Scania DC13 XPI. Industrial engine en-GB 2 824 034. Operator’s manual — part 7
Other
Cleaning the reductant tank
filler filter
Make sure that the filler filter (1) is clean. If it is
dirty: Clean the filler filter with clean water and
1
refit it.
Cleaning the reductant tank
ventilation filter
Make sure that the ventilation filter (2) is clean.
If it is dirty: Clean the ventilation filter with
2
clean water and refit it.
96
Other
Renewing the particulate fil-
ter
Tools
Number
Designation
Illustration
Tool board
99 405
Clutch bleeder
D6
99 654
VCI3
N/A
2 290 856
17 mm, Special socket, slot-
N/A
ted, 1/2"
WARNING!
A P3 protection class respiratory protection/filter
mask, goggles and gloves should be used for any
work where there is a risk of exposure to dust
from the particulate filter. A face mask, gloves
and protective goggles must be worn when
cleaning the filter unit. Use protective equipment
from the time the filter unit is exposed until the
time cleaning is complete. Safety clearance for
unprotected people is 3 m.
Do not eat, drink or smoke while work is in pro-
gress.
Any dust from the particulate filter should be re-
moved using a vacuum cleaner with a HEPA fil-
ter that can filter out particles down to a particle
size of 0.3 microns, in order to reduce exposure.
Wash your hands thoroughly after work on the
particle filter.
IMPORTANT!
Be careful when handling the sensor body. It is
sensitive and must not be bent or straightened.
Renew the sensor if it is bent.
97
Other
1. Remove exhaust gas temperature sensor (1).
Use 2 290 856 17 mm, Special sleeve, slot-
ted, 1/2" if necessary.
2. Loosen the differential pressure sensor’s har-
ness-to-component connector (2).
1
2
3. To facilitate fitting, use a marker pen to mark
the position of the particulate filter. Make a
mark on the oxidation catalytic converter in
line with the particulate filter connections for
the differential pressure sensor.
4. Remove the V-clamp at the particulate filter
outlet (1) and the V-clamp holding the end
plate (2). Remove the end plate (3).
2
5. Support the particulate filter with a jack or
similar.
1
3
98
Other
6. Remove the V-clamp (2) and the band clamp
around the particulate filter (1).
2
1
7. Lift off the particulate filter carefully.
8. Connect the engine to SDP3 with 99 654
VCI3 and follow the instructions in the wiz-
ard to enter a new ID number. In the wizard,
data for soot and ash are also reset. See SDP3
> Checks and adjustments > Functions >
Calibration > Emission control > Exhaust
gas aftertreatment > New ID number on re-
newal of the particulate filter or silencer.
9. Detach the differential pressure sensor con-
nections and remove the nut from the brack-
et.
99
Other
10. Remove the differential pressure sensor and
its bracket from the old particulate filter as
described below:
a) Tilt up the bracket and the differential
2
pressure sensor (1).
b) Pull off the bracket from the slot in the
particulate filter (2).
1
11. Remove one hose with the accompanying
pressure pipe from the differential pressure
sensor and blow them clean using com-
pressed air and 99 405 Clutch bleeder. Refit
the hose and pressure pipe before removing
the next one for cleaning with compressed
air.
Note:
Make sure that the hoses are not mixed up when
they are fitted on the differential pressure sensor.
12. Refit the differential pressure sensor and its
bracket on the new particulate filter as de-
scribed below:
1
a) Push the bracket into the slot (1).
b) Tilt the bracket and the differential pres-
sure sensor in against the particulate filter
(2).
2
100
Other
13. Fit the bracket nut and differential pressure
sensor connections.
14. Clean the sealing surface of the oxidation
catalytic converter (1). The surface should be
1
2
free of gasket residue.
15. Fit new gaskets (2) to the sealing surfaces on
the particulate filter (3) and the oxidation
3
catalytic converter (1).
2
16. Fit the new particulate filter. Use a jack or
similar to support the particulate filter.
17. Fit the V-clamp (2) and the band clamp (1)
loosely around the particulate filter.
2
1
101
Other
18. Align the particulate filter outlet for the dif-
ferential pressure sensor with the mark.
Tighten the V-clamp and the band clamp
around the particulate filter. Tightening
torque, V-clamp, 20 Nm.
19. Clean the sealing surface on the end plate (3).
The surface should be free of gasket residue.
20. Fit the end plate and V-clamp (2) which hold
2
the end plate in place. Tightening torque, V-
clamp, 20 Nm.
21. Fit the V-clamp at the particulate filter outlet
(1). Tightening torque, V-clamp, 20 Nm.
1
3
22. Fit the exhaust gas temperature sensor (1).
Use 2 290 856 17 mm, Special sleeve, slot-
ted, 1/2" if necessary. Tightening torque, Ex-
haust gas temperature sensor, T4010,
30 Nm.
23. Connect the differential pressure sensor har-
1
ness-to-component connector (2).
IMPORTANT!
2
Be careful when handling the sensor body. It is
sensitive and must not be bent or straightened.
Renew the sensor if it is bent.
102
Quality requirements for fuel
Quality requirements for
fuel
Quality requirements and testing standards for
the most important properties of different types
of fuel are described in the Workshop Manual.
This can be ordered from Scania dealers or di-
rectly from Scania.
Diesel
Properties
The quality of the diesel is very important for the
operation and service life of the engine and the
fuel system, and also for the engine performance.
REQUIREMENT!
The diesel should comply with the requirements
of European standards EN590 or EN15940.
However, Scania accepts larger tolerances of
certain properties. Please see the table below.
Properties
Requirements
Viscosity at 40В°C
1.4-4.5 cSt
(104В°F)
Density at 15В°C (59В°F)
0.77-0.87 kg/dm3
Ignitability (CET rating)
minimum 49
Lowest flashpoint
56В°C (132В°F)
Particulate contamina-
Classification 22/20/17
tion level
according to ISO 4406
103
Quality requirements for fuel
Sulphur content
IMPORTANT!
The operator is responsible for using the correct
type of diesel to ensure that local laws are com-
plied with.
Important to use low sulphur diesel
It is important for sulphur-free or ultra-low sul-
phur diesel to be used on engines with SCR sys-
tems certified in accordance with Stage III B/
Tier 4i or later to ensure that the engine operates
correctly. If diesel with an excessive sulphur
content is used, it can cause damage to the engine
and the SCR system.
From January 2011 legislation in the USA and
Europe requires all diesel engines not used on the
road to be run on sulphur-free or ultra-low sul-
phur diesel.
REQUIREMENT!
In Europe, diesel must be sulphur-free in accord-
ance with the standard EN 590. This means that
the sulphur content must not exceed 10 ppm.
In the USA, the diesel must be ultra-low sulphur
in accordance with the ASTM D975 standard.
This means that the sulphur content must not ex-
ceed 15 ppm.
104
Quality requirements for fuel
Permitted sulphur content in diesel
Engine type
Max. sulphur content
Remark
Engines without EGR and SCR
4,000 ppm (0.4%)
If the sulphur content is higher than
systems
2,000 ppm, the oil change intervals
must be halved. A higher sulphur
content than 4,000 ppm is not per-
mitted, since this will result in en-
gine damage.
Engines with SCR system only
500 ppm (0.05%)
A higher sulphur content than
10 ppm for Europe or 15 ppm for
the USA may only be used where
Stage III A/Tier 3 or less restrictive
emission laws apply.
Engines with both EGR and SCR
350 ppm (0.035%)
A higher sulphur content than
systems
10 ppm for Europe or 15 ppm for
the USA may only be used where
Stage III A/Tier 3 or less restrictive
emission laws apply.
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 too high a sulphur content is used
for a prolonged period, there is a risk that the
SCR catalytic converter will not operate correct-
ly, which will result in a reduction in engine
torque.
105
Quality requirements for fuel
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.
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.
106
Quality requirements for fuel
Biodiesel (FAME)
HVO
HVO is a synthetic diesel which is manufactured
Use of biodiesel
through the hydrogenation of plants and animal
fats. To the user, HVO is reminiscent of diesel in
IMPORTANT!
accordance with EN590, apart from HVO having
a somewhat lower density.
For engines with SCR systems, a maximum of
Scania approves the use of up to 100% HVO for
10% mixture of biodiesel should be used.
all engines in accordance with the European
standard EN 15940.
Scania uses the term biodiesel to refer to a re-
newable diesel made from greases or oils and
GTL
methanol. The biodiesel should conform to the
requirements of European standard EN 14214 or
GTL is a synthetic fuel that is often refined from
Brazilian standard ANP-45. For biodiesel in ac-
natural gas. To the user, GTL is reminiscent of
cordance with EN 14214 or ANP-45, the generic
diesel in accordance with EN590, apart from
term FAME is frequently used.
GTL having a somewhat lower density and less
odour.
Normal diesel in accordance with EN 590 can
contain up to 7% biodiesel from the diesel sup-
Scania approves the use of up to 100% GTL in
plier. There are grades of diesel that comply with
accordance with the European standard EN
EN 590 but contain a higher mixture of biodies-
15940.
el.
Scania approves up to a 10% mixture of biodies-
el for all engines.
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. Biodiesel is affected by light, temper-
ature, water, etc. during storage, which affects
the characteristics and durability of the biodiesel.
Biodiesel also has lower stability against oxida-
tion than diesel. This can result in a thickening of
the biodiesel and blocking of parts of the fuel
system, e.g. the fuel filter. Bacterial growth can
occur when biodiesel is stored in a tank in unfa-
vourable conditions. Avoid storage in barrels or
auxiliary tanks, except when fuel turnover rates
are high. Check tank cleanliness whenever refu-
elling 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.
107
Reductant for SCR
Reductant is normally colourless if no dye has
Reductant for SCR
been added. It is not harmful to the skin. Nor is it
toxic in small quantities, but it tastes very un-
IMPORTANT!
pleasant.
Reductant is highly corrosive. Therefore, rinse
The operator is responsible for using the correct
any reductant spillage from connections and oth-
type of reductant to ensure that local laws are
er details using lukewarm water. Water works
complied with.
very well for cleaning purposes. Please use hot
water. If reductant seeps into electrical connec-
tions or electrical cables, these must be renewed.
REQUIREMENT!
Reductant has a low surface tension and rapidly
spreads over large areas, which then become
In order for the emission control to meet the
very slippery.
emission requirements set by the public authori-
ties, the reductant should be specified in accord-
Reductant can dry out and form white or greyish
ance with ISO 22241.
brown crystals or deposits that can be washed
away with warm water.
The risk of crystal formation increases with low
Reductant is a solution consisting of urea and
outdoor temperatures. When the outdoor temper-
water, and is usually called AdBlueВ®, DEF,
ature is below -20В°C (-4В°F), reductant dosing is
ARLA 32 eller AUS 32depending on the mar-
switched off to avoid the risk of crystals forming
ket. If the engine is equipped with an SCR sys-
in the SCR system.
tem, the reductant is added to the exhaust gases
upstream of the catalytic converter. This reduces
nitrogen oxide emissions.
Reductant in accordance with ISO 22241 con-
tains 32.5% by weight of urea and freezes at ap-
proximately -11В°C (12В°F). When the solution
freezes, ice and urea always maintain the same
concentration. Always store reductant at a tem-
perature between -11В°C and 30В°C (12-86В°F).
Rec. % by weight of
Limit values according
urea
to ISO 22241
32.5%
31.8-33.2%
108
Preparing the engine for storage
Preservative fuel
Preparing the engine for
Preservative fuel must not contain biodiesel.
storage
Even small amounts of 5-10% biodiesel can have
If the engine is not being used for an extended
adverse effects on the engine when in longterm
period its cooling system, fuel system and com-
storage.
bustion chamber and outside must be protected
Long-term storage of diesel, where the diesel
against rust.
comes into contact with water, may lead to the
The engine can normally stand idle for up to
growth of micro organisms (bacteria and fun-
6 months without needing preparation. For
gus).
longer periods of than 6 months, however, the
In order to minimise the growth of micro-organ-
measures in the following sections must be tak-
isms, preservative fuel should contain the fol-
en. These measures provide protection for ap-
lowing additives. The additives should be
proximately 3 years, then the preparing
selected and added by the fuel supplier.
procedure must be repeated. An alternative to
preparing the engine for long-term storage is to
Preservative fuel should comply with the follow-
start the engine and warm it up every 6 months.
ing requirements:
Preparation means that the following measures
•
0% biodiesel.
are taken:
•
Max. sulphur content 50 ppm.
• The engine is cleaned thoroughly.
•
Max. water content 200 ppm.
• Run the engine for a specific period using
•
The fuel must contain additives to stop the
special preservative fuel, oil and coolant.
growth of micro-organisms.
• Otherwise prepare the engine for storage (fil-
ter renewal, lubrication, etc.).
Reductant
Over time, the water in the reductant evaporates
Preservative products
and there is only urea left. The reductant then be-
gins to crystallise. The reductant tank is not sen-
Preservative oil
sitive to crystals, but the ball valves in the
reductant pump may become clogged. However,
Use a normal engine oil that meets the require-
note that corrosion or other particles can also
ments in the Oil grade section.
clog the ball valves.
Preservative coolant
So that the water in the reductant does not evap-
orate, all connections in the SCR system must be
Use coolant containing 50% by volume of gly-
closed before storage. The SCR system should
col. Example: BASF MPG Glysacorr P113 and
then be stored in a cool location and not in direct
Valvoline Zerex P113 FP.
sunlight. If the reductant tank has never been
filled with reductant, it can be stored when emp-
WARNING!
ty for an unlimited time.
When the engine is taken into operation again,
Ethylene glycol can be fatal if ingested and can
all reductant must be drained and changed. If old
cause skin irritation and eye damage.
reductant is used, the SCR system will not work.
109
Preparing the engine for storage
Preparations for storage
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.
Environment
11. Start the engine and run it at about 1,100 rpm
for 20 minutes.
Use a suitable container. Used oil, coolant and
reductant must be disposed of as specified in na-
If the engine has an SCR system and the re-
tional and international laws and regulations.
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
Note:
applies if the engine is run without load.
Do not remove the injectors.
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.
1. Remove plugs and tape from the coolant
13. Remove the rocker covers and lubricate the
connections, air intake and exhaust pipe.
valve mechanisms with pushrods and the
2. Drain the oil.
valve tappets, as well as the injector mecha-
3. Renew the oil filter and fuel filter.
nism, using a liberal amount of preservative
oil. Refit the rocker covers.
4. Clean the centrifugal oil cleaner.
14. Drain the coolant if the engine is not to be
5. Fill with engine oil to the minimum level on
stored with coolant in the system. Plug and
the oil dipstick.
tape all coolant connections if the engine is
6. Drain and flush the cooling system of any old
to be stored without coolant in the cooling
coolant.
system.
7. Top up with preservative coolant.
15. Renew the filter element in the air cleaner.
8. Mix preservative fuel in a can. Detach the
16. Cover the air intake and exhaust pipe.
fuel pipe at the feed pump suction pipe and
17. Spray the outside of the alternator and starter
connect a hose from the can.
motor with water-repellent anti-corrosive
oil: CRC 226, LPS1 or equivalent.
18. Spray the outside of bright engine parts, first
with penetrating preservative oil such as
Dinitrol 25B and then with Dinitrol 112 or
the equivalent.
19. Clearly mark the engine with the storage
preparation date, and state that the engine
must not be started or cranked.
110
Preparing the engine for storage
Batteries
When the engine is to be taken into
operation again
WARNING!
1. If the engine is equipped with an SCR sys-
tem: Drain and clean the reductant tank and
Wear protective gloves and protective goggles
fill with new reductant.
when charging and handling batteries. The bat-
2. Remove plugs and tape from the coolant
teries contain a highly corrosive acid.
connections, air intake and exhaust pipe.
3. Fill the cooling system with coolant.
Remove the batteries and trickle charge them at
4. Drain the preservative oil.
the battery charging station. This does not apply
5. Renew the oil filter and fuel filter.
to batteries specified as maintenance-free by the
6. Fill with new engine oil.
manufacturer.
7. Remove the rocker covers and lubricate the
The same applies to short-term storage, even if
valve mechanisms with pushrods and the
the engine has not been prepared for storage as
valve tappets, as well as the injector mecha-
above.
nism, using a liberal amount of oil. Refit the
rocker covers.
Storage
8. Drain the preservative fuel from the fuel
After the preparation, the engine should be
manifold.
stored indoors in a dry location at room temper-
9. Connect and bleed the fuel system.
ature. The engine must be packed in packaging
made of VCI plastic to protect against dust, dirt
10. Wash off any preservative oil on the outside
and moisture.
using white spirit.
111
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