Detroit Diesel 92 Series, Operator'S Manual

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be necessary, depending on fuel
quality. Contact Detroit Diesel
Corporation for further guidance.
B. When to Change Oil
Oil Drain Intervals
The length of time an engine may
operate before an oil change
depends upon the lubricant and fuel
used, engine oil consumption, and
the operating cycle. The table above
lists the
maximum interval which the
engine may operate before the oil
and filters must be changed. Oil
analysis may be used to determine
whether this interval should be short-
ened, but should not be used to
lengthen the interval.
The use of fuels with sulfur content
above 0.5 mass % will require a short-
ening of drain intervals and/or the use
of a higher TBN oil. For details refer to
publication “Engine Requirements—
Lubricating Oil, Fuel and Filters”
(7SE270), available from authorized
Detroit Diesel service outlets.
Disposing of Waste Oil
Dispose of used lubricating oil and
filters in an environmentally responsi-
ble manner, according to federal
(EPA) and/or state recommendations.
47
SERIES 92 ENGINE MAXIMUM OIL DRAIN INTERVALS
Fuel Sulfur Below 0.5 % (Normal Operation)
Service Application Lube Oil/Filter Change Interval
Highway Truck & Motor Coach 15,000 Miles (24,000 km)
City Transit Coaches 6,000 Miles (9,600 km) or 3 months*
Pick-up & Delivery, Stop & Go and 12,000 Miles (19,000 km)
Short Trip Vehicles; Emergency or 6 months*
Vehicles, Fire Trucks
Industrial, Agricultural & Marine 150 Hours
Stationary Units Continuous 300 Hours or 3 Months*
Stationary Units Standby 150 Hours or 1 Year*
*Whichever comes first
cation already contain a balanced
additive treatment. The use of sup-
plemental additives such as break-in
oils, top oils, graphitizers and friction-
reducing compounds, are generally
not necessary and can even be
harmful. These additives may be
marketed as either oil treatments or
engine treatments and are discour-
aged from use in Detroit Diesel
engines.
Engine damage resulting
from the use of such materials is
not covered by your Detroit Diesel
Corporation warranty.
Detroit Diesel
will not provide statements beyond
this publication relative to their use.
Lubricant Selection Outside
North America
Although the API service classifica-
tion system is generally utilized
worldwide, lubricants meeting Detroit
Diesel requirements may not be mar-
keted in all areas of the world.
Selection of lubricants in these situa-
tions should be made based on vis-
cosity grade first, ash content
second, and performance specifica-
tion third. Oils meeting API CD or CC
may be used if they also meet mili-
tary specification Mil-L-2104 E or F.
Modification of oil drain interval may
46
Total Base Number is important to
neutralize the effects of high sulfur
fuel in all diesel engines. For two-
stroke cycle engines Detroit Diesel
recommends lubricants with sulfated
ash contents below 1.0% mass and
TBN's between 6 and 10 for engines
operating on less than 0.5% sulfur
fuel.
When the use of a high ash oil is
required, such as with high sulfur
fuel, the oil selected should have the
highest TBN (D 4739) to Ash (D 874)
ratio possible. For example, an oil
with a TBN of 10 and an Ash of 1.2%
mass is less desirable than an oil
with the same TBN and 1.0% Ash.
Synthetic Oils
Synthetic oils may be used in Detroit
Diesel engines provided they are API
licensed and meet the performance
and chemical requirements of non-
synthetic oils outlined in this publica-
tion. Synthetic oils offer improved low
temperature flow properties and high
temperature oxidation resistance.
However, they are generally more
costly than non-synthetic oils.
Product information about synthe-
tic oils should be reviewed carefully.
Performance additive systems often
respond differently in synthetic oils.
Only synthetic oils that do not con-
tain viscosity improver additives may
be used in Detroit Diesel two-stroke
cycle engines. Their use does not
permit extension of recommended oil
drain intervals.
The Use of
Supplemental Additives
Lubricants meeting the Detroit Diesel
specifications outlined in this publi-
oils must be replaced with mono-
grade SAE 40 lubricants as soon
as ambient conditions permit.
EXCEPTION: In two-stroke cycle
marine engines do not use multi-
grade or SAE 30 grade lubricants
under any circumstances.
3. When the use of high sulfur fuel
(greater than 0.5% mass) is
unavoidable, the use of lubricants
with higher alkalinity is recom-
mended. Be aware that such lubri-
cants may have a sulfated ash
content above 1.0% mass. The
use of high sulfur fuels also
requires modification to oil drain
intervals.
4. The use of multigrade and/or
greater than 1% sulfated ash oils
are exceptions for special circum-
stances. The use of such lubri-
cants in the engine under normal
circumstances may not provide
satisfactory service life.
Sulfated Ash and
Total Base Number
Sulfated ash is a lubricant property
obtained by a laboratory test (ASTM
D 874) to determine the potential for
formation of metallic ash. The ash
residue is related to the oil's additive
composition and is significant in pre-
dicting lubricants which may cause
exhaust valve distress under certain
operating conditions. Sulfated ash is
related to Total Base Number (TBN),
also a laboratory test (ASTM D 2896
or D 4739) which measures an oil's
alkalinity and ability to neutralize
acid. As TBN increases, sulfated ash
also increases to where lubricants
with TBN's above 10 will likely have
sulfated ash contents above 1.0%
mass.