Scania DI13 PDE. Marine engine en-GB 2 805 601. Operator’s manual - part 6
Miscellaneous
8. Renew the O-ring. Place the new O-ring in
the filter housing.
9. Refit the filter housing. Use a 46 mm socket.
Tighten to 80 Nm (59 lb-ft).
80
Quality requirements for fuel
Sulphur content
Quality requirements for
fuel
IMPORTANT!
Quality requirements and testing standards for
the most important properties of different types
The operator is responsible for using the correct
of fuel are described in the Workshop Manual.
type of diesel to ensure that local laws are com-
This can be ordered from Scania dealers or di-
plied with.
rectly from Scania.
Important to use low sulphur diesel
Diesel
For engines with SCR systems certified in ac-
Properties
cordance with IMO Tier III, it is important to use
low-sulphur diesel, to ensure that the engine
The quality of the diesel is very important for the
works correctly. If diesel with an excessive sul-
operation and service life of the engine and the
phur content is used, it can cause damage to the
fuel system, and also for the engine performance.
engine and the SCR system.
REQUIREMENT!
The diesel should comply with the requirements
of European standard EN590.
However, Scania accepts larger tolerances of
certain properties. Please see the table below.
Property
Requirements
Viscosity at 40°C
1.4-4.5 cSt
(104°F)
Density at 15°C (59°F)
0.79-0.87 kg/dm3
Ignitability (CET rating)
minimum 49
Lowest flashpoint
56°C (132°F)
Particulate contamina-
Classification 22/20/17
tion level
according to ISO 4406
81
Quality requirements for fuel
Permitted sulphur content in diesel
Engine type
Max. sulphur content
Remark
Engines without SCR sys-
4,000 ppm (0.4%)
If the sulphur content is higher than 2,000 ppm, the
tem connected
oil change intervals must be halved. A higher sul-
phur content than 4,000 ppm is not permitted, since
this will result in engine damage.
Engines with SCR system
500 ppm (0.05%)
Scania strongly recommends that fuel with a max-
connected
imum sulphur content of 50 ppm is used if the en-
gine is run with an SCR system connected for
longer periods of time.
Diesel with a higher sulphur content than
500 ppm for engines with SCR systems
If diesel with a higher sulphur content than per-
mitted is used on a short-term basis, this will not
cause permanent damage to the SCR catalytic
converter. The SCR catalytic converter may,
however, require diesel with a low sulphur con-
tent for some time after this to regain its normal
efficiency.
If diesel with an excessive sulphur content is
used for a longer period, there is a risk that the
SCR catalytic converter will not work properly.
Temperature dependence of diesel
IMPORTANT!
Mixing kerosene or other paraffins with the die-
sel is prohibited. The injectors may be damaged.
It is not permissible to mix petrol with diesel. In
the long term petrol can cause wear in the injec-
tors and engine.
82
Quality requirements for fuel
At temperatures lower than those specified for
the diesel, paraffin wax may precipitate from the
diesel and block filters and pipes. The engine can
then lose power or stop.
The diesel is adapted for use in the specific cli-
mate of each country. If an engine is to be oper-
ated in a temperature zone with a temperature
lower than normal, first identify the temperature
properties of that particular diesel.
DMX and DMA diesel
IMPORTANT!
Use of DMX and DMA diesel is not permitted
for engines with SCR systems.
DMX and DMA diesels normally cause in-
creased wear on the injection system. As a result
of the high sulphur content in these types of die-
sel, the engine oil is also affected. The engine oil
must have as high a Total Base Number (TBN)
as possible.
REQUIREMENT!
For engines running on DMX and DMA diesels,
the engine oil must have a TBN of at least 12.
When the engine is taken into operation the en-
gine oil must be analysed every 50 hours to de-
termine the correct oil change interval. The oil
analysis must be carried out according to the in-
structions in the Oil analysis section in this Op-
erator's manual.
Bear in mind that the emission limit for the cur-
rent engine type may limit the maximum permit-
ted sulphur content of the diesel.
HVO
HVO is a synthetic diesel which is manufactured
through the hydrogenation of plants and animal
fats. To the user, HVO is reminiscent of diesel in
accordance with EN590, apart from HVO having
a somewhat lower density.
Scania approves the use of up to 100% HVO for
all engines in accordance with the European
standard EN 15940.
83
Quality requirements for fuel
Biodiesel (FAME)
Use of biodiesel
IMPORTANT!
For engines with SCR systems, a maximum of
10% mixture of biodiesel should be used.
Scania uses the term biodiesel to refer to a re-
newable diesel made from greases or oils and
methanol. The biodiesel should conform to the
requirements of European standard EN 14214 or
Brazilian standard ANP-45. For biodiesel in ac-
cordance with EN 14214 or ANP-45, the generic
term FAME is frequently used.
Normal diesel in accordance with EN 590 can
contain up to 7% biodiesel from the diesel sup-
plier. There are grades of diesel that comply with
EN 590 but contain a higher mixture of biodies-
el.
Scania approves up to a 10% mixture of biodies-
el for all engines.
For PDE engines, Scania allows usage of up to
100% in accordance with EN 14214 or ANP-45.
However, this does not apply to engines with the
SCR system, where only 10% is permitted.
Maintenance interval
IMPORTANT!
Make sure that maintenance intervals are differ-
ent when operating on diesel or biodiesel.
With a greater mixture of biodiesel than 10%, the
renewal intervals for the following are halved:
• Fuel filter.
• Oil filter.
• Engine oil.
84
Quality requirements for fuel
The viscosity grade of the engine oil should be
xW-40. xW-30 grade oils are unsuitable due to
the fuel dilution effect.
Check the engine oil level regularly. If the oil
level exceeds the maximum level, the oil must be
changed. Check the cause if the oil level exceeds
the maximum level and contact your nearest Sca-
nia workshop if you suspect a fault.
Storage of biodiesel
IMPORTANT!
Biodiesel must not be stored for more than 6
months.
Biodiesel has a maximum storage life of
6 months from the date of production to the ex-
piry date. The fuel is affected by light, tempera-
ture, water, etc. during storage, which affects the
fuel characteristics and durability.
Biodiesel also has lower stability against oxida-
tion than diesel. This can result in a thickening of
the fuel and blocking of parts of the fuel system,
e.g. the fuel filter. Bacterial growth can occur
when fuel is stored in tanks under unfavourable
conditions. Avoid storage in barrels or auxiliary
tanks, except when fuel turnover rates are high.
Check tank cleanliness whenever refuelling
takes place.
If the engine has been refuelled with biodiesel,
and is stationary for a long period, condensation
water can form in the fuel tank resulting in bac-
terial growth.
See also the section Preservative fuel.
85
Reductant for SCR
Reductant for SCR
IMPORTANT!
IMPORTANT!
The use of reductant that has aged can damage
important components in the SCR system. The
The operator is responsible for using the correct
ageing process is accelerated by a high ambient
type of reductant to ensure that local laws are
temperature.
complied with.
The reductant should be handled in accordance
with the following shelf life recommendation.
AdBlue is a solution consisting of urea and wa-
ter, and is usually called AdBlue®, DEF, ARLA
32 or AUS 32/AUS 40, depending on the market.
Constant ambient
Minimum shelf life in
If the engine is equipped with an SCR system,
storage temperature in
months according to
the reductant is added to the exhaust gases up-
°C.
ISO 22241-3
stream of the catalytic converter. This reduces
nitrogen oxide emissions. The SCR system can
≤10
36
be used with either 32.5% or 40% by weight of
≤25
18
urea.
≤30
12
Reductant with 32.5% by weight of urea freezes
≤35
6
at approx. -11°C (12°F). With 40% by weight of
>35
Significant loss of shelf
urea freezes at 0°C (32°F). When the solution
freezes, ice and urea always maintain the same
life: check each batch
concentration. Always store the reductant at a
before use
temperature of between 0°C and 30°C (32 to
The risk of crystal formation increases with low
86°F).
outdoor temperatures. When the outdoor temper-
Reductant is normally colourless if no dye has
ature is below -20°C (-4°F), reductant dosing is
been added. It is not harmful to the skin. Nor is it
switched off to avoid the risk of crystals forming
toxic in small quantities, but it tastes very un-
in the SCR system.
pleasant.
Reductant is highly corrosive. Therefore, rinse
any reductant spillage from connections and oth-
er details using lukewarm water. Water works
very well for cleaning purposes. Please use hot
water. If reductant seeps into electrical connec-
tions or electrical cables, these must be renewed.
Reductant has a low surface tension and rapidly
spreads over large areas, which then become
very slippery.
Reductant can dry out and form white or greyish
brown crystals or deposits that can be washed
away with warm water.
86
Reductant for SCR
32.5% by weight of urea
REQUIREMENT!
If the SCR system should be operated with
32.5% by weight of urea, the reductant should be
specified in accordance with ISO 22241 in order
to comply with the emission requirements set by
the public authorities.
Rec. % by weight of
Limit values according
urea
to ISO 22241
32.5%
31.8-33.2%
40% by weight of urea
REQUIREMENT!
If the SCR system should be operated with 40%
by weight of urea, the reductant should be speci-
fied in accordance with ISO 18611 in order to
comply with the emission requirements set by
the public authorities.
Rec. % by weight of
Limit values according
urea
to ISO 18611
40%
39-41%
87
Preparing the engine for storage
In order to minimise the growth of micro-organ-
Preparing the engine for
isms, preservative fuel should contain the fol-
storage
lowing additives. The additives should be
selected and added by the fuel supplier.
If the engine is not being used for an extended
period its cooling system, fuel system and com-
bustion chamber and outside must be protected
against rust.
The engine can normally stand idle for up to
6 months without needing preparation. For
longer periods of than 6 months, however, the
measures in the following sections must be tak-
en. These measures provide protection for ap-
proximately 3 years, then the preparing
procedure must be repeated. An alternative to
preparing the engine for long-term storage is to
start the engine and warm it up every 6 months.
Preparation means that the following measures
are taken:
• The engine is cleaned thoroughly.
• Run the engine for a specific period using
special preservative fuel, oil and coolant.
• Otherwise prepare the engine for storage (fil-
ter renewal, lubrication, etc.).
Preservative products
Preservative oil
Use a normal engine oil that meets the require-
ments in the Oil grade section.
Preservative coolant
Use coolant containing 50% by volume of gly-
col. Example: BASF MPG Glysacorr P113 and
Valvoline Zerex P113 FP.
WARNING!
Ethylene glycol can be fatal if ingested and can
cause skin irritation and eye damage.
Preservative fuel
Preservative fuel must not contain biodiesel.
Even small amounts of 5-10% biodiesel can have
adverse effects on the engine when in longterm
storage.
Long-term storage of diesel, where the diesel
comes into contact with water, may lead to the
growth of micro organisms (bacteria and fun-
gus).
88
Preparing the engine for storage
Preservative fuel should comply with the follow-
ing requirements:
•
0% biodiesel.
•
Max. sulphur content 50 ppm.
•
Max. water content 200 ppm.
•
The fuel must contain additives to stop the
growth of micro-organisms.
Reductant
Over time, the water in the reductant evaporates
and there is only urea left. The reductant then be-
gins to crystallise. The reductant tank is not sen-
sitive to crystals, but the ball valves in the
reductant pump may become clogged. However,
note that corrosion or other particles can also
clog the ball valves.
So that the water in the reductant does not evap-
orate, all connections in the SCR system must be
closed before storage. The SCR system should
then be stored in a cool location and not in direct
sunlight. If the reductant tank has never been
filled with reductant, it can be stored when emp-
ty for an unlimited time.
When the engine is taken into operation again,
all reductant must be drained and changed. If old
reductant is used, the SCR system will not work.
89
Preparing the engine for storage
Preparations for storage
Environment
Use a suitable container. Used oil, coolant and
reductant must be disposed of as specified in na-
tional and international laws and regulations.
Note:
Do not remove the injectors.
1. Remove plugs and tape from the coolant
connections, air intake and exhaust pipe.
2. Drain the oil.
3. Renew the oil filter and fuel filter.
4. Clean the centrifugal oil cleaner.
5. Fill with engine oil to the minimum level on
the oil dipstick.
6. Drain and flush the cooling system of any old
coolant.
7. Top up with preservative coolant.
8. Mix preservative fuel in a can. Detach the
fuel pipe at the feed pump suction line and
connect a hose from the can.
9. Detach the fuel pipe at the overflow valve
and connect a return hose to a separate can.
10. Connect and bleed the fuel system.
11. Start the engine and run it at about 1,100 rpm
for 20 minutes.
If the engine has an SCR system and the re-
ductant tank is empty, it is possible to run the
engine for this limited time without damag-
ing the components of the SCR system. This
applies if the engine is run without load.
12. If the engine has an SCR system and the re-
ductant tank is full of reductant: Seal all con-
nections in the SCR system.
13. Remove the rocker covers and lubricate the
valve mechanisms with pushrods and the
valve tappets, as well as the injector mecha-
nism, using a liberal amount of preservative
oil. Refit the rocker covers.
14. Drain the coolant if the engine is not to be
stored with coolant in the system. Plug and
tape all coolant connections if the engine is
to be stored without coolant in the cooling
system.
90
Preparing the engine for storage
15. Remove the sea water pump impeller if the
engine has a sea water pump.
16. Renew the filter element in the air cleaner.
17. Cover the air intake and exhaust pipe.
18. Spray the outside of the alternator and starter
motor with water-repellent anti-corrosive
oil: CRC 226, LPS1 or equivalent.
19. Spray the outside of bright engine parts, first
with penetrating preservative oil such as
Dinitrol 25B and then with Dinitrol 112 or
the equivalent.
20. Clearly mark the engine with the storage
preparation date, and state that the engine
must not be started or cranked.
91
Preparing the engine for storage
Batteries
WARNING!
Wear protective gloves and protective goggles
when charging and handling batteries. The bat-
teries contain a highly corrosive acid.
Remove the batteries and trickle charge them at
the battery charging station. This does not apply
to batteries specified as maintenance-free by the
manufacturer.
The same applies to short-term storage, even if
the engine has not been prepared for storage as
above.
Storage
After the preparation, the engine should be
stored indoors in a dry location at room temper-
ature. The engine must be packed in packaging
made of VCI plastic to protect against dust, dirt
and moisture.
When the engine is to be taken into
operation again
1. If the engine is equipped with an SCR sys-
tem: Drain and clean the reductant tank and
fill with new reductant.
2. Remove plugs and tape from the coolant
connections, air intake and exhaust pipe.
3. Fill the cooling system with coolant.
4. Fit the sea water pump impeller if the engine
has a sea water pump.
5. Drain the preservative oil.
6. Renew the oil filter and fuel filter.
7. Fill with new engine oil.
8. Remove the rocker covers and lubricate the
valve mechanisms with pushrods and the
valve tappets, as well as the injector mecha-
nism, using a liberal amount of oil. Refit the
rocker covers.
9. Drain the preservative fuel from the fuel
manifold.
10. Connect and bleed the fuel system.
11. Wash off any preservative oil on the outside
using white spirit.
92
Technical data
Technical data
General data
Number of cylinders and configuration
6, straight
Working principle
4-stroke engine
Cylinder diameter (mm/in)
130/5.12
Piston stroke (mm/in)
160/6.3
12.7/775.0
Displacement (dm3/in3)
Firing order
1 - 5 - 3 - 6 - 2 - 4
Compression ratio
DI13 070/071/072/073/074/075/077/078M
16.3:1
DI13 080/081/082/083/084/085/086/091/092M
17.3:1
Engine direction of rotation viewed from rear
Anti-clockwise
Fan direction of rotation viewed from front
Clockwise
Cooling
Coolant
Valve clearances, cold engine
Intake valve (mm/in)
0.45/0.018
Exhaust valve (mm/in)
0.70/0.028
Number of teeth on the flywheel
158
Low idling speed (rpm)
500-1,050
Maximum full-load speed (rpm)
1,800/2,100/2,300
Fuel
Diesel
Approximate weight, without coolant and oil (kg/lb)
With heat exchanger
1,285/2,833
With keel cooling
1,180/2,601
Without heat exchanger and liquid-cooled charge air cooler
1,123/2,476.
93
Technical data
Lubrication system
Oil volume
See Maintenance
Oil cleaning
Centrifugal oil cleaning
Oil cooler
Coolant cooled, full flow
Oil filter
Paper filter, full flow
Interval between oil changes (h)
500
Oil grade
Engines run on low-sulphur fuel
ACEA E5 or E7
Engines not run on low-sulphur fuel
Total Base Number (TBN) >
12 (ASTM D2896)
Oil pressure (bar/psi)
Normal with the engine at operating temperature, operating speed
3-6/43.5-87
Minimum permitted at idling speed
0.7/10.2
Crankcase pressure with closed crankcase ventilation (mbar/psi)
-5.4 to 2.0/-0.08 to 0.03
Intake system
Permissible pressure drop in the intake system with cleaned or new filter
30/0.44
(mbar/psi)
Permissible pressure drop in the intake system with blocked (dirty) filter
65/0.94
(mbar/psi)
Cooling system
Coolant volume (dm3/US gallon)
With heat exchanger
40/10.6
With keel cooling, one coolant circuit (only engine)
24/6.3
With keel cooling, two coolant circuits (only engine)
20/5.3
Without heat exchanger and liquid-cooled charge air cooler (only en-
20/5.3
gine)
Coolant temperature (°C/°F)
With heat exchanger
90-95/194-203
With keel cooling
83-88/181-190
Without heat exchanger and liquid-cooled charge air cooler
83-88/181-190
Number of thermostats
1
Thermostat opening temperature (°C/°F)
With heat exchanger
80/176 and 87/187
With keel cooling
75/167
Without heat exchanger and liquid-cooled charge air cooler
75/167
94
Technical data
Injection system
Type
PDE (unit injector)
Control system
EMS
Fuel filter
Paper filter from Scania
Fuel filter with water separator
Paper filter from Scania
Electrical system
Type
2-pin, 24 V, DC
Starter motor, standard equipment
2-pin, 24 V, 7.0 W
Alternator, standard equipment
2-pin, 28 V, 100 A
Material content
The values indicate an approximate percentage
for the different materials that make up the en-
gine.
Material
% by weight
Steel
40
Cast iron (30% recycled)
46
Aluminium
8
Copper, bronze, brass, zinc
1.5
Lead
<0.1
Plastic
<1
Rubber
<1
Glass
0
Paints
<1
Oils and greases
3
Recycling
Type of material
Recommended recycling method
Metal
Recycling.
Plastic
Recycling, incineration.
Chemicals and oils
Re-use if possible; otherwise hand in to an authorised waste disposal contrac-
tor.
Fuel filter and oil filter
Hand in to an authorised waste disposal contractor.
Colour
No known recycling methods.
Electronics
Hand in to an authorised waste disposal contractor.
95