DETROIT DIESEL 53
Run-In Instructions 13.2.1
The lubricating oil temperature reading must be taken while the engine is operating at full load and after it has been
operating long enough for the temperature to stabilize. This temperature should be recorded and should be within the
specified range.
The lubricating oil pressure should be recorded in psi after being taken at engine speeds indicated in the Operating
Conditions, Section 13.2.
The fuel oil pressure at the fuel manifold inlet passage should be recorded and should fall within the specified range.
Fuel pressure should be recorded at maximum engine rpm during the Final Run-In.
Check the air box pressure while the engine is operating at maximum speed and load. This check may be made by
attaching a suitable gage (0-15 psi) or manometer (15-0-15) to an air box drain or to a hand hole plate prepared for this
purpose. If an air box drain is used as a source for this check, it must be clean. The air box pressure should be recorded
in inches of mercury.
Check the crankcase pressure while the engine is operating at maximum run-in speed. Attach a manometer, calibrated
to read in inches of water, to the oil level dipstick opening. Normally, crankcase pressure should decrease during the
run-in indicating that new rings are beginning to "seat-in".
Check the air inlet restriction with a water manometer connected to a fitting in the air inlet ducting located 2" above the
air inlet housing. When practicability prevents the insertion of a fitting at this point, the manometer may be connected to
a fitting installed in the 1/4" pipe tapped hole in the engine air inlet housing. If a hole is not provided, a stock housing
should be drilled, tapped and kept on hand for future use.
The restriction at this point should be checked at a specific engine speed. Then, the air cleaner and ducting should be
removed from the air inlet housing and the engine again operated at the same speed while noting the manometer
reading. The difference between the two readings, with and without the air cleaner and ducting, is the actual restriction
caused by the air cleaner and ducting.
Check the normal air intake vacuum at various speeds (at no-load) and compare the results with the Engine Operating
Conditions in section 13.2. Record these readings on the Engine Test Report.
Check the exhaust back pressure at the exhaust manifold companion flange or within one inch of this location. This
check should be made with a mercury manometer through a tube adaptor installed at the tapped hole. If the exhaust
manifold does not provide a 1/8" pipe tapped hole, such a hole can be incorporated by reworking the exhaust manifold.
Install a fitting for a pressure gage or manometer in this hole. Care should be exercised so that the fitting does not
protrude into the stack. The manometer check should produce a reading in inches that is below the Maximum Exhaust
Back Pressure for the engine (refer to Section 13.2).
Refer to the Basic Run-In Horsepower Schedule and determine the maximum rated brake horsepower and the full-load
speed to be used during the Final Run-In. Apply the load thus determined to the dynamometer.
When the above conditions have been met, adjust the maximum no-load speed to conform with that specified for the
particular engine. This speed may be either higher or lower than the maximum speed used during the Basic Run-In.
This will ordinarily require a governor adjustment.
All information required in Section "E", Final Run-In, of the Engine Test Report should be determined and filled in. After
the prescribed time for the Final Run-In has elapsed, remove the load from the dynamometer and reduce the engine
speed gradually to idle speed and then stop the engine. The Final Run-In is complete.
F. INSPECTION AFTER FINAL RUN-IN
After the Final Run-In and before the Engine Test Report is completed, a final inspection must be made. This inspection
will provide final assurance that the engine is in proper working order. During this inspection the engine is also made
ready for any brief delay in delivery or installation which may occur. This is accomplished by rust-proofing the fuel
system as outlined in Section 15.3. Also, a rust inhibitor should be introduced into the cooling system (refer to Section
October, 1970 SEC. 13.2.1 Page 5
