Perkins XGA 1600 Series, Руководство по эксплуатации и обслуживанию, Страница: 49 / 92

SEBU8455 49
Maintenance Section
Re fi ll Capacities
(Table 7, contd)
Lubricity corrected
wear scar diameter at
60 °C (140 °F).
(6)
mm
0.46 maximum D6079 “ISO”12156-1
(1) A fuel with a higher cetane number is recommended in order to operate at a higher altitude or in cold weather.
(2) “Via standards tables, the equivalent API gravity for the minimum density of 801 kg / m
3
(kilograms per cubic meter) is 45 and for the
maximum density of 876 kg / m 3 is 30”.
(3)
Regional regulations, national regulations, or international regulations can require a fuel with a speci fi c sulfur limit. Consult all applicable
regulations before selecting a fuel for a given engine application. The 1606A engine models can operate with fuels sulphur >500 PPM
(0.05%) where legislation allows use of such a fuel. sulfur fuels. The 1606D engine models have been developed to operate with LSD fuel
≤ 500 (0.05%) sulphur. High sulfur fuels also increase the potential for corrosion of internal components. Fuel sulfur levels above 0.5%
may signi fi cantly shorten the oil change interval. For additional information, refer to this manual, “Fluid recommendations (General
lubricant Information)”.
(4) The values of the fuel viscosity are the values as the fuel is delivered to the fuel injection pumps. Fuel should also meet the minimum
viscosity requirement and the fuel should meet the maximum viscosity requirements at 40 °C (104 °F) of either the “ASTM D445” test
method or the “ISO 3104” test method. If a fuel with a low viscosity is used, cooling of the fuel may be required to maintain 1.4 cSt or
greater viscosity at the fuel injection pump. Fuels with a high viscosity might require fuel heaters in order to lower the viscosity to 4.5
cSt at the fuel injection pump.
(5) Follow the test conditions and procedures for gasoline (motor).
(6) The lubricity of a fuel is a concern with low sulfur and ultra low sulfur fuel. To determine the lubricity of the fuel, use the “ISO 12156-1
or ASTM D6079 High Frequency Reciprocating Rig (HFRR)” test. If the lubricity of a fuel does not meet the minimum requirements,
consult your fuel supplier. Do not treat the fuel without consulting the fuel supplier. Some additives are not compatible. These additives
can cause problems in the fuel system.
NOTICE
Operating with fuels that do not meet the Perkins rec-
ommendations can cause the following effects: Start-
ing dif fi culty, poor combustion, deposits in the fuel in-
jectors, reduced service life of the fuel system, de-
posits in the combustion chamber, and reduced ser-
vice life of the engine.
Engines that are manufactured by Perkins are certi fi ed
with the fuel that is prescribed by the United States En-
vironmental Protection Agency. Engines that are man-
ufactured by Perkins are certi fi ed with the fuel that
is prescribed by the European Certi fi cation and oth-
er regulatory agencies. Perkins does not certify diesel
engines on any other fuel.
Note: The owner and the operator of the engine has
the responsibility of using the fuel that is prescribed by
the EPA and other appropriate regulatory agencies.
Diesel Fuel Characteristics
Perkins Recommendations
Cetane Number
Fuel that has a high cetane number will give a
shorter ignition delay. A high cetane number will
produce a better ignition quality. Cetane numbers are
derived for fuels against proportions of cetane and
heptamethylnonane in the standard CFR engine.
Refer to “ISO 5165” for the test method.
Cetane numbers in excess of 45 are normally
expected from current diesel fuel. However, a cetane
number of 40 may be experienced in some territories.
The United States of America is one of the territories
that can have a low cetane value. A minimum cetane
value of 40 is required during average starting
conditions. A higher cetane value may be required
for operations at high altitudes or in cold-weather
operations.
Fuel with a low cetane number can be the root cause
of problems during cold start.
Viscosity
Viscosity is the property of a liquid of offering
resistance to shear or fl ow. Viscosity decreases with
increasing temperature. This decrease in viscosity
follows a logarithmic relationship for normal fossil
fuel. The common reference is to kinematic viscosity.
This is the quotient of the dynamic viscosity that is
divided by the density. The determination of kinematic
viscosity is normally by readings from gravity fl ow
viscometers at standard temperatures. Refer to “ISO
3104” for the test method.
The viscosity of the fuel is signi fi cant because fuel
serves as a lubricant for the fuel system components.
Fuel must have suf fi cient viscosity in order to
lubricate the fuel system in both cold temperatures
and hot temperatures. If the kinematic viscosity of the
fuel is lower than 1.4 cSt at the fuel injection pump,
damage to the fuel injection pump can occur. This
damage can be excessive scuf fi ng and seizure. Low
viscosity may lead to dif fi cult hot restarting, stalling,
and loss of performance. High viscosity may result in
seizure of the pump.