Operation and Maintenance

Instructions Manual
DP/DQ/DR/DS/DT MODEL ENGINES
FOR
FIRE PUMP APPLICATIONS

Clarke UK, Ltd. Clarke Fire Protection Products, Inc.

Unit 1, Grange Works 100 Progress Place
Lomond Road Cincinnati, OH 45246
Coatbridge U.S.A.
ML5 2NN
United Kingdom
TELE: +44(0)1236 429946 TELE: +1.513.771.2200 Ext. 427
FAX: +44(0)1236 427274 FAX: +1.513.771.5375

www.clarkefire.com
C133292 rev AG
2/11/23
 CONTENTS
SUBJECT PAGE
1.0 INTRODUCTION 5
1.1 IDENTIFICATION/NAMEPLATE 5
1.2 SAFETY/CAUTION/WARNINGS 6
2.0 INSTALLATION/OPERATION 10
2.1 TYPICAL INSTALLATION 10
2.2 ENGINE STORAGE 11
2.2.1 Storage Less than 1 year 11
2.2.2 Extended Storage Maintenance Procedure 11
2.3 INSTALLATION INSTRUCTIONS 11
2.4 SPECIFIC FLYWHEEL COUPLING ALIGNMENT INSTRUCTIONS 13
2.4.1 Listed Driveshaft 13
2.4.2 Driveshaft 13
2.4.3 Other Coupling Types 15
2.5 STARTING/STOPPING THE ENGINE 15
2.5.1 To Start Engine 15
2.5.1.1 Optional Pneumatic Starting System 17
2.5.2 To Stop Engine 18
2.5.3 Emergency Stop Instructions 18
2.6 WEEKLY TEST 18
3.0 ENGINE SYSTEMS 19
3.1 FUEL SYSTEM 19
3.1.1 Diesel Fuel Specification 19
3.1.2 Bleeding the Fuel System 20
3.1.3 Changing Fuel Filter Cartridge 21
3.1.3.1 Fuel Filters 21
3.1.4 Fuel Tanks 22
3.1.5 Fuel Injection Pump Components 22
3.1.6 Priming Pump Strainer Cleaning 22
3.2 AIR/EXHAUST SYSTEM 22
3.2.1 Ambient Conditions 22
3.2.2 Ventilation 22
3.2.3 Standard Air Cleaner 22
3.2.4 Crankcase Ventilation 24
3.2.4.1 Open Crankcase Ventilation 24
3.2.4.2 Crankcase Ventilation System 24
3.2.5 Exhaust System 25
3.3 LUBRICATION SYSTEM 25
3.3.1 Checking Sump Oil 25
3.3.2 Changing Engine Oil 26

Page 2 of 49
 3.3.3 Changing Oil Filter Cartridge 26
3.3.4 Oil Specification 27
3.3.5 Oil Capacities 27
3.4 COOLING SYSTEM 27
3.4.1 Intended Engine Operating Temperature 27
3.4.2 Engine Coolant 27
3.4.3 Water 28
3.4.4 Coolant Capacities 28
3.4.5 Coolant Inhibitors 28
3.4.6 Procedure for Filling Engine 29
3.4.6.1 Partial Fill 29
3.4.7 Providing Adequate Raw Water Supply to the Engine Heat Exchanger 29
3.4.7.1 Raw Water Supply 29
3.4.7.2 Cooling Loop 30
3.4.7.3 Setting Raw Water Flow Rate 31
3.4.7.4 Raw Water Outlet 31
3.4.7.5 Raw Water Quality, Strainers and Deterioration of Heat Exchanger (or CAC) 32
3.4.7.6 Backflow Preventers 32
3.4.7.7 Raw Water Outlet Temperature 32
3.4.8 Flow Paths of Engine Cooling System 32
3.4.9 Important Service Notice 34
3.4.9.1 Water Pump Cavitation 34
3.5 ELECTRICAL SYSTEM 34
3.5.1 Wiring Diagrams 34
3.5.2 Checking Drive Belt Tension and Adjustment 35
3.5.3 Speed Switch 35
3.5.4 Magnetic Pick-Up 36
3.5.5 Mechanical Engine Control and Alarm Board (MECAB) Speed Switch Troubleshooting 36
3.5.6 Field Simulation of Pump Controller Alarms 38
3.5.7 Battery Requirements 39
3.6 ENGINE SPEED ADJUSTMENT 39
4.0 MAINTENANCE SCHEDULE 40
4.1 ROUTINE MAINTENANCE 40
5.0 TROUBLE SHOOTING 41
6.0 PARTS INFORMATION 41
6.1 SPARES 41
6.2 ENGINE MAINTENANCE PARTS LIST 41
7.0 OWNER ASSISTANCE 41
8.0 WARRANTY 41
8.1 GENERAL WARRANTY STATEMENT 41

Page 3 of 49
 8.2 CLARKE WARRANTY 41
8.3 DOOSAN WARRANTY 41
9.0 INSTALLATION & OPERATION DATA (See Page 5) 45
10.0 WIRING DIAGRAMS (See Page 5) 45
11.0 PARTS ILLLUSTRATION (See Page 5) 45
12.0 APPENDIX (Alpha Index) 46

Check factory availability for a manual in one of the following languages:

Spanish
French
German
Italian

NOTE
The information contained in this book is intended to assist operating personnel by providing
information on the characteristics of the purchased equipment.

It does not relieve the user of their responsibility of using accepted practices in the installation,
operation, and maintenance of the equipment.

NOTE: CLARKE FPPG Reserves the right to update the contents of this publication without
notice.

Page 4 of 49
1.0 INTRODUCTION MODEL NUMBERING & IDENTIFICATION
There are two identification plates attached to each
The following paragraphs summarize the “Scope of engine. Clarke Identification Plate: Engine Model,
Supply” of the Engine: Serial Number, Rating and Date of Manufacture are
shown on this identification plate. The JU Series
 The CLARKE Engine supplied has been identification plate is mounted on the stiffening plate
designed for the sole purpose of driving a that connects the two mounting feet at the rear of the
stationary Emergency Fire Pump. It must not engine. The JW and JX Series identification plate is
be used for any other purpose. mounted on right rear engine mount.

 Shall not be subjected to Horsepower John Deere Identification Plate: The second
requirements greater than the certified identification plate contains the John Deere Model
nameplate rating (for UL/cUL/FM/LPCB Number and Serial Number. On the JU Series, the
only). John Deere identification plate is located on the right
side of the cylinder block behind the fuel filter. On
 Engines must be sized to cover fully the the JW and JX Series, the John Deere Serial
maximum power absorbed by any particular identification plate is located on the left-hand side of
driven equipment together with a safety the engine between the intake manifold and starting
factor on no less than 10%. (For Non-listed motor.
only).
Note that there are four types of identification plates,
 Derates for elevation and temperature need to dependent on whether the engine is a
be considered for maximum pump power. “Listed/Approved” or “Non-Listed” Model. These
are typical examples. (See Figure #1).
 Fuel delivery settings are factory set with-in
the injection pump and must not be tampered Clarke Identification Plates
with or adjusted. Minor RPM adjustments to USA Listed/Approved UK Listed/Approved
meet pump requirements are permissible.

 The engine shall be installed and maintained

in accordance with the guidelines stated in
this manual.

 Periodic running checks to ensure

functionality should be kept to a maximum of
½ hour per week.

1.1 IDENTIFICATION/NAMEPLATE

 Throughout this manual, the terms “Engine”

and “Machine” are used.

 The term “Engine” refers solely to the diesel

engine driver as supplied by CLARKE.

 The term “Machine” refers to any piece of

equipment with which the engine might
interface.

This manual provides all the information necessary to

operate your newly acquired engine safely and
efficiently, and perform routine servicing correctly.
Please read it carefully.

Page 5 of 49
UK Listed/ FM Approved UK Non-Listed  A= Non-Emissioned
 90 = A power rating code

Doosan Identification Plate: The second

identification plate contains the Doosan Model
Number and Serial Number. On the DT Series, the
Doosan Serial identification plate is located on the
left-hand side of the engine near the front mount just
above the oil pan rail.

1.2 SAFETY/CAUTION/WARNINGS

ATTENTION: This engine has components and

fluids that reach very high operating temperatures
and is provided with moving pulleys and belts.
Approach with caution. It is the responsibility of the
builder of the machine using a Clarke engine to
optimize the application in terms of maximum end
user safety.
UK Listed/Approved BASIC RULES

The following recommendations are given to reduce

the risk to persons and property when an engine is in
service or out of service.
Engines must not be used for applications other than
those declared under “Scope of Supply”.

Incorrect handling, modifications and use of non-

original parts may affect safety. When lifting the
engine, take care to use suitable equipment to be
applied to the points specially provided as shown on
the appropriate Engine Installation Drawing. Engine
weights are shown in Figure #2
ENGINE MODEL WEIGHT lbs (kg)
DP6H-UFAA50, DP6H-UFAA62,
DP6H-UFKA50, DP6H-UFKA62,
DP6H-UFAAX8, DP6H-UFKAX8,
Figure 1 DP6H-UFAA70, DP6H-UFKA70,
DP6H-APKA60, DP6H-APKA70,
DP6H-NLKA50, DP6H-NLKA62, 2250 (1020)
The Clarke 10 digit model numbers reflects the base DP6H-NLKAX8, DP6H-NLKA70,
engine type, number of cylinders, cooling system, DP6H-NLKA88, DP6H-FMKA50,
DP6H-UFAA88, DP6H-UFKA88,
approval listing, manufacturing location, emissions DP6H-FMKA88, DP6H-FMKA62,
code and a power rating code. DP6R-NLKA49, DP6R-NLKA61
Example: DT2H-UFAA90 DQ6H-UFAA4G, DQ6H-UFAA48,
DQ6H-UFAA50, DQ6H-UFAA58,
 D = Doosan base engine prepared by DQ6H-UFAA60, DQ6H-UFAA88,
CLARKE DQ6H-UFAA98, DQ6H-UFKA4G,
DQ6H-UFKA48, DQ6H-UFKA50,
 T = base engine series DQ6H-UFKA60, DQ6H-UFKA88,
 2 = 12 cylinders DQ6H-UFKA98
 H = Heat Exchanger cooled (R = Radiator) DQ6H-APKA60, DP6H-APKA90
DQ6H-NLKA48, DQ6H-NLKA4G
 UF = Underwriters Laboratories Listed/ DQ6H-NLKA50, DQ6H-NLKA60
Factory Mutual Approved, (LP = LPCB Loss DQ6H-NLKA88, DQ6H-NLKA98,
DQ6H-UFAA40, DQ6H-UFAAX8,
Prevention Council Board Approved, NL = DQ6R-NLAA47, DQ6R-NLAA4F, 2500 (1134)
Non-Listed, AP = APSAD DQ6R-NLAA49, DQ6R-NLAA59,
DQ6R-NLAA87, DQ6R-NLAA97,
 A=Manufacturing Location (A= Cincinnati, DQ6H-NLKA40, DQ6H-NLKAX8,
K= Coatbridge) DQ6H-UFKA40, DQ6H-UFKAX8,

Page 6 of 49
 DQ6H-FMKA48, DQ6H-FMKA4G,
DQ6H-FMKA40, DQ6H-FMKA50,
DQ6H-FMKA60, DQ6H-FMKA88,
DQ6H-FMKA98, DQ6H-FMKAX8,
DQ6R-NLKA47, DQ6R-NLKA4F,
DQ6R-NLKA49, DQ6R-NLKA59,
DQ6R-NLKA87, DQ6R-NLKA97
DR8H-UFAA40, DR8H-UFAA5G,
DR8H-UFAA68, DR8H-UFAA62,
DR8H-FMAA40,
DR8H-FMKA5G, DR8H-FMKA62,
DR8H-FMKA68, DR8H-UFKA40,
DR8H-UFKA5G, DR8H-UFKA62,
DR8H-UFKA68, DR8H-APKA60
DR8H-NLAA40, DR8H-NLAA5G,
DR8H-NLAA62, DR8H-NLAA68,
2700 (1225)
DR8H-UFAA98, DR8H-UFAA92,
DR8H-UFKA98, DR8H-UFKA92
DR8H-NLKA40, DR8H-NLKA5G,
DR8H-NLKA62, DR8H-NLKA68
DS0H-FMKA60, DS0H-FMKA68,
DS0H-FMKAN0, DS0H-UFAA68,
DS0H-UFAA60, DS0H-UFAAM0,
DS0H-UFKAM0, DS0H-UFAAN0, 3200 (1450)
DS0H-UFKA60, DS0H-UFKA68,
DS0H-UFKAN0, DS0H-APKA60, Figure #3
DS0H-NLAA60, DS0H-NLAA68,
DS0H-NLAAN0, DS0H-NLAA70,
DS0H-UFAA98, DS0H-UFAA92, Figure #4 shows the typical lifting arrangement of a
DS0H-UFKA98, DS0H-UFKA92 base mounted engine and pump set when the base (or
DS0H-NLKA60, DS0H-NLKA68,
DS0H-NLKAN0, DS0R-NLAAL1, module) is furnished with lifting holes.
DS0R-UFAA67, DS0R-UFAA59,
DS0R-UFKA67, DS0R-UFKA59
DT2H-UFAA20, DT2H-UFAA60,
DT2H-UFAA98, DT2H-UFAA92,
DT2H-FMAA40, DT2H-FMAAX8,
DT2H-FMAAX2, DT2H-APKA90,
DT2H-FMKA40, DT2H-NLAA20, 4500 (2040)
DT2H-NLAA58, DT2H-NLAA50, DT2H-
NLAA60, DT2H-NLAA98, DT2H-
NLAA92, DT2H-UFAA48, DT2H-
UFAA40, DT2H-UFAA50, DT2H-
UFAA58,DT2H-UFAA88, DT2H-
UFAA68, DT2H-UFKA88, DT2H-
UFKA20, DT2H-UFKA50, DT2H-
UFKA58, DT2H-FMKA40, DT2H-
UFKA98, DT2H-UFKA92, DT2H-
UFKA60 Figure #4
Figure #2
When Clarke furnishes the base (or module) for the
Figure #3 shows the typical lifting arrangement of a engine and pump set, the combined weight of the
bare engine. Note the lifting points on the engine are engine and base (or module) will be indicated on the
for lifting the ENGINE only. Caution, when lifting, unit. Caution, when lifting, lift point should always
lift point should always be over the equipment Center be over the equipment Center of Gravity.
of Gravity.
Note: The engine produces a noise level exceeding
70 dB(a). When performing the weekly functional
test, it is recommended that hearing protection be
worn by operating personnel.

CLARKE UK provides the machine manufacturer

with a “Declaration of Incorporation”
for the Engine, when required, a copy of which is
enclosed in the manual. This document clearly states
the machine manufacturers’ duties and
responsibilities with respect to health and safety.
Refer to Figure #5.

Page 7 of 49
 Clarke Fire Protection Products, Inc.
100 Progress Place
Cincinnati, Ohio 45246
United States of America
DECLARATION OF INCORPORATION Tel: +1 (513) 475-3473
Fax: +1 (513) 771-0726
Product:

Description – Diesel Engines

Manufacturer – Clarke Fire Protection Products, USA
Model Number –
Serial Number –
Year of Manufacture -
Contract Number –
Customer Order Number –

Name and address of manufacturer: Clarke Fire Protection Products, Inc.

100 Progress Place
Cincinnati, Ohio 45246
United States of America

Declaration
We hereby declare that the engine is intended to be incorporated into other machinery and must not be put into
service until the relevant machinery, into which the engine is to be incorporated, has been declared in conformity
with the essential health and safety requirements of the machinery Directive 2006/42/EC and consequently the
conditions required for the CE Mark.

The object of the declaration described above is manufactured in accordance with the following directives:
Machinery Directive 2006/42/EC
Low Voltage Directive 2014/35/EU
EMC Directive 2014/30/EU

References to the relevant harmonized standards used:

EN ISO 12100:2010 - Safety of machinery. General principles for design. Risk assessment and risk reduction
EN 60204-1:2006+A1:2009 - Safety of machinery. Electrical equipment of machines. General requirements
EN 61000-6-2:2005 - Electromagnetic compatibility (EMC). Generic standards. Immunity for industrial
environments
EN 55011:2016+A1:2017 - Industrial, scientific and medical equipment. Radio-frequency disturbance
characteristics. Limits and methods of measurement

A technical file for the product listed above has been compiled in accordance with part B of Annex Vii of the Machinery
Directive 2006/42/EC and Annex III of Low Voltage Directive 2014/35/EU.

The engine has moving parts, areas of high temperatures and high temperature fluids under pressure. In addition, it has an
electrical system, which may be under strong current.

The engine produces harmful gases, noise and vibration and it is necessary to take suitable precautionary measures when
moving, installing and operating the engine to reduce risk associated with the characteristics stated above.

The engine must be installed in accordance with local laws and regulations. The engine must not be started and operated
before the machinery into which it is to be incorporated and/or its overall installation has been made to comply with local
laws and regulations. The engine must only be used in accordance with the scope of supply and the intended applications.

Signed ___________________________________ Date: _______________

Ken Wauligman – Engineering Manager
C13944, Rev.J 25Sept18

Figure #5

Page 8 of 49
WHAT TO DO IN AN EMERGENCY Take the victim to a ventilated area or into the open
air, placing him on his side if he is unconscious.
Any user of the Engine who follows the instructions
set out in this manual, and complies with the CAUSTIC BURNS
instructions on the labels affixed to the engine are
working in safe conditions. 1) Caustic burns to the skin are caused by acid
escaping from the batteries:
If operating mistakes cause accidents call for help  remove the clothes
If operating mistakes cause accidents call for help  wash with running water, being
immediately from the EMERGENCY SERVICES. careful not to affect injury-free areas
In the event of an emergency, and while awaiting the 2) Caustic burns to the eyes are caused by
arrival of the EMERGENCY SERVICES, the battery acid, lubricating oil and diesel fuel.
following general advice is given for the provision of  Wash the eye with running water for
first aid. at least 20 minutes, keeping the
eyelids open so that the water runs
FIRE over the eyeball and moving the eye
in all directions.
Put out the fire using extinguishers recommended by
the manufacturer of the machine or the installation. ELECTROCUTION

BURNS Electrocution can be caused by:

1) Put out the flames on the clothing of the
burns victim by means of: 1) The engine’s electrical system (12/24
 drenching with water VDC)
 use of powder extinguisher, making 2) The electrical coolant pre-heating system
sure not to direct the jets onto the 115/230 Volt AC (if supplied) AC current.
face
 blankets or rolling the victim on the In the first case, the low voltage does not involve
ground high current flows through the human body;
2) Do not pull off strips of clothing that are however, if there is a short circuit, caused by a metal
sticking to the skin. tool, sparks and burns may occur.
3) In the case of scalding with liquids, remove In the second case, the high voltage causes strong
the soaked clothing quickly but carefully. currents, which can be dangerous.
4) Cover the burn with a special anti-burn If this happens, break the current by operating the
packet or with a sterile bandage. switch before touching the injured person.

CARBON MONOXIDE POISONING (CO) If this is not possible, bear in mind that any other
attempt is highly dangerous also for the person
Carbon monoxide contained in engine exhaust gases assisting; therefore, any attempt to help the victim
is odorless and dangerous because it is poisonous and must be carried out without fail using means that are
with air, it forms an explosive mixture. insulating.
Carbon monoxide is very dangerous in enclosed
premises because it can reach a critical concentration WOUNDS AND FRACTURES
in a short time.
The wide range of possible injuries and the specific
When attending a person suffering from CO nature of the help needed means that the medical
poisoning in enclosed premises, ventilate the services must be called.
premises immediately to reduce the gas If the person is bleeding, compress the wound
concentration. externally until help arrives.
In the case of fracture do not move the part of the
When accessing the premises, the person providing body affected by the fracture. When moving an
the aid must hold his breath, not light flames, turn on injured person permission from that person must be
lights or activate electric bells or telephones so as to received until you can help him. Unless the injury is
avoid explosions.

Page 9 of 49
life threatening, move the injured person with Rotating Parts
extreme care and then only if strictly necessary.

WARNING LABELS

Warning labels, in picture form, are applied to the

engine. Their meanings are given below.
Important Note: Labels that show an exclamation
mark indicate that there is a possibility of danger. Jacket Water Heater Voltage
Heat Exchanger Maximum Working Pressure

Coolant Mixture Air Filter Installation

Lifting Point 2.0 INSTALLATION/OPERATION

2.1 TYPICAL INSTALLATION

A typical Fire Pump installation is shown in Figures

#6 & 6A.

1. Pump/Engine set
Automatic Start 2. Main Pump Controller
3. Pump discharge
4. Air louver
5. Entrance door with air louver
6. Exhaust silencer
7. Exhaust system supports
8. Exhaust outlet pipe
9. Concrete base
10. Exhaust flexible connection joint/pipe
11. Air Discharge Duct from Radiator

NOTE: For radiator cooled engines, the total air

supply path to the pump room, which includes any
louvers or dampers, shall not restrict the flow of the
air more than 0.2” (5.1mm) water column. Likewise,

Page 10 of 49
the air discharge path, which includes any louvers, 2) Refill the engine crankcase with MIL-L-
dampers, or ducting, shall not restrict the flow of air 21260 preservative oil.
more than 0.3” (7.6mm) water column. 3) Change the fuel filters.
4) Install the coolant plugs and install coolant in
the normal mix percentage of 50% coolant,
50% water, premixed.
5) Remove the protection from the intake and
exhaust openings.
6) Prepare a preservative fuel container as a fuel
source using a fuel conditioner mixture of
C02686 or C02687 with ONLY Diesel #2
fuel or “Red” diesel fuel (ASTM D-975) or
#6
EN 590 diesel fuel. (Refer to Section 3.1.1
Typical Installation
for Fuel Specification.)
Heat Exchanger Cooled Engine
7) Disconnect the coupling or drive shaft from
the pump.
8) Start and run the engine at a slow speed for
11 1-2 minutes being careful not to exceed the
normal operating temperature.
9) Drain the oil and coolant.
10) Replace the protective plugs that were used
for shipping and storage.
11) Attach to the engine a visible card, specifying
Figure #6A “ENGINE WITHOUT OIL” DO NOT
Typical Installation OPERATE”.
Radiator Cooled Engine
IMPORTANT: THIS TREATMENT MUST BE
2.2 ENGINE STORAGE REPEATED EVERY 6 MONTHS
************************
2.2.1 Storage less than 1 year PUTTING ENGINE INTO SERVICE AFTER
ADDITIONAL PRESERVATION SERVICE:
Storing engines requires special attention. Clarke To restore the normal operation running conditions of
engines, as prepared for shipment, may be stored for the engine, carry out the following:
a minimum of one year. During this period, they
should be stored indoors in a dry environment. 1) Fill the engine sump with the normal
Protective coverings are recommended provided they recommended oil, to the required level.
are arranged to allow for air circulation. The stored 2) Remove the protective plugs used for
engine should be inspected periodically for obvious shipping and storage.
conditions such as standing water, part theft, excess 3) Refill cooling water to proper level.
dirt buildup or any other condition that may be 4) Remove the card “ENGINE WITHOUT OIL,
detrimental to the engine or components. DO NOT OPERATE”.
Any such conditions found must be corrected 5) Follow all steps of the Installation
immediately. Instructions when the engine will be put into
service.
2.2.2 Extended Storage Maintenance Procedure
2.3 INSTALLATION INSTRUCTIONS
After a one year storage period or if the engine is
being taken out of service for more than 6 months, The correct installation of the engine is very
additional preservation service must be performed as important to achieving optimum performance and
follows: extended engine life.

1) Drain the engine oil and change the oil filter.

Page 11 of 49
In this respect, the engine has certain installation 4) Engine is typically provided with premixed
requirements, which are critical to how it performs. coolant installed. If engine is not provided
These requirements are generally associated with the with coolant or there is a need to top off, fill
cooling, exhaust, induction air, and fuel systems. engine cooling system with premixed 50%
water / 50% coolant solution. Use only
This section of the manual should be read in coolants meeting ASTM-D6210
conjunction with the relevant Installation and specifications for heavy-duty diesel engines.
Operation Data Sheets. If there is any doubt about an Never use light-duty or automotive coolants
installation, contact should be made with Clarke in the engine that are stated as ASTM-D3306
Customer Support giving exact details of the only. Refer to Figure #23 in section 3.4.3
problem. for cooling system capacity. Refer to section
3.4.5 filling procedure.
All installations should be clean, free of any debris 5) Engine is shipped with oil installed. For
and dry. Care should be taken to ensure that there is make-up oil specifications refer to section
easy access to the engine for maintenance and repair. 3.3 Lubrication System.
The safety of personnel who may be in the area of the 6) Connect fuel supply and return line to fuel
engine when it is running is of paramount importance supply tank plumbing. Reference the Fuel
when designing the installation layout. System section of the Installation and
1) Secure pump set to foundation and complete Operation Data (see Page 5), for piping size,
installation in accordance with pump maximum allowable fuel pump suction, and
manufacturer’s instructions. Perform engine maximum allowable fuel head requirements.
to pump coupling alignment. Lubricate Falk Fill supply tank with ONLY #2 diesel fuel
coupling with supplied grease or driveshaft (ASTM D-975) or EN 590 diesel fuel, bleed
universal joints with NLGI grade #1 or #2 supply system of air and check for leaks.
grease at the (3) Zerk fittings. (Refer to CAUTION: All diesel fire pump drivers
section 2.4 for specific alignment manufactured by Clarke are designed and
instructions). tested for use with only No. 2-D diesel
2) Engine with Heat Exchanger Cooling: Install fuel conforming to ASTM D-975.
the heat exchanger discharge pipe. The
Additionally, in European countries an
discharge pipe should be no smaller than the
outlet connection on the heat exchanger.
acceptable alternative fuel is diesel fuel
Discharge water piping should be installed in conforming to EN 590. Both of these
accordance with applicable codes. All fuel specifications must contain NO (0%)
plumbing connecting to the heat exchanger bio-fuel whenever possible. Fuel supply
must be secured to minimize movement by level must meet applicable code
the engine. Cooling loop water pressure to requirements. Do not use a copper based
the heat exchanger must not exceed the limit or galvanized material for any
that is stated on the heat exchanger supplied component of a diesel fuel system. The
with the engine. fuel will chemically react with the zinc
3) Install all engine cooling system draincocks resulting in clogged fuel filters and
and plugs.
injector systems.
7) Remove protective covering on air cleaner
Qty Description Location element.
1 Plug Water Pump Inlet 8) Connect jacket water heater (if supplied) to
RH Exhaust Manifold AC power source. Connect the supplied
1 (DT2H Plug - Front heater connection wire directly to a customer
only) supplied electrical junction box. The
1 (DT2H Plug LH Exhaust Manifold electrical supply requirements are indicated
only) - Top on the connection box. Connect to the heater
1 Plug Water Pump Outlet directly to the junction box at the end of the
Tube heater only. Supply wiring should never be
1 ¼” Draincock Heater Inlet Tube routed through the engine gauge panel.

Page 12 of 49
 Severe damage to critical engine control
components could result. Energize heater 2.4.2 Driveshaft
only after step #4 is completed.
9) Connect exhaust system to flexible To check the alignment of the pump shaft and engine
connection on the engine. The exhaust crankshaft centerlines for proper Parallel Offset and
system plumbing must be supported by the Angular tolerance, the driveshaft must be installed
building structure and not the engine. The between the flywheel drive disc and the flanged hub
exhaust flexible connection is provided only on the pump shaft.
for the purpose of thermal expansion and
vibration isolation, not for misalignment or Before removing the driveshaft guard, disconnect the
directional change. negative battery cable from both batteries.
10) Make electrical DC connections between the
engine gauge panel terminal strip (if Before beginning the alignment checks and making
supplied) and the controller per the controller any necessary corrections, install the driveshaft and
manufacturer’s instructions. Refer to the re-torque all driveshaft connection bolts to the values
wiring diagram sticker located on the inside given in the following table:
door of the engine gauge panel for proper
connection of the water solenoid. BOLT TIGHTENING
11) Fill batteries with electrolyte per battery DRIVE SIZE TORQUE
MODELS SHAFT /MATERIA ft-lbs
manufacturer’s instructions. Connect cables L GRADE (N-m)
between engine and batteries only after SC81A 7/16-20, 50-55
electrolyte is installed. Refer to the wiring or Grade 8 (68-75)
DP6H/R
diagram inside the engine gauge panel door CDS50-SC (Hi- (See Note #2)
(if supplied), or appropriate wiring diagram Tensile)
(see Page 5), for correct positive and SC81A 7/16-20, 50-55
negative connections. or Grade 8 (68-75)
DQ6H/R
12) Connect negative cables directly to the CDS50-SC (Hi- (See Note #2)
ground stud. Connect each positive cable to Tensile)
the large outer post of the manual starting M16, Class
SC2160A 10.9 100-105
contactors. DR8H/R
(Metric) (135-142)
13) Note: Clarke Operation and Maintenance (Hi- (See Note #2)
Instructions Manual and Clarke parts Tensile)
illustration pages are located inside the M16, Class
engine gauge panel. DS0H/R
SC2160A 10.9 100-105
14) IMPORTANT! In order to obtain prompt (Metric) (135-142)
Warranty Service and to comply with (Hi- (See Note #2)
Emissions regulations, this engine must be Tensile)
DT2H-
registered to the final installation name and UFAA20
address. To register this engine, go to UFKA20, M16,Class
www.clarkefire.com and select Warranty FMKA40 100-105
10.9
UFAA50, SC2160A (135-142)
Registration. UFKA50, (Metric)
(See Note #2)
UFAA58, (Hi-
2.4 SPECIFIC FLYWHEEL COUPLING UFKA58 Tensile)
UFAA30
ALIGNMENT INSTRUCTIONS UFAA60
DT2H- M16,Class
2.4.1 Listed Driveshafts UFAA98,
SC2390 10.9 210-220
UFAA92,
UFAA88, or (Metric) (285-298)
Refer to Listed Driveshaft Installation, Operation and FMAAX8 SC2390A (Hi- (See Note #2,3)
FMAAX2 Tensile)
Maintenance Manual C132355

Note 1 – It is recommended that a medium strength

threadlocker (Loctite 243–blue) be used in the

Page 13 of 49
assembly and torquing of all hardware. This may be B) With the driveshaft in the same orientation as
purchased as part number C126758, 50ml bottle. the previous step (Step A), check the
Horizontal Angular alignment of the shafts.
Note 2 – 4 of the hi-tensile bolts and/or nuts, that are 1. Measure from the mating surface of the
used to connect the driveshaft to the drive disc and companion hub to point G shown on
that connect the driveshaft to the pump companion figure #7b. (Point G is the furthermost
flange, will require a “crow’s foot” wrench attached point on the bearing bore). This
to a standard torque wrench in order to apply the measurement must be equal to the
required tightening torque. A standard socket will measurement at point E + 0.5 mm.
not work due to close proximity of the bolts and/or
nuts with the driveshaft yoke. The tightening torque
values listed for these bolts and/or nuts have been
corrected for using a “crow’s foot” adapter which
extends the standard torque wrench’s length.

Note 3 – For the high torque required for these nuts it

is recommended that a boxed end crows foot be used.

The following steps describe the proper way to check

alignment. A small pocket scale or ruler with
millimeter markings is recommended to make all
measurements.
Figure #7b
A) To check the Horizontal Parallel Offset, the
driveshaft must be in the proper orientation.
C) To check the Vertical Parallel Offset, the
1. Rotate the shaft so the reference “AB” on the
driveshaft must be re-orientated.
flywheel adapter disc or the circumference of
1. Rotate the shaft 90○ so the reference
the drive shaft flange (against the flywheel
“CD” on the flywheel adapter disc or the
adapter disc) is in the 12 o’clock position
circumference of the drive shaft flange
shown on figure #7a.
(against the flywheel) is in the position
2. Measure from the face of the flywheel
shown on Figure#7c.
adapter disc to point E. (Point E is on the
2. Measure from the face of the flywheel
bearing bore as shown in Figure #7a). This
adapter disc to point H. (Point H is the
measurement must be:
furthermost point on the bearing bore
Measurement Driveshaft
diameter). The measurement must be:
109 ± 2mm SC81A / CDS50-SC
Measurement Driveshaft
123.5 ± 1.5mm SC2160A
112.5 ± 1mm SC81A / CDS50-SC
142.5 ± 1.5mm SC2390 / SC2390A
126.5 ± 1mm SC2160A
145.5 ± 1.5mm SC2390 / SC2390A

Figure #7a

Figure #7c

Page 14 of 49
 D) With the driveshaft in the same orientation as 2.4.3 Other Coupling Types
the previous step (Step C), check the Vertical
alignment of the shafts. Consult Factory or Clarke website at
1. Measure from the mating surface of the www.clarkefire.com for additional
pump companion hub of the drive shaft information.
to point J as shown in figure #7d. (Point J
is the same as point G, with the 2.5 STARTING/STOPPING THE ENGINE
driveshaft rotated 90o). This
measurement must be equal to the 2.5.1 To Start Engine
measurement at point H + 1 mm.
Before starting the engine for the first time review
Re-install all guards and grease fittings before section 3.4.6 to ensure there is an adequate Raw
reconnecting the battery cables. Water Supply to the Engine Heat Exchanger.

On UL/FM engines, use main pump controller for

starting and stopping the engine. Should the main
pump controller become inoperable, the engine can
be manually started and stopped from the engine
gauge panel. For manual starting and stopping of an
engine with a gauge panel:

IMPORTANT: Main pump controller selector

should be in the OFF position when starting from
engine gauge panel. Be sure to return selector on
main pump controller and engine gauge panel to
Figure #7d AUTOMATIC after completing manual run.

 Position MAIN PUMP CONTROLLER

DRIVESHAFT MAINTENANCE TO “OFF” POSITION. (Refer to Figure
#9).
1. To service the driveshaft disconnect the  Lift and hold MANUAL CRANK #1, until
negative battery cables, remove the top of engine starts, or release after 15 seconds. If
guard and set aside. unit fails to start, wait for 15 seconds, use
2. Rotate engine shaft manually so the u-joint MANUAL CRANK #2 and repeat step.
grease fittings are accessible.  If COOLING WATER is not flowing or
3. Using a hand held grease gun with N.L.G.I. engine TEMPERATURE is too HIGH,
grade 1 or 2 grease position on grease fitting. open cooling system manual by-pass valves
Pump with grease until grease is visible at all (applies to heat exchanger cooled engines
four cap seals. only).
4. Verify all driveshaft connecting bolts remain
tight. Re-torque per 2.4.1 if necessary. Note: You can also crank engines using manual
5. Reinstall top of guard and connect negative starting contactors.
battery cables.

Page 15 of 49
 2 UL/FM Front Opening Instrument Panel

1
5

8 9 9 10

Figure #9
1 – Emergency Operating Instructions 6 – Overspeed Verification
2 – Automatic / Manual Mode Selector 7 – Overspeed Indication Light
3 – Manual Crank Controls 8 – Oil Pressure Gauge
4 – Overspeed Reset 9 – Voltmeters Battery 1 & 2
5 – Manual Mode Warning Light 10 – Coolant Temperature Gauge

Non-Listed Instrument Panel

1 – Emergency Operating Instructions 4 – Overspeed Reset

2 – Automatic-Manual Mode Selector 5 – Warning Light
3 – Manual Crank Controls 6 – Overspeed Verification

Page 16 of 49
IMPORTANT: Main pump controller selector 2.5.1.1 Optional Pneumatic Starting System
should be in the OFF position when starting from
engine gauge panel. Be sure to return selector on Some engines may be provided with an optional
main pump controller and engine gauge panel to pneumatic starting system to crank the engine from a
AUTOMATIC after completing manual run. pressurized receiver tank. See figure 9A for
schematic of the pneumatic starter system and wiring
diagram for field wiring.

Page 17 of 49
2.5.2 To Stop Engine

If engine is started from main pump controller use

main pump controller to stop the engine.

If engine is started from engine gauge panel: Return

MODE SELECTOR switch to
AUTOMATIC/MANUAL STOP position, engine
will stop. Close cooling system manual by-pass
valve if opened.

IMPORTANT: DO NOT leave the MODE

SELECTOR switch in the MANUAL RUN position
during AUTOMATIC operation. (The controller
will be unable to stop the engine and DAMAGE Figure #10A
MAY RESULT).

2.5.3 Emergency Stop Instructions

If energized to stop solenoid fails, you will NOT be

able to stop the engine from the instrument control
panel or fire pump controller. Use the emergency
stop lever to choke off fuel supply and shut the
engine down.

DP6H & DQ6H engine models: The emergency stop

lever is located on the right side (same side as
instrument panel) of the engine on the fuel injection
pump. To stop the engine, rotate the emergency stop
lever clockwise until it stops (see Figure #10A).
Figure #10B
Continue to hold lever in “STOP” position until
engine comes to a complete stop.
2.6 WEEKLY TEST
DR8H & DS0H engine models: The emergency stop
An experienced operator should always be present
lever is located near the front of the engine. To stop
during the weekly test.
the engine rotate the emergency stop lever until it
stops. Continue to hold lever in “STOP” position
NOTE: This engine is designed to operate at rated
until engine comes to a complete stop.
load conditions. For testing purposes the engine can
be run at lower load (lower flow) conditions.
DT2H engine models: If energized to stop solenoid
Running times in any one period should not exceed
fails, you will NOT be able to stop the engine from
30 minutes maximum.
the instrument control panel or fire pump controller.
This solenoid is located on the left side (opposite side
Before starting the engine make sure of the
of instrument panel) of the engine towards the front.
following:
To stop the engine, rotate the emergency stop lever
1) The operator has free access to stop the
counter-clockwise until the solenoid plunger is
engine in an emergency.
completely depressed (see Figure #10B). Continue
2) The plant room ventilation ducts are open
to hold lever in “STOP” position until engine comes
and the engine has good access for air.
to a complete stop.
3) All the guards are in position and, if not, for
whatever reason, any rotating parts will be
free and clear without restriction.
4) Battery covers are in place and there is
nothing on top of or touching the engine,

Page 18 of 49
 which is not part of the original supply
specification. 8.3.4 Diesel Fuel Testing and Maintenance
5a) Heat Exchanger Cooling: The water supply
for coolant is available again without 8.3.4.1 Diesel fuel shall be tested for
restriction. degradation no less than annually.
5b) Radiator Cooling: The air supply for cooling
is available again without restriction. 8.3.4.1.1* Fuel degradation testing shall
comply with ASTM D975-11b Standard
When engine is running make sure that the coolant Specification for Diesel Fuel Oils, or ASTM
temperature and oil pressure raw cooling water flow D6751 -11b Standard Specification for
are within the limits specified on the relevant Biodiesel Fuel Blend Stock (B100) for
Installation & Operation Data (see Page 5). Middle Distillate Fuels as approved by the
engine manufacturer, using ASTM D 7462 -
If the coolant temperature is excessive, check: 11 Standard Test Method for Oxidation
a. Cooling loop strainers Stability of Biodiesel (B100) and Blends of
b. Proper functioning of thermostat Biodiesel with Middle Distillate Petroleum
c. Condition of heat exchanger tube Fuel (Accelerated Method).
bundle
8.3.4.2* If diesel fuel is found to be deficient
3.0 ENGINE SYSTEMS in the testing required in 8.3.4.1.1, the fuel
shall be reconditioned or replaced, the
3.1 FUEL SYSTEM supply tank shall be cleaned internally, and
the engine fuel filter(s) shall be changed.
3.1.1 Diesel Fuel Specification
8.3.4.2.1 After the restoration of the fuel and
All diesel fire pump drivers manufactured by Clarke tank in 8.3.4.2, the fuel shall be retested each
are designed, tested and warranted for use only with 6 months until experience indicates the fuel
No. 2-D Diesel Fuel conforming to ASTM can be stored for a minimum of one year
International D-975 or European Standard EN 590. without degradation beyond that allowed in
8.3.4.1.1
Although the above referenced fuel specifications
allow limited amounts of Biodiesel, 100% petroleum 8.3.4.3 When provided, active fuel
fuel is preferred and should be used whenever maintenance systems shall be listed for fire
possible. Biodiesel in any amount greater than that pump service.
allowed by the above referenced specifications
should not be used. The use of fuels not referenced 8.3.4.3.1 Maintenance of active fuel
above, or Biodiesel in amounts greater than allowed maintenance systems shall be in accordance
in the above referenced specifications, may affect with the manufacturer’s recommendations.
performance and reliability, and may result in a non-
warrantable engine condition. 8.3.4.3.2 Maintenance of active fuel
maintenance systems shall be performed at a
To insure engine reliability and performance, the fuel minimum annual frequency for any portion of
provided for Clarke fire pump drivers must be the system that the manufacturer does not
maintained in a quality condition. Refer to NFPA 25 provide a recommended maintenance
2014, reprint provided below, for guidance to the frequency.
minimum requirements for fuel maintenance for all
Clarke fire pump engine installations. 8.3.4.3.3 Fuel additives shall be used and
maintained in accordance with the active fuel
The following is reprinted from the “NFPA 25 2014 maintenance system manufacturer’s
Standard for the Inspection, Testing, and recommendations.
maintenance of Water-Based Fire Protection A.8.3.4.1.1 Commercial distillate fuel oils
Systems,” Copyright © 2013 National Fire used in modern diesel engines are subject to
Protection Association®. All Rights Reserved. various detrimental effects from storage. The

Page 19 of 49
 origin of the crude oil, refinement processing Use a piece of cardboard or paper to search for
techniques, time of year, and geographical leaks. Do not use your hand.
consumption location all influence the
determination of fuel blend formulas. If ANY fluid is injected into the skin, it must be
Naturally occurring gums, waxes, soluble surgically removed within a few hours by a doctor
metallic soaps, water, dirt, blends and familiar with this type injury or gangrene may
temperature all contribute to the degradation result. Ref Figure #11
of the fuel as it is handled and stored. These
effects begin at the time of fuel refinement
and continue until consumption. Proper
maintenance of stored distillate fuel is
critical for engine operation, efficiency, and
longevity.
Figure #11
Storage tanks should be kept water-free. Whenever the fuel system has been opened up for
Water contributes to steel tank corrosion and service (lines disconnected or filters removed), it will
the development of microbiological growth be necessary to bleed air from the system.
where fuel and water interface. This and the
metals of the system provide elements that DP6H, DQ6H, DR8H, DS0H, DT2H Engine Series:
react with fuel to form certain gels or
organic acids, resulting in clogging of filters 1) Loosen the air bleed valve (A) by hand on fuel
and system corrosion. Scheduled fuel filter head. Ref. Figure #12A and #12B.
maintenance helps to reduce fuel 2) Operate supply pump primer lever (B) until
degradation. Fuel maintenance filtration can fuel flow is free from air bubbles. On the DP6H,
remove contaminants and water and and DQ6H it will be necessary to rotate pump
maintain fuel conditions to provide reliability handle to release it and then to lock in place after
and efficiency for standby fire pump engines. fuel system is bled. Ref. Figure #13A and #13B.
Fuel maintenance and testing should begin 3) Tighten bleeding valve securely; continue
the day of installation and first fill. operating hand primer until pump action is not
felt.
A.8.3.4.2 Where environmental or fuel 4) Start engine and check for leaks.
quality conditions result in degradation of
the fuel while stored in the supply tank, from A
items such as water, micro-organisms and
particulates, or destabilization, active fuel
maintenance systems permanently installed
on the fuel storage tanks have proven to be
successful at maintaining fuel quality. An
active fuel maintenance system will maintain
the fuel quality in the tank, therefore
preventing the fuel from going through
possible cycles of degradation, risking
engine reliability, and then requiring
reconditioning. Figure #12A – DP6H, DQ6H, DR8H, & DS0H
models
3.1.2 Bleeding the Fuel System

CAUTION: Escaping fluid under pressure can

penetrate the skin causing series injury. Relieve
pressure before disconnecting fuel or other lines.
Tighten all connections before applying pressure.
Keep hands and body away from pinholes and
nozzles, which eject fluids under high pressure.

Page 20 of 49
 A B

Figure #12B – DT2H-UFAA60,98,92,-FMAAX8,X2 models

Figure #13D- DT2H models

B
3.1.3 Changing the Fuel Filter Cartridges

Changing the cartridges and bleed any air from the

fuel system as per instructions given in section 3.1.1.
Fuel filter changes should take place as per
recommendations and only use approved filters. It
may also be necessary to change filters out with the
recommendations in the event of:

Figure #13A – DP6H & DQ6H models 1) The engine has had an overhaul.
2) The quality of the fuel is questionable.
3) The engine has been subjected to temporary
adverse conditions outwith it normal
operating parameters.
4) The fuel tank condensation trap has not been
drained in line with manufacturer’s
recommendations.

3.1.3.1 Fuel Filters

Note: DT2H-UFAA60,98,92,-FMAAX8,X2 (wet

exhaust manifold) engines are provided with parallel,
Figure #13B – DR8H models duplex fuel filters. Each filter is to be replaced by
utilizing the duplex valve to cut out that valve. Refer
to Figure 14.

Figure 14 – DT2H-UFAA60,98,92,-
Figure #13C – DS0H models
FMAAX8,X2 (wet exhaust manifold)

 Loosen the fuel filter by turning it

counterclockwise with the filter wrench.
Discard the used filter in a designated place.

Page 21 of 49
  Wipe the filter fitting face clean. 3.2 AIR/EXHAUST SYSTEM
 Apply a light coat of engine oil to the O-ring
and supply fuel to the new filters. 3.2.1 Ambient Conditions
 Turn the new filter until the filter O-ring is
fitted against the sealing face. Clarke engines are tested in accordance with SAE
 And the turn the filter cartridge about ¾ ~ 1 J1349 (Clarke USA) or ISO 3046 (Clarke UK). In
turn more with hands or filter wrench. this capacity they may be derated to meet certain site
conditions, failure to do so can seriously impede the
CAUTION: DO NOT LEAVE SELECTOR performance of the engine and could lead to
LEVER IN ANY INTERMEDIATE POSITION premature failure.
BECAUSE THIS WOULD INTERFERE WITH
THE FUEL SUPPLY. See Figure #14. 3.2.2 Ventilation

3.1.4 Fuel Tanks The engine must be provided with adequate

ventilation to satisfy the requirements of the
D combustion system, radiator cooling systems where
Keep the fuel tank filled to reduce condensation to a
minimum. Open drain at the bottom of the fuel tank fitted, and allow adequate dissipation of radiated heat
onceCa week to drain off any possible water and/or and crankcase emissions. For all this data refer to
sediment. Fill tank after each test run. Installation & Operation (see Page 5). This data can
Note: Per NFPA 25 standards, the fuel tank level be used for proper sizing of inlet and outlet louvers.
must never be less than 67% of its capacity.
Maximum Allowable Fuel Head above Fuel pump, 3.2.3 Standard Air Cleaner
Supply or Return.
The standard air cleaner is a reusable type. Should a
Engine model feet meters B situation occur where the air cleaner becomes
plugged with dirt (starving the engine of air), loss of
DP, DQ 9.0 2.7 power and heavy black smoke will result; if equipped
DR, DS, DT 10.7 3.3 air filter restriction indicator (ref. Fig. #17A); the air
cleaner should be serviced immediately. See Figure
3.1.5 Fuel Injection Pump Components #39 for air cleaner part numbers by Clarke Engine
Model.
For Droop Spring and Run-Stop Solenoid (external to Air filter
Injection Pump) part numbers consult factory. restriction
Base engine Speed (inches of water)
3.1.6 Priming Pump Strainer Cleaning DP6H-UFAAX8,
DP6H-UFAA50,
Clean the priming pump strainer on an annual basis. DP6H-UFAA88, 10
The plastic strainer is incorporated in the priming DP6H-UFAA62,
pump inlet side “banjo” bolt. Clean any debris from DP6H-UFAA70
the strainer with compressed air and rinse it with fuel. DQ6H-UFAA48,
DQ6H-UFAA40,
DQ6H-UFAA50,
14
DQ6H-UFAA60,
DQ6H-UFAA88,
DQ6H-UFAA98
DR8H-UFAA40,
DR8H-UFAA5G,
DR8H-UFAA68,
10
DR8H-UFAA62,
DR8H-UFAA98,
DR8H-UFAA92
DS0H-UFAAM0,
14
DS0H-UFAAN0,

Page 22 of 49
 DS0H-UFAA68,
DS0H-UFAA60,
DS0H-UFAA98,
DS0H-UFAA92
DT2H-UFAA20,
DT2H-UFAA58, 14
DT2H-UFAA50
DT2H-UFAA88 14
DT2H-UFAA60,
DT2H-UFAA98, 16
DT2H-UFAA92

CAUTION: Do not attempt to remove the air

cleaner while an engine is running nor run the engine
while the air cleaner is off. Exposed components
could cause severe injury to personnel and major
internal engine damage could occur should any
foreign matter be drawn into the engine.

The air cleaner manufacturer recommends the

following:
1. The pre-oiled reusable elements are serviced
with a special oil. The elements can be
serviced or replaced.
2. Figure#15 shows the air filter service
instructions.
3. When servicing the element is not practical,
you can improve filter efficiency by re-
spraying with oil.

NOTE: Do not attempt this while engine is running

NOTE: Do not over oil the reusable element

Figure #15

Page 23 of 49
Note: Intake Air Shutoff Valve - Engine may
include an intake air shutoff valve as an optional
feature that is activated by an overspeed event
and provides a positive shutoff of combustion air
to the engine. The optional air intake shutoff
valve has not been evaluated by UL as part of a
UL Listed fire pump driver.

3.2.4 Crankcase Ventilation

3.2.4.1 DP6H, DQ6H – Open Crankcase Ventilation

(Refer to Figure #16) Figure #17A- DR8H / DS0H models

Vapors which may form within the engine are

removed from the crankcase and gear train
compartment by a continuous, pressurized ventilation
system.

A slight pressure is maintained within the engine

crankcase compartment. Vapors expelled through a
vent pipe attached to the rocker cover breather
element. Ref. Figure #16.

Figure #17B – DR8H / DS0H models

Figure # 16

3.2.4.2 DR8H, DS0H, & DT2H – Crankcase

Ventilation System
Figure #17C
A crankcase ventilation system allows for the
recirculation of vapors (expelled through a vent pipe
attached to the rocker cover breather element) to the
combustion air inlet. Refer to Figures 17A, 17B,
17C, & 17D.

Figure #17D

Page 24 of 49
 Air filter restriction
Base engine
(inches of water)
DP 30
DQ 30
DR 30
DS 40
DT2H-UFAA20,
DT2H-UFAA58, 35
DT2H-UFAA50
DT2H-UFAA88 25
DT2H-UFAA60,
Figure #17E DT2H-UFAA98, 24
DT2H-UFAA92

The installation of the exhaust system should consist

of the following:
 Personnel protection from hot surfaces.
 Adequate supports to prevent strain on the
engine exhaust outlet and minimize
vibration.
 Protection against entry of water and other
foreign matter.

While the engine is running inspect exhaust pipe

Figure #17F outlet outside of the pump room itself for
environmental hazards such as excessive smoke
Engine Open Crankcase conditions. The following could be used as a guide
Model Crankcase Ventilation for general engine operating conditions.
Ventilation System
DP6H–all models Standard 1) Blue Smoke – Possible engine oil
consumption.
DQ6H–all models Standard
2) White Smoke – Possibility of water in
DR8H–all models Standard cylinders, water in fuel or internal engine
DS0H–all models Standard problem.

DT2H–all models Standard 3.3 LUBRICATION SYSTEM

3.2.5 Exhaust System 3.3.1 Checking Sump Oil

Excessive back pressures to the engine exhaust can Check the sump oil level using the dipstick on the
considerably reduce both engine performance and engine as shown in Figures #18A and 18B.
life. It is therefore important that exhaust systems This level must always be between the dipstick marks
should be the proper diameter and be as short as Min. and Max. with the engine not running. On
possible within the minimum amount of bends. Refer DT2H engines the dipstick should be reinserted for
to Installation & Operating (see Page 5) for exhaust measurement very slowly so that the level on the
data. Also refer to table below for maximum exhaust dipstick is accurate.
restrictions.

Page 25 of 49
 3.3.3 Changing Oil Filter Cartridge

1. Turn engine off.

2. Put a tray under the filter to retain spilt
lubricating oil.

Note: DT2H-UFAA60,98,92,-FMAAX8,X2 (wet

exhaust manifold)engines are provided with parallel,
duplex oil filters. Each filter is to be replaced by
utilizing the duplex valve to cut out that valve. Refer
Figure #18A – DT2H, DR8H, DS0H to Figure 14.

Figure 14 – DT2H-UFAA60,98,92,-
FMAAX8,X2 (wet exhaust manifold)

Figure #18B - DP6H, DQ6H

3.3.2 Changing Engine Oil

1) Operate the engine until it is warm.

2) Stop the engine. Remove the sump drain
plug and drain the lubricating oil from the
sump. Fit the drain plug tighten the plug to
34 Nm (25.1lbf-ft) /3.5 kgf-m.
3) Fill engine with oil at the oil filler neck on
the valve cover. Check that the oil is at the
‘FULL” mark on the dipstick with new and
clean lubricating oil of an approved grade.
(see Figure 19D)
Figure 14 - DQ6H

Note: On DQ engines, drain oil from filter by

loosening drain plug on filter heard.

3. Remove the filter with a strap wrench or

similar tool. Then dispose of the filter
properly (Ref Figure #19A, #19B, and
#19C).
Figure #19D 4. Clean the filter head.
5. Lubricate the top of the filter seal with clean
4) Return the unit back into service by returning engine lubricating oil.
the main pump controller selector to 6. Fit the new filter and tighten it until sealing
“automatic” position and the manual face is against the 0-ring. Turn 3/4 – 1 turns
operating lever to AUTO-OFF position. further with the filter strap wrench.
5) Dispose used oil properly. 7. Ensure that there is lubricating oil in the
sump. On turbocharged engines, ensure that

Page 26 of 49
 the engine will not start and operate the Oil spec to be used for all engine models:
starter motor until oil pressure is obtained. API Symbol:
8. Refer to alarm 5 of section 3.5.5 for over
crank/start disable instructions. Operate the
engine and check for leakage from the filter.
When the engine has cooled, check the oil
level on the dipstick and put more oil into the
sump, if necessary.
9. Return the unit back into service by returning
the main pump controller selector to
“automatic” position and the manual
Note: CF-4, CG-4, CH-4 and CI-4 are also acceptable
operating lever to AUTO-OFF position.
Figure #20

3.3.5 Oil Capacities (Including Filter)

ENGINE OIL CAPACITY

MODEL QUARTS (LITERS)
DP6 – All Models 19.8 (18.7)
DQ6 – All Models 26.9 (25.5)
DR8 – All Models 28.5 (27.0)
DS0H/DS0R – All Models 34.9 (33.0)
Figure #19A – DP6H models DT2H-UFAA20, 40, 50,
58, 88 39.1 (37.0)
DT2H-UFAA60, 98, 92,
FMAAX8, X2 35.4 (33.5)
DT2R-UFAA19, 49 39.1 (37.0)
Figure #21

3.4 COOLING SYSTEM

3.4.1 Intended Engine Operating Temperature

Figure #19B – DQ6H models The DP, DQ, DR, DS & DT engines are provided
with either a heat exchanger or radiator to maintain
the engine coolant temperature within recommended
operating guidelines.

The DP, DQ, DR, DS, & DT engines have an

intended engine operating temperature of 160º F
(71ºC) to 185º F (85º C). A high coolant temperature
switch is provided to indicate a high coolant
Figure #19C – DR8H, DS0H, DT2H temperature alarm at 205º F (96º C).

3.3.4 Oil Specification 3.4.2 Engine Coolant

This engine is factory-filled with oil. The following information is provided as a guide for
Clarke Engine users in the selection of a suitable
Important: Do not add makeup oil until the oil coolant.
level is BELOW the add mark on the dispstick.
The water/ethylene glycol/inhibitor coolant mixture
used in Clarke engines must meet the following basic
requirements:

Page 27 of 49
  Provide for adequate heat transfer. IMPORTANT:
 Provide protection from cavitation damage. Do not use cooling system sealing additives or
 Provide a corrosion/erosion-resistant antifreeze that contains sealing additives.
environment within the cooling system. Do not mix ethylene glycol and propylene glycol
 Prevent formation of scale or sludge deposits base coolants.
in the cooling system. Do not use coolants that contain nitrites.
 Be compatible with engine hose and seal
materials. Use an ethylene glycol coolant (low silicate
 Provide adequate freeze and boil over formulation) that meets the standard of either the GM
protection. 6038-N formulation (GM1899-M performance) or
ASTM D6210 requirements.
WARNING
A water and anti-freeze solution is required for A 50% coolant water solution is recommended. A
pump installations. Premixing this solution prior concentration over 70% is not recommended because
to installing is required. This prevents possible of poor heat transfer capability, adverse freeze
pure anti-freeze chemical reactions to block protection and possible silicate dropout.
heater elements which can burnout the element. Concentrations below 30% offer little freeze, boil
Please see the I&O section (see Page 5) for proper over or corrosion protection.
cooling system capacities of each model.
IMPORTANT
3.4.3 Water Never use automotive-type coolants (such as those
meeting only ASTM D3306 or ASTM D4656).
Water can produce a corrosive environment in the These coolants do not contain the correct additives
cooling system, and the mineral content may permit to protect heavy-duty diesel engines. They often
scale deposits to form on internal cooling surfaces. contain a high concentration of silicates and may
Therefore, inhibitors must be added to control damage the engine or cooling system.
corrosion, cavitation, and scale deposits.
COOLANT
Chlorides, sulfates, magnesium and calcium are ENGINE CAPACITY
among the materials which make up dissolved solids MODEL QUARTS (LITERS)
that may cause scale deposits, sludge deposits, ALL DP6H 25.7 (24.3)
corrosion or a combination of these. Chlorides ALL DQ6H 32.8 (31.0)
and/or sulfates tend to accelerate corrosion, while ALL DR8H 35.1 (33.2)
hardness (percentage of magnesium and calcium salts ALL DS0H 43.3 (41.0)
broadly classified as carbonates) causes deposits of DT2H-UFAA20, 40,
scale. Water within the limits specified in Figure 50, 58, 88 48.8 (46.2)
#22 is satisfactory with an engine coolant when DT2H-UFAA60, 98,
properly inhibited. Use of deionized or red distilled 92, -FMAAX8, X2 86.6 (82.0)
water is preferred. DS0R—UFAA67, 59 104.6 (99.0)
DT2R-UFAA19, 49
Grains Figure #23
Parts per per
Materials Million Gallon 3.4.5 Coolant Inhibitor
Chloride (Max.) 40 2.5
Sulfates (Max.) 100 5.8 The importance of a properly inhibited coolant
Total Dissolves Solids cannot be over-emphasized. A coolant which has
(Max.) 340 20 insufficient or no inhibitors at all, invites the
Total Hardness (Max.) 170 10 formation of rust, scale, sludge and mineral deposits.
Figure #22 These deposits can greatly reduce the cooling
systems efficiency and protection capabilities.
3.4.4 Coolant Capacities Recommended supplemental coolant inhibitors are a
combination of chemical compounds which provide
Ethylene Glycol or Propylene Glycol are acceptable: corrosion protection, cavitation suppression, pH

Page 28 of 49
controls and prevents scale. These inhibitors are
available in various forms, such as liquid packages or
integral parts of anti-freeze.
It is imperative that supplemental inhibitors be added
to all Clarke engine systems. A pre-charge dosage
must be used at the initial fill and the maintenance
dosage used at each service interval. Serious damage
will occur unless inhibitors are used. Some of the
more common corrosion inhibitors are borates,
nitrates and silicates.
Inhibitors become depleted through normal
operation; additional inhibitors must be added to the
coolant as required to maintain original strength Figure #25A
levels. Refer Figure #24 for proper concentrations of
inhibitors. Caution: Do not overfill cooling system. A
pressurized system needs space for heat
Min. Max expansion without overflowing.
PPM PPM
Boron (B) 1000 1500 3.4.6.1 Partial Fill
Nitrite (NO2) 800 2400
Nitrates (NO3) 1000 2000 Install the pressure cap, start and run engine for
Silicon (Si) 50 250 approximately 5 minutes in order to purge the air
Phosphorous (P) 300 500 from the engine cavities.
PH 8.5 10.5
Figure #24 When verifying that the coolant is at a safe operating
level, it is best to wait until the engine temperature
Do not use soluble oils or chromate inhibitors in drops to approximately 120ºF (49ºC), or lower,
Clarke engines. Detrimental effects will occur. before removing the pressure cap.

To properly check inhibitor concentrations it may be Remove the pressure cap and refill to the proper fill
necessary to contact your local Service/Dealer for level. To continue the deaeration process start and
assistance. Refer to Parts Information Section to run engine until the temperature stabilizes at
obtain the part number for the factory Coolant approximately 160°-200° (71°-93° C) or run engine
Analysis Kit. This kit can be purchased for a for 25 minutes, whichever is longer. During this
nominal fee for analyzing the conditions of the warming process, you may see coolant coming from
engine’s coolant. the overflow tube attached at the pressure cap
location. Allow engine to cool, then remove the
3.4.6 Procedure for Filling Engine pressure cap and refill to the proper fill level.

During filling of the cooling system, air pockets may Caution: Do not remove pressure cap while coolant
form. The system must be purged of air prior to is at normal operating temperatures. Possible
being put in service. This is best accomplished by personal injury could result from the expulsion of hot
filling with a pre-mix solution. coolant.

Note: On DT2H engines, it is important to loosen the 3.4.7 Providing adequate Raw Water Supply to the
bolts in the banjo connections at the top of each turbo Engine Heat Exchanger
to provide a vent during the fill. Once the initial fill
is complete, the bolts should be tightened and then 3.4.7.1 Raw Water Supply
follow the partial fill instructions below.
Most Clarke diesel engine fire pump drivers are heat
exchanger cooled and some engines also have a
charge air cooler (CAC) that uses raw water to cool
the air before entering the intake manifold. If you

Page 29 of 49
have a radiator cooled Clarke engine, you can NOTE: Opening up both lines to flow is never a
disregard this section. Heat exchanger cooled diesel problem should there be some concern of engine
engine drivers require a clean source of pressurized overheat, especially if there is an emergency
water from the discharge side of the fire pump in situation. The Manual by-pass line can only be
order to keep the engine from overheating by opened by an operator in the pump room.
providing a specified minimum amount of raw water
flow. The shutoff valves are all identified to show which
are Normally Open (Automatic flow line) and which
3.4.7.2 Cooling Loop are Normally Closed (Manual by-pass flow line).
The shutoff valves are also used to isolate water
NOTE: Engine may include a cooling loop as an pressure in the event of maintenance to pressure
optional feature and has not been evaluated by UL as regulators, strainers and solenoid valve. Shut off
part of a UL Listed fire pump driver. valves in the Automatic flow line are provided with
Clarke cooling loops are FM Approved to meet lockable handles for cooling loops that have been
standard sizing conditions of 50% blocked wye tested to FM requirements.
strainers, 100degF (38degC) raw water inlet
temperature, 80 psi inlet pressure, and 10 psi In each flow line there is also a pressure regulator.
available at the engine outlet. Each pressure regulator protects the downstream
Figure #26 shows the standard NFPA 20 cooling piping from over-pressurization which includes the
loop piping arrangement. The cooling loop consists tube side of the engine shell & tube heat exchanger
of an Automatic flow line with a 12v or 24v solenoid (and/or CAC) and to control raw water flow rate.
valve (HSC and ES pump applications only) that is The pressure regulators are set to limit downstream
energized to open anytime the engine is called upon pressure to 60 psi (4 bar). There is a 0-60 psi (0-4
to run from either the fire pump controller or from bar) pressure gauge installed at the cooling loop
the engine instrument panel. outlet, and prior to the engine heat exchanger (or
CAC).
NOTE: VT type pump applications do not require a
solenoid valve in the Automatic flow line. Wye strainers are used to remove debris from the raw
NOTE: With the Mechanical Engine and Alarm water supply. One strainer is in the Automatic flow
Control Board, See section 3.5.5, the solenoid valve line and the other is in the Manual by-pass flow line.
will open 15 seconds after engine shutdown and will
stay open for 60 seconds. This allows for raw water Note: See section 3.4.7.5 regarding strainer
to flow through the heat exchanger and reduce the maintenance.
heat soak rise caused in the engine.

The second flow line is called the Manual by-pass

line and it can be opened at any time if for any reason
the engine shows signs of overheating. Each line has
two (quarter turn) shutoff values installed and the
normal position of the shutoff valve is to remain open
in the Automatic flow line and remain closed in the
Manual by-pass flow line.

Page 30 of 49
 Figure #26

3.4.7.3 Setting Raw Water Flow Rate time required to fill the container and compare to the
gpm or L/min value provided on the I&O datasheet.
The proper amount of raw water flow thru the engine THIS IS CRITICAL FOR PROPER ENGINE
is of the utmost importance, and the pressure gauge COOLING AT MAXIMUM PUMP LOAD!!
value does little to indicate if there is sufficient flow. If proper cooling water flow rate is established then
When the engine is exercised weekly, the amount of no fire pump controller alarm will be triggered to
raw water flow exiting the engine should always be indicate clogged raw water strainer (low raw water
checked to verify it does not appear to have flow).
diminished. After verifying raw water flow rate in the Automatic
flowline, open the Manual by-pass line shut-off
During initial commissioning of the engine, it is valves, and then close the Automatic flowline shut-
important to correctly set the raw flow rate going thru off valves and repeat the above process in order to
the cooling loop. Each Clarke engine model has an verify the flowrate going thru the Manual by-pass
Installation and Operation (I&O) Datasheet that line. Note, with Automatic flowline closed the
provides basic operating conditions of the engine and controller low raw water flow alarm may be present ,
most values are given based upon engine speed. You this is normal. Once this is completed; close the
will find this datasheet in the documentation bag that Manual by-pass shut-off valves and open the
is shipped with the engine for your specific Clarke Automatic flowline shut-off valves to restore
model. This datasheet must be available during conditions back to normal.
commissioning in order to set the proper minimum
raw water flow. With the fire pump flowing 150% of 3.4.7.4 Raw Water Outlet
rated flow, and the Automatic flow line open; verify
sufficient raw water flow rate is achieved and that the NOTE: NFPA 20 does allow for the heat exchanger
reading of the cooling loop pressure gauge does not outlet flow to be returned to a suction reservoir. This
exceed 60 psi (4 bar). You will need to capture the makes it very difficult to measure the flowrate.
flow for a specific amount of time coming out of the When discharging to a suction reservoir, NFPA
heat exchanger and going to a floor drain in order to provides additional requirements:
establish a reasonably accurate flow rate value. Using
a container or bucket of known volume, record the

Page 31 of 49
 1) A visual flow indicator and temperature Additionally, a raw water temperature switch will
indicator are installed in the discharge (waste send an alarm (terminal 310) when temperature of the
outlet) piping. water exceeds 105°F (41° C). Refer to Figures 26
2) When waste outlet piping is longer than 15ft and 26A1 for location of switch. If either of these
(4.6m) and / or the outlet discharges are more alarms are active, it indicates that the cooling
than 4ft (1.2M) higher than the heat system’s capability may be compromised.
exchanger, the pipe size increased by at least
one size.
3) Verify that when the correct flow rate is
achieved that the inlet pressure to the heat
exchanger (or CAC) does not exceed 60psi
(4bar)

If you have such an installation, it is recommended

that you run the engine for a period of time at
firepump 150% flow and confirm the visual flow
indicator is showing water flow, the temperature rise
is not excessive (usually no more than 40F (4.5C)
over ambient raw water temperature) and the engine
is showing no signs of overheating.
Figure #26A1
3.4.7.5 Raw Water Quality, Strainers and
Deterioration of Heat Exchanger (or CAC) 3.4.7.6 Backflow Preventers
Over time, as the heat exchanger (or CAC) begins to NFPA20 allows for the use of backflow preventers in
plug and foul, this pressure will rise and the flow will the Automatic and Manual flow line of the cooling
diminish which could mean that the heat exchanger loop as required by local code. For specific
(or CAC) may have to be replaced. application information contact factory.
It can be not stressed enough how important it is to
keep the wye strainers within the cooling loop clean: 3.4.7.7 Raw Water Outlet Temperature
Most engine failures occur due to plugged cooling
loop strainers! If the raw water supply has debris in Certain local codes may not allow you to discharge
it (leaves, stones, etc) as the strainer accumulates the waste water outlet from the engine heat
more debris (that will not pass thru it), the flowrate exchanger either due to its temperature or it now
will continue to diminish which will eventually starve being considered hazardous waste. It is
the engine of adequate cooling water flow which will recommended you always check local codes
lead to engine overheat and catastrophic engine regarding waste water discharge.
failure. When this occurs you have no fire
protection! Clarke recommends that after the initial 3.4.8 Flow Paths of Engine Cooling System
engine commissioning and also prior to each weekly
exercise of the engine / fire pump set, both strainers The engine coolant flows through the shell side of the
be removed and cleaned and then re-installed before heat exchanger (or radiator), engine coolant pump, oil
starting the engine. cooler, engine block and cylinder head, jacket water
heater, thermostat, and expansion tank. On DT2H
Clarke engines are equipped with an alarm that is engine models the flow also cools the turbocharger
meant to signal diminished raw water flow rate and the exhaust manifolds.
(terminal 311), possibly due to clogged raw water
strainers in the cooling loop. Refer to Figures 26 and On heat exchanger equipped engines raw cooling
26A1 for location of sensors. A circuit board located water flows through the tube side of the charge air
near the front of the cooling loop monitors cooler, if equipped, and the tube side of the heat
differential pressure between the two sensors and will exchanger.
send an alarm to the controller if a low water flow
condition exists.

Page 32 of 49
Refer to Figures #35E for DP6H and DQ6H engine
models and #35F for DT2H engine models for
cooling system flow path diagrams.

Figure #26A – DP6H & DQ6H engine models

Figure #26B – DR8H, DS0H, DT2H-UFAA40, 58 engine models

Page 33 of 49
 Figure #26C – DT2H-UFAA60,98,92,-FMAAX8,X2 engine models only

3.4.9 IMPORTANT SERVICE NOTICE  Insufficient fluid level

 Failure to de-aerate
Any time an engine experiences a high coolant  Overheat
temperature alarm condition the primary cause of the
overheat must be determined and the cause corrected 3.5 ELECTRICAL SYSTEM
to prevent a recurring overheat event.. Additionally,
if an event of a restricted flow, collapsed hose, 3.5.1 Wiring Diagrams (Only with Engine Gauge
insufficient coolant level or failed pressure cap is Panel)
experienced, further investigation of the cooling Run/Stop Drawing Description Reference
system is required. Solenoid No. (DC Voltage) Document
1) The coolant shoud be drained (after de- Mechanical (Mechanical
energizing the coolant heater ETS = Engines Engines)
2) Replace the engine thermostat(s) Energized C071842 NFPA-20
3) Remove the engine water pump and to Stop and UL/FM
inspect the impeller and seal for damage, replace as engine
necessary. Reassemble and refill coolant according gauge panel
to the Installation and Operations Instruction Manual. (NL
4) Run the engine to verify normal operating Models -
temperature. Optional)
Drawing Description Reference
3.4.9.1 Cavitation No. (AC Voltage) Document
C07651 DP, DQ, DR, DS,
Cavitation is a condition that occurs when bubbles DT-UFAA20, 58,
form in the coolant flow in the low pressure areas of 50, 88 only – NFPA-
the cooling system and implode as they pass to the 20 and UL/FM
higher pressure areas of the system. This can result in Engine Jacket Water
damage to cooling system components, particularly Heater
the water pump impeller and cylinder liners.
DT2H-UFAA60,
Cavitation in an engine can be caused by:
C071613 98,92,-FMAAX8,X2
 Improper coolant only - NFPA-20 and
 Restricted coolant flow caused by collapsed UL/FM Engine
hose or plugged system Jacket Water Heater
 Coolant fill cap is loose or unable to retain Figure #27
the required pressure

Page 34 of 49
3.5.2 Checking Drive Belt Tension and Check belt tension:
Adjustment - Give at arrow must be 0.4” - 0.6” (10-15mm).
To increase tension of the water pump driving belts:
All drive belts must be adequately tightened to secure - Loosen alternator or belt tensioner mounting
that both the engine water pump and battery charging bolts A and B.
alternator (when fitted) are operating efficiently. - Adjust to proper belt tension.
Refer to Figures #28A,28B, 28C, 28D. - Tighten mounting bolts A and B.
B
3.5.3 Speed Switch (when supplied)

Overspeed is defined as 120% of rated speed for

engines rated from 1470 through 2600 rpm. In the
event of an engine overspeed, the speed switch
signals the main pump controller and also affects an
engine shutdown. The OVERSPEED RESET
(Figure# 9) switch is included on the instrument
panel. Should an overspeed condition occur,
investigate the cause and make necessary corrections
Figure #28A – DP6H before placing engine back in service. The
OVERSPEED RESET must be manually lifted for
two (2) seconds to reset.

NOTE: This reset operation must be

completed to allow a restart. If not, the
engine will not start thru the main pump
controller or manually.

OVERSPEED VERIFICATION
Figure #28B – DQ6H B Hold the OVERSPEED VERIFICATION switch in
the “up” position. This will provide the main pump
controller with an overspeed signal and engine
shutdown at 67% of the set overspeed RPM. Start
the engine via the main pump controller; the speed
switch will generate an overspeed signal and
shutdown protecting both the engine and pump.

EXAMPLE
Rated Speed: 1760 RPM
Overspeed Shutdown: 2112 RPM (120% of
Figure #28C – DR8H / DS0H / DT2H 1760 RPM)
Verification Shutdown: 1410 RPM (67% of
2112 RPM)

CAUTION-after verification of overspeed, lift the

OVERSPEED RESET switch for two (2) seconds
and reset the main pump controller to re-instate
normal operation of the engine and speed switch.

Refer to Engineering Technical Bulletin – ETB003,

part number C133407, on the www.clarkefire.com
Figure #28D – DT2H B website for adjusting the overspeed setting for range
rated engines.
To adjust Belt Tension:

A Page 35 of 49
3.5.4 Magnetic Pick-Up (when supplied)

A magnetic pick-up, mounted in the flywheel

housing, provides the input signal for the tachometer
overspeed switch, and/or the main pump controller.
There should be approximately 0.03" air gap between
the top of the ring gear and the center of the magnetic
pick-up. With one tooth centered in the magnetic
pick-up hole, thread the pickup in until it touches the
gear tooth and then back it out 1 turn. Tighten jam
nut while holding the pickup in position. Reconnect
to wiring harness. With the engine operating at rated
speed, the output voltage on the mag pickup should
be between 7 VAC(rms) – 14 VAC(rms). Figure #30 – MECAB speed switch

3.5.5 Mechanical Engine Control and Alarm Board List of Troubleshooting Malfunctions
(MECAB) Speed Switch Troubleshooting
Two (2) blinks – Electrical Current Exceeds 10
This engine is equipped with a speed switch capable Amps on Alarm Circuits: Status lamps will flash
of sensing engine sensor malfunctions and/or two times continuously on the Clarke instrument
electrical over-current(s) on engine alarm circuits panel and a “Low Engine Coolant Temperature”
and alerting the user via flashing status lamps. This alarm will be sent to the fire pump controller via
flashing status indication is done so with the red circuit #312.
“OVERSPEED SHUTDOWN” lamp on the outside of
the Clarke instrument panel (Figure #29) and a red Cause:
LED located on the middle of the speed switch inside
of the Clarke instrument panel (Figure #30). In Electrical current exceeds 10 amps on one or more
addition to these flashing status lamps, a “Low engine / fire pump controller inter-connect circuits
Engine Coolant Temperature Alarm” is sent via
engine / fire pump controller inter-connect circuit
#312 as a means to alert the user outside of the Engine run alarm (#2)
engine room. Engine overspeed alarm (#3)
Engine low oil pressure alarm (#4)
NOTE: When first applying battery power to the Engine high coolant temperature alarm (#5)
engine, or after activating the overspeed reset switch, Engine low coolant temperature alarm (#312)
the OVERSPEED SHUTDOWN lamp and red LED
on the speed switch will flash several times. This is Corrective actions:
an “INITIALIZATION PATTERN” and is normal.
This will be referred to in the following Check each of the above circuits to determine which
troubleshooting section. contains the current overload.
Once circuit(s) overload are corrected: On the Clarke
instrument panel, operate the “OVERSPEED
RESET” switch for two (2) seconds and release
(Figure #31).

Figure #29

Page 36 of 49
 Figure #32B – DR8H & DS0H models

Figure #31

The “INITIALIZATION PATTERN will flash. This is

normal. The continuous two (2) blink flash sequence
should turn off at this point.

Three (3) blinks – Engine Coolant Temperature

Sensor malfunction: Status lamps will flash three
times continuously on the Clarke instrument panel
and a “Low Engine Coolant Temperature” alarm will
be sent to the fire pump controller via circuit #312.
Figure #32C – DT2H engine models
Cause:

Engine coolant temperature sensor circuit is open or On the Clarke instrument panel, operate the
shorted. “OVERSPEED RESET” switch for four (4) seconds
and release. (Refer to Figure #31).
Corrective Actions:
The “INITIALIZATION PATTERN” will flash. This
Verify wiring and connector plug at engine coolant is normal. The continuous three (3) blink flash
temperature sensor are secure. Sensor is located on
top of engine on DP6H and DQ6H engine models sequence should turn off at this point.
(Figure #32A), at the front of the engine near the
If problem still exists, replace engine coolant
cylinder head on DR8H and DS0H models, and
behind engine heat exchanger as shown on DT2H temperature thermistor.
engine models (Figure #32B).
Five (5) blinks on instrument panel – Oil pressure
switch or Engine speed sensor (magnetic pick-up)
malfunction: Status lamps will flash five times
continuously on the Clarke instrument panel and a
“Low Engine Coolant Temperature” alarm will be
sent to the fire pump controller via circuit #312.

Cause:
Oil pressure switch failure or magnetic pick-up
failure.

Figure #32A – DP6H & DQ6H engine models Corrective Actions:

Oil Pressure switch check

Verify wiring and connector at engine oil pressure
switch are secure. Pressure switch is located on right
side of engine next to the flywheel housing on DP6H

Page 37 of 49
& DQ6H engine models (Figures #33A) and near the RESET” switch for two (2) seconds and release.
oil filters on DR8H, DS0H, and DT2H engine models (Refer to Figure #9)
as shown. (Figures #33B & #34).
The “INITIALIZATION PATTERN’ will flash. This
With engine off, check continuity between the two is normal. The continuous five (5) blink flash
terminals on the oil pressure switch. Note, do not sequence should turn off at this point.
disconnect wires when performing this task. If circuit is closed, the oil pressure switch is not
damaged and is working normally as expected.
Proceed to engine speed sensor check, below.
Engine speed sensor (magnetic pick-up) check
Verify wiring and connector at engine speed sensor
are secure. Magnetic pick-up is located on the right
side of the engine on the flywheel housing. (Figure
#35)

Figure #33A – DP6H & DQ6H engine models

Figure #35

With engine running, verify that the tachometer is

functioning normally.

Refer to section 3.5.4 of Engine Operator’s Manual

to properly reposition the magnetic pick-up if
tachometer is not functioning.
Figure #33B – DT2H engine models
Once magnetic pick-up is repositioned: On the
Clarke instrument panel, operate the “OVERSPEED
RESET” switch for two (2) seconds and release.
(Refer to Figure #9).

The “INITIALIZATION PATTERN” will flash. This

is normal. The continuous five (5) blink flash
sequence should turn off at this point. If problem still
exists, replace engine speed sensor (magnetic pick-
up).

3.5.6 FIELD SIMULATION OF PUMP

Figure #34- DT2H engine models
CONTROLLER ALARMS
If circuit is open, replace oil pressure switch. Field simulation of (5) pump controller alarms
After new switch is replaced: On the Clarke • Alarm 1: Over speed Shutdown: Follow
instrument panel, operate the “OVERSPEED over speed verification steps per section 3.5.3.

Page 38 of 49
• Alarm 2: Low Oil Pressure: DP, DQ, DR, DS: Refer to Clarke drawing (see Page 5) for
With the engine running, jumper the engine mounted additional information on Clarke supplied
low oil pressure switch at terminal “WK” to batteries.
“GROUND”. DT only: With the engine
running, jumper the engine mounted Low Oil 3.6 ENGINE SPEED ADJUSTMENT
Pressure switch (see Figures #33A, 33B, 34 for
location). A mechanical governor controls the engine speed.
Wait for 15 seconds and controller alarm will The governor is built into the fuel injection pump. All
activate. governors are adjusted to the rated speed at
nameplate power or maximum allowed pump load
• Alarm 3: High Engine Coolant Temperature: before leaving Clarke. During Start-Up Inspection or
With the engine running, set the High Engine Coolant when placing reconditioned units into service, some
Temperature DIP switch to “ON” (see Figure #36). minor speed adjustment may be required. It is
Use a fine pick or small screwdriver and slide the recommended that this adjustment be performed by
white slider to the left. Wait for 30 seconds and the authorized Service Dealer representative.
controller alarm will activate. Set white DIP switch
slider to “OFF” (right) when simulation is complete. To adjust the speed of the engine:
A. Start the engine by following the “To Start
• Alarm 4: Low Engine Coolant Temperature: With Engine” Procedure in this manual.
the engine not running, set the Low Engine Coolant B. Let the engine warm-up. Loosen the jam
Temperature DIP switch to “ON” (see Figure #36). nut(s) (Figure #37B, C, D).
Use a fine pick or small screwdriver and slide the C. While observing the instrument panel tach
white slider to the right. Controller alarm will rotate the long adjustor clockwise to lower
activate immediately. Set white DIP switch slider to the RPM and counter clockwise to raise the
“OFF” (left) when simulation is complete. RPM’s until desired speed is obtained. Ref.
Figure #37B, C, D.
• Alarm 5: Overcrank: Use manual stop override D. Holding secure the long adjustor with a
(ETS Governor Solenoid) to prevent the engine from wrench tighten the jam nut.
starting during the cycle-crank testing. NEVER shut E. Stop engine by following “To Stop Engine”
off the fuel supply to the engine to prevent it from Procedure in this manual.
starting. Shutting off the fuel supply will
cause an air lock condition in the fuel system If the engine has been designed and tested for range
and possibly cause fuel system component rating, stamp the metal tag titled “FIELD SETTING”
damage. with the final adjusted speed, horsepower, and 67%
overspeed verify shutdown setting and keep with the
engine. Refer to Figure #38A.

Figure #38A
Figure #36

3.5.7 BATTERY REQUIREMENTS

All Clarke engine models require 8D batteries, as

sized per SAE J537 and NFPA20. The battery
should meet the following criteria:
Cold Cranking Amps (CCA @ 0°F): 1400
Reserve Capacity (minutes): 430

Page 39 of 49
 WEEKLY
 Air Cleaner
 Battery
 Belts
 Coolant Hoses
 Coolant Leaks
 Coolant Levels and Condition
 Cooling Loop Valves Position
 Cooling Water Solenoid Valve
 Cooling Water Discharge
 Exhaust System
 Fuel Tank
Figure #37B – DP6H models
 General Inspection
 Governor Run-Stop Control
 Jacket Water Heater
 Lubrication Oil Level
 Operating Gauges
 Remove Water from Fuel Filter
 Run Engine
 Warning Light
 Cooling Water Strainers
 Clean Radiator Core Debris (if equipped)
EVERY 6 MONTHS
 Batteries
Figure #37C – DQ6H models  Battery Charging Alternator
 Belt tension
 Coolant Protection Level
 Driveshaft U-Joints
 Fuel Lines
EVERY 1 YEAR
 Air Cleaner
 Fuel Priming Pump Strainer
 Coolant Inhibitor
 Crankcase Vent System
o Driveshaft U-Joints
Figure # - DT2H models  Fuel & Oil Filters
 Heat Exchanger Electrode
4.0 MAINTENANCE SCHEDULE  Lubricating Oil
 Mounting Isolators
4.1 ROUTINE MAINTENANCE  Wiring System
 Coolant
NOTE: The following Routine Maintenance schedule
is based on an engine usage rate not exceeding 2 EVERY 2 YEARS
hours per month. For UL/FM engine models, also  Air Cleaner
refer to NFPA25.  Batteries
 Belts
LEGEND:  Coolant Hoses
 Check  Coolant
 Clean  Thermostat
 Replace  Remove Water Pump to Inspect Impeller and
o Lubricate Seal
EVERY 5 YEARS
 Torsional Coupling

Page 40 of 49
 ENGINE Air Filter Service Air Filter Oil
IMPORTANT: Set main pump controller to “OFF” MODEL Kit
while servicing engine. Before turning the main All 99-55050 C121157
pump controller to the "OFF" position, check with Figure #39
the maintenance and security supervisors to verify 7.0 OWNER ASSISTANCE
that all the departments concerned will be alerted of
the temporary interruption of their fire protection Consult Clarke Service Dealer or Factory. Service
equipment for normal maintenance or testing. Also, Dealers can be located by going to our website:
alert the local fire department in the event that the www.clarkefire.com.
main pump controller is connected by silent alarm to
headquarters. When servicing is complete, return 8.0 WARRANTY
main pump controller selector to "Automatic"
position and the mode selector on the engine to 8.1 GENERAL WARRANTY STATEMENT
“Automatic” position. Advise the appropriate
personnel the engine has been returned to the The satisfactory performance of Clarke engines and
“Automatic”. the goodwill of owners / operators of Clarke engines
are of primary concern to the Engine Manufacturer,
5.0 TROUBLE SHOOTING the Engine Service Dealer and Clarke. All provide
support of these products after final installation of the
Consult Clarke Service Dealer or Factory. Service complete fire pump and sprinkler system.
dealers can be located by going to our website: Warranty responsibility involves both Clarke and the
www.clarkefire.com. For trouble shooting pertaining Doosan service organizations worldwide.
to the flashing of the "OVERSPEED SHUTDOWN"
lamp, see section 3.5.5. The Engine Manufacturer (Doosan) provides
Warranty for the basic engine components and Clarke
6.0 PARTS INFORMATION provides warranty on the accessories added to meet
the NFPA-20 specifications and FM/UL certification
6.1 SPARE PARTS requirements.

To ensure best operation and efficiency of all engine 8.2 CLARKE WARRANTY
components, always use genuine Clarke spare parts.
All Clarke warranted components have warranty
Orders should specify: Duration of 24 months beginning at the Start-up date
 Engine Model Number - See Engine General of the fire pump system. The warranty coverage
 Engine Serial Number - Specification includes replacement of the part and reasonable cost
 Part Number(s) Refer to Engine Maintenance of labor for installation. Components failed due to
Parts List section 6.2 or Parts Illustration (see improper engine installation, transportation damage,
Page 5). or misuse is not covered under this warranty.
For additional warranty details, see the specific
Contact numbers for spare parts: warranty statement “Doosan New Engine Warranty”
• www.clarkefire.com on the following page. Also contact Clarke direct if
• Phone USA: (513) 771-2200 Ext. 427 (calling you have any questions or require additional
within USA) information.
• Phone UK: (44) 1236 429946 (calling outside USA)
• Fax USA: (513) 771-5375 (calling within USA) Clarke is not responsible for incidental or
• Fax UK: (44) 1236 427274 (calling outside USA) consequential costs, damage or expenses which the
• E-Mail USA: [email protected] owner may incur as a result of a malfunction or
• E-Mail UK: [email protected] failure covered by this warranty.

6.2 ENGINE MAINTENANCE PARTS LIST 8.3 DOOSAN WARRANTY

Refer to Appendix “A” at the end of this manual. WARRANTY POLICY

Page 41 of 49
SUPPLIER’s liability under this warranty shall This rating should be applied where reliable utility
be IN LIEU OF ALL OTHER LIABILITIES OF power is available. A Fire Pump rated engine should
SUPPLIER for defect in material or be sized for a maximum of 70% average load factor
workmanship of Products or ANY OTHER and 200 hours of operation per year. When
determining the actual average power output, power
WARRANTIES, EXPRESS OR IMPLIED,
of less than 30% of the Fire PUMP POWER shall be
statutory or at common law WHICH BUYER taken as 30% and time at standstill shall not be
HEREBY WAIVES. In no event shall counted.
SUPPLIER be liable for consequential or
indirect damages regarding Products or End- Fire Pump ratings should never be applied except is
Products. true emergency power outages. Negotiated power
outages contracted with a utility company are not
INDEMNIFICATION considered an emergency.

Notwithstanding any other provisions in this NOTES:

Agreement, BUYER shall indemnify SUPPLIER and
its subsidiaries and hold them harmless against and  Total running time must not exceed 200hours
from any and all claims, damages, costs and expenses per year.
with respect to any loss of or damage to property, and  There is no overload capability.
any injury to or death of any person, arising out of or
attributable to any use, application into other WARRANTY PERIOD
machines/systems or sale of the Products.
The warranty period begins both on the shipping date
3RD PARTY'S RIGHT of the Engine and on the first delivery date of the
Engine to the customer, whichever date occurs first,
SUPPLIER shall in no event warrant the any use, and ends as shown in the APPENDIX-1 as attached.
application into other machines/ systems or sale of
Products is free from infringement of any 3rd party's WARRANTY LIMITATIONS
right. BUYER shall indemnify SUPPLIER and its
subsidiaries and hold them harmless against from any What is covered:
and all claims or actions against SUPPLIER or
BUYER for infringement of any 3rd party's right in
Any defect in Engines, arose only under normal
connection with BUYER's use, application into other
conditions of storage, use and service due to defect in
machines/ systems of the Products.
workmanship or material with the exception of items
list under “what is not covered”.
DEFINTION OF ENGINE RATING
What is not covered:
It is important to choose the proper engine rating to
provide the optimum performance in a given
With any of following conditions, Warranty is not
application. Ratings in this Article show DOOSAN
covered.
Firepump engine guidelines on applications.
(1) Any defect and / or functional difficulty of
FIRE PUMP POWER RATING
Engines which are not operated according to
the rating specifications specified in Article
Fire PUMP POWER Rating is applicable for 1 above.
supplying emergency power for the duration of the (2) Any defect and / or functional difficulty of
utility power outage. NO OVERLOAD capability is Engines resulting from any change,
available for this rating. Under no condition is an modification or alteration of the Engine
engine to operate in parallel with the public utility at which result in any change in the
the Fire PUMP POWER rating. specification of Engines without the prior
written consent or proper instruction of
SUPPLIER.

Page 42 of 49
(3) Any defect and / or functional difficulty of under Warranty.
Engines resulting from any incidental,
consequential or rated costs such as costs for BUYER shall carry out all repairs and the fitting of
traveling transport, communication expenses, all replacement parts covered by the Warranty and
extra costs due to the installation in making SUPPLIER will compensate BUYER the net labor
the Engines accessible, docking and cranes, expenses involved in the same (at an hourly rate to be
loss of use, loss of income, loss of time, loss decided by SUPPLIER). SUPPLIER reserves the
of property, personal injury, or damages right to limit the number of repair service hours
other parts or goods than the indicated according to SUPPLIER’s repair labor time guide or
Engines delivered by SUPPLIER. the equivalent instruction.
(4) Any defect and / or functional Difficulty of
Engines caused by operation of Engines in With SUPPLIER’s option and provision of
disregard of SUPPLIER’s operation or replacement parts to BUYER to assist BUYER’s
service manual and / or any other instruction activities covered by the Warranty specified in the
by SUPPLIER. Article 2.3 above. In no event shall SUPPLIER be
(5) Any defect and / or functional Difficulty of liable for any expenses incurred in the replacement
Engines due to improper handling or parts supply other than net freight cost.
unsatisfactory repairing and maintenance of
Engines. Compensation of warranty claims shall be limited to
(6) Any defect and / or functional Difficulty of what is attributable to SUPPLIER’s responsibility
Engines due to the parts replacement with and the reimbursement rate for the warranty claims
non-genuine SUPPLIER service parts on follows APPENDIX-2 as attached.
non-equivalent in quality and design to
genuine SUPPLIER service parts.
APPLICATION OF WARRANTY CLAIMS
(7) Any defect and / or functional Difficulty of
Engines due to the parts replacement with
The application of Warranty Claims by BUYER shall
non-genuine SUPPLIER service parts on
be made in accordance with SUPPLIER’s designated
non-equivalent in quality and design to
warranty claim application form he application.
genuine SUPPLIER service parts.
(8) Any defect and / or functional Difficulty of
Engines due to repair adjustment, service, or The following points must be included in any
parts replacement by any personnel who are warranty claim. If the claim does not provide all of
not authorized by SUPPLIER. this basic information, it will be incomplete and will
(9) Parts of Engines (Such as filter, belt, air not be acceptable.
cleaner, gasket, packing, rubber, light bulb,
fuse, condenser, brush, electric wire (1) Engine Model & Engine Serial Number
harness and other similar wearing parts) to (2) The repair date or Engine operation hour up
be replaced in the course of or in connection to then
with the normal maintenance of Engines. (3) BUYER’s analysis of the cause of defect and
the details of the original customer complaint
SUPPLIER and BUYER RESPONSIBLITIES with photographs of the defective parts as per
SUPPLIER’s requirement.
(4) Report and explanatory action of the repair or
SUPPLIER and BUYER respectively shall have the
service.
following responsibilities in respect of defect in
(5) Amount of claim for materials, labor and any
materials or workmanship covered by the warranty:
other allowable expenses.
(6) Signature of service manager or equivalent
Warranty will be only applied for Engines for which authorized personnel of BUYER on each
SUPPLIER has received the warranty claim report or claim to confirm that the claim is complete
the equivalent written information when any Engines
and accurate.
are delivered to the first customer.
The warranty claims must be received by SUPPLIER
SUPPLIER will compensate BUYER the genuine within forty-five (45) days from the date BUYER
parts expenses used for replacing the defective parts

Page 43 of 49
furnished and / or installed the new parts to replace BUYER shall be responsible for the proper storage
the defective parts (repair date). Warranty claims and maintenance not be decrease the performance of
received beyond the forty-five (45) day period will the Engines during the period of time from unloading
automatically be denied. of Engines by the carrier of Port of Destination until
delivered to the first customer. Any damage
If corrected or additional information is requested, occurring during such period will be the sole
the requested information shall be submitted by the responsibility of BUYER.
BUYER within thirty (30) days from the receipt of
the request to provide that information. Warranty PERFORMANCE OF SERVICES BY BUYER
claim returned beyond the thirty (30) day period will
automatically be denied. BUYER shall from time to time perform maintenance
and repair services in relation to Engines in
REMOVED PARTS accordance with the stipulation of “service
information” in effect at the time when Engines are
If BUYER makes any claim under this warranty that put into service and shall submit the required
any parts of Engines are defective, the removed part maintenance and service reports to SUPPLIER.
(s) must be kept by the BUYER for a period of six
(6) months from the date of warranty claim In the case of any functional difficulty and / or defect,
application unless otherwise instructed by BUYER shall immediately carry out any necessary
SUPPLIER for the disposal. repair or service and shall immediately notify
SUPPLIER of any major problem.
The removed parts must be kept in proper condition
to prevent additional damage or corrosion. Warranty BUYER s required to conform to all present and
compensation may be charged-back, if the removed future instruction from SUPPLIER concerning
parts are not properly kept, lost or not returned to maintenance and servicing of Engines in Territory.
SUPPLIER as per request.
SUPPLIER’s LIABILTY UNDER THIS
If requested by SUPPLIER, the removed parts shall WARRANTY
be shipped to SUPPLIER with charges borne by
SUPPLIER. SUPPLIER’s liability under this warranty shall be IN
LIEU OF ALL OTHER LIABILITIES OF
RECEIVING INSPECTION AND STORAGE OF SUPPLIER for defect in material or workmanship of
THE ENGINES Engines or ANY OTHER WARRANTIES,
EXPRESS OR IMPLIED, statutory or at common
BUYER shall inspect each shipment with respect to law WHICH BUYER HEREBY WAIVES. In no
the conformity with specifications, missing parts and event shall SUPPLIER be liable for consequential or
damage of Engines promptly upon receipt of indirect damages regarding Engines.
Engines. In the event that BUYER finds any
unsatisfactory condition through such inspection, SETTLEMENT OF DISPUTES
BUYER shall make a claim in writing respect thereto
within sixty (60) days after the shipping date of This agreement shall be construed in accordance with
Engines. the Korean laws. All disputes, controversies,
differences or claims arising out of or related to this
SUPPLIER will not be liable for any claim made by Agreement which cannot be settled amicably by
BUYER after such period and also shall not be liable negotiation between the parties hereto shall be
for damages of Engines where BUYER may make a referred to and settled by arbitration in Seoul, Korea
claim for such damages under an applicable policy of in accordance with the Arbitration Rules of the
insurance. In case the claims under this Article have International Chamber of Commerce.
been verified by SUPPLIER, upon request of
BUYER, SUPPLIER will deliver free of charge such
parts as are determined to be missing or damaged.

Page 44 of 49
APPENDIX – 1 WARRANTY PERIOD
Rating ENGINE COVERAGE *
MONTHS MONTHS Engine
(from (from Hours
Shipping Delivery
date) Date)
Fire Pump 0 - 24 0 - 18 200

* WHICHEVER OCCURS FIRST

9.0 INSTALLATION & OPERATION DATA

(See Page 5)

10.0 WIRING DIAGRAMS

(See Page 5)

11.0 PARTS ILLUSTRATION DRAWING

(See Page 5)

Page 45 of 49
 12.0 APPENDIX (Alpha Index)
Subject Page
Subject Page
I
Installation Data *
A
Installation Instructions 11
Air Cleaner 12,22,23,40,43
Alternator 35,40
L
Lube Oil Recommendations 27
B
Lubricating Oil Volume 27
Battery Cables 15,16
Lubricating System 25
Battery Recommendations
Belt Adjustment
M
Magnetic Pickup 36
C
Maintenance Schedule 40
Capacities 27,28
Manual Operation 15,16
Coolant Recommendations 12
Model Number Identification 5,6
Cooling System
Anti-Freeze Solutions
N
Cooling System Capacity 12,28
Name Plate (Engine) 5
Cooling Water Supply (Loop)
Cooling Water Flow Requirements *
O
Filling Procedure 12.28.29
Oil Filter 26,40
Heat Exchanger 11,12,15,19,27,29,30,31,32,37,40
Oil Level Dipstick 25,26,27
Inhibitors 28,29
Oil Pressure *
Maintenance 11,12,13,15,19,20,29,30,40,41,43,44
Oil Specifications/Recommendations 27
Water 9,10,11,12,13,15,19,20,22,25,27-32,34,35,40
Operation Data *
Crankcase Ventilation 24,25
Over speed Reset 16,35,36,37,38
Over speed Verification 16,35,38
D
Dipstick, Oil Level 25,26,27
P
Driveshaft alignment
Parts Illustrations *
Driveshaft Maintenance 15
Parts Information 41
Pump, Fuel Injection 18,22,39
E
Electrical System 9,34
S
Engine Protective Systems (over speed) 38
Serial Number 5,6,41,43
Engine Start-Up Service
Shutdown Systems
Exhaust System 10,13,22,25,40
Specifications:
Fuel 19
F
Lubrication Oil 27
Filters:
Speed Switch 35,36
Air Cleaner 12,22,23,40,43
Storage 11,20,42,44
Fuel 11,12,19,20,21,40
Lubricating Oil 26,40
T
Fuel Specifications 19
Technical Data *
Fuel System Operation 12,19,20,21,39
Bleeding 20
W
Pump, Injection 18,22,39
Warranty 13,41,42,43,44,45
Service 19,20,34,41,42,43,44
Wiring Diagram:
DC System *
G
AC Heater Systems *
Governor Speed Adjustment
* See Page 5

Page 46 of 49
 Appendix “A”

DP6H & DQ6H ENGINE MODELS

Clarke Engine Models DP6H DQ6H

Part Number (standard items only, optional items not

Part Description shown)
Oil Filter C04571 C04569
Fuel Filter (Primary) C02736
Fuel Filter (Secondary) N/A
Air Filter C03749 C03244
Alternator C072092 C072093
Fuel Injection Pump C02911 C02912
Heat Exchanger C051529
Starter Motor (12V) N/A
Starter Motor (24V) C072094
Switch, Oil Pressure C07645 or C071884
Switch, Speed C071571
Switch, Coolant Temperature INCLUDED IN C071571 SPEED SWITCH or C071881
Thermistor C071607 or C051749
Turbocharger C061646 C061647
Thermostat C051718 C051568
Nozzle, Injector C0275324 C02754

Page 47 of 49
 Appendix “A” (continued)

DR8H, DS0H, & DT2H (DRY EXHAUST MANIFOLD) ENGINE MODELS

DT2H-UFAA20,
DT2H-UFKA20,
DT2H-FMAA40,
DT2H-FMKA40,
DT2H-UFAA58,
Clarke Engine Models DR8H DS0H
DT2H-UFKA58
DT2H-UFAA50,
DT2H-UFKA50,
DT2H-UFAA88,
DT2H-UFKA88 only

Part Description Part Number (standard items only, optional items not shown)
Oil Filter C04569 R. A
Fuel Filter (Primary) C02736 R. A
Air Filter C03749 R. A C03244 R. C
Alternator C072095
Fuel Injection Pump C02913 C02914 C02915
Heat Exchanger C051529 R. D C051389 R. B C051389 R. B
Starter Motor (12V) N/A
Starter Motor (24V) C072096
C07645 R. C OR C071273 R. A OR C071614 R. A OR C071884 R.A OR
Switch, Oil Pressure C072011 OR C072013
Switch, Speed C071963 R.A
Switch, Coolant Temperature INCLUDED IN C071963 R. A SPEED SWITCH OR C071881 R.A
Thermistor C071607 R. A OR C051749 R. B
C061648 C061650 C061652
(RIGHT) (RIGHT) (RIGHT)
C061649 C061651 C061653
Turbocharger (LEFT) (LEFT) (LEFT)
Thermostat C051568
Nozzle, Injector C02792

Page 48 of 49
 Appendix “A” (continued)

DT2H (WET EXHAUST MANIFOLD) ENGINE MODELS

DT2H-UFAA60,98,92,-FMAAX8,X2,
Clarke Engine Models
UFKA60,98,92 only
Part Number (standard items only, optional
Part Description items not shown)
Oil Filter C04569 (4)
Fuel Filter (Primary) C02736 (4)
Fuel Filter (Secondary) N/A
Air Filter C03707 (2)
Alternator C072097
Fuel Injection Pump C02916
Heat Exchanger C052066
Starter Motor (24V) C072098
Switch, Oil Pressure C071614 or C071884
Switch, Speed C071273
INCLUDED IN C071571 SPEED SWITCH or
Switch, Coolant Temperature C071881
Thermistor C071607 or C051749
Turbocharger C061654
Thermostat C051568
Nozzle, Injector C02716

Page 49 of 49