2018 Freightliner Century Repair Manual Detroit 60
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(April 2018) Series 60 Overview Production 1987–2011 Layout -6 677, 775, 854 cu in (11.1, 12.7, 14.0 l) 5.12 in (130 mm) (11.1L) 5.47 in (139 mm) (11.1L) 15.0:1 (11.1L) Combustion yes Output output 330–365 hp (246–272 kW) @ 1800–2100 RPM (11.1L) output 1,150–1,350 ft⋅lbf (1,560–1,830 N⋅m) @ 1200 RPM (11.1L) Dimensions Length 57 in (1,400 mm) (11.1L) Width 34 in (860 mm) (11.1L) Height 50 in (1,300 mm) (11.1L) Dry weight 2,550 lb (1,160 kg) (11.1L) Chronology Predecessor Successor The Detroit Diesel Series 60 is an that was first produced in 1987. It deviated from most on-highway engines by being an engine and having full ' electronic control. In 1993 it became popular on many Charter buses in the US in the 11.1 L (677 cu in) size. Contents.
History When it was introduced in 1987, the Series 60 was the first heavy-duty diesel engine with fully integrated electronic controls. Detroit Diesel prescribed overhaul intervals of 500,000 miles (800,000 km), then raised that to 750,000 miles (1,210,000 km) after more experience was gained with the new engine. In 1993, the 11.1 L (677 cu in) version was rated at 350 bhp (260 kW) (but would produce 15 more if the cruise control was engaged).
12.7L The Series 60 was also available in 12.7 L (775 cu in) at the time, which was created by a longer stroke of 6.30 in (160 mm). Both engine sizes were also used in truck and tractor-trailer applications. In 1998, the 11.1-liter Detroit Diesel Series 60 was discontinued. Once the 11.1-liter Series 60 was discontinued, the 12.7-liter Detroit Diesel Series 60 became the motorcoach application. Starting in the late 1990s, made the Series 60 as an available engine for their high-floor and low-floor - the AN460A and AN460LF. Detroit Diesel began making Series 60 marine engines in 1999, with wider availability starting in 2000. 14.0L In 2001 the bore and stroke increased and the engine displacement rose to 14 L (854 cu in), with an increase in power output to 575 hp (429 kW) and a torque increase to 1,850 lbf⋅ft (2,510 N⋅m).
In 2004 the 14 Liter engine became the dominant platform in Freightliner over the road sleeper trucks and changed the ECM to a DDEC V. The 12.7L engine was favored in buses for its better fuel consumption. In 2007 the 12.7-liter Detroit Diesel Series 60 was discontinued. Once the 12.7-liter Series 60 was discontinued, the 14-liter Series 60 replaced it.
By 2008, Detroit Diesel had produced one million Series 60 engines. In 2007 - 2010 (2008 -2011 trucks), the Detroit Diesel 14L engine was modified to meet new emissions standards and went to a dual ECM configuration (DDEC VI). This engine ran higher compression, higher injector pressure and a DPF exhaust filter. The block and crank remained the same as the older 2004-2006 engine models. In 2011 the series 60 engine was discontinued and replaced by the DD15 engine.
14 Litre S-60 view in a Freightliner Century S/T prime mover Initially the engine was controlled by the DDEC I System, which was shortly after replaced by the DDEC II system which would last up to 1992. The DDEC I system was a two box system. It had an Electronic Control Module (ECM) in the cab, and an Electronic Driver Module (EDM) on the engine to operate the injectors. DDEC II The DDEC II ECM was a single box mounted on the engine.
The DDEC II Engine was available in ratings up to 525 hp (391 kW) and 1,750 pound-feet (2,370 N⋅m) of torque. The engine proved extremely popular with fleet operators, and built a strong reputation for reliability and longevity. It was also available in a popular 'cruise power' configuration, which encouraged the operator to engage the cruise control function.
During the normal use of the engine, 505 hp (377 kW) would be available, and when the cruise control was engaged the horsepower rating would decrease to 475 hp (354 kW), as the engine was the most economical whilst the cruise control was engaged. DDEC III In 1992 the DDEC III system was introduced and was available in horsepower ratings up to 470 hp (350 kW), and this was due to revised camshaft timing, and other improvements. Again, a 'cruise power' option was available, and the standard rating was 430 hp (320 kW), and when the cruise control was engaged the horsepower rating was increased to 470 hp. Again, encouraging operators to take advantage of reduced fuel consumption. The DDEC III system also introduced dual voltage (12V/24V) ECMs.
Previous DDEC ECM's had been 12 volt only. The dual voltage ECM's made installation into 24 volt marine, industrial, and non USA trucks much easier. The use of Battery Charge Equalizers (Vanner) was not required as the ECM could now be connected directly to the 24 volt batteries. The DDEC III ECM was thinner than the DDEC II ECM, and had wiring connectors at both ends. The front end had two five pin connectors for the injectors, and a thirty pin connector for the engine sensors. The rear end had a five pin Power Connector, six pin Communications Connector, and a thirty pin Vehicle Interface Harness Connector. DDEC IV 1997 brought the introduction of the DDEC IV engine control module, and further improvements in the design of the engine, notably a waste-gated turbocharger and engine management improvements provided increased horsepower ratings up to 500 hp (370 kW), and increased torque outputs to 1,650 lbf⋅ft (2,240 N⋅m).
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