if the actual horsepower

L (liters), or in3 (cubic inches)

BHP (Brake Horsepower), or

rpm (Revolutions per minute)

Figure 20-1, Cylinder Pressure

Beginning of compression stroke

* Ignition delay is the period of time from the beginning of injection

Engine Application Guidelines

=75.4 x lb-ft in3

BMEP (kPa) = 60,000 x BkW rpm x L

BMEP equation for 4-cycle engines:

Fig. 20-2, Compression Ratio (16-to-1)

The higher compression ratio of the diesel raises the

BMEP (kPa)= 120,000 x BkW rpm x L

This gives the diesel more efficiency because the higher