Clarke DP6H-UFAA50 Manual

C133292 rev AF
1/12/22
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: [phone]
FAX: [phone]
TELE: +1.513.771.2200 Ext. 427
FAX: [phone]
www.clarkefire.com

Page 2 of 49
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
CONTENTS

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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

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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 5 of 49
1.0 INTRODUCTION
The following paragraphs summarize the “Scope of
Supply” of the Engine:
•The CLARKE Engine supplied has been
designed for the sole purpose of driving a
stationary Emergency Fire Pump. It must not
be used for any other purpose.
•Shall not be subjected to Horsepower
requirements greater than the certified
nameplate rating (for UL/cUL/FM/LPCB
only).
•Engines must be sized to cover fully the
maximum power absorbed by any particular
driven equipment together with a safety
factor on no less than 10%. (For Non-listed
only).
•Derates for elevation and temperature need to
be considered for maximum pump power.
•Fuel delivery settings are factory set with-in
the injection pump and must not be tampered
with or adjusted. Minor RPM adjustments to
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.
MODEL NUMBERING & IDENTIFICATION
There are two identification plates attached to each
engine. Clarke Identification Plate: Engine Model,
Serial Number, Rating and Date of Manufacture are
shown on this identification plate. The JU Series
identification plate is mounted on the stiffening plate
that connects the two mounting feet at the rear of the
engine. The JW and JX Series identification plate is
mounted on right rear engine mount.
John Deere Identification Plate: The second
identification plate contains the John Deere Model
Number and Serial Number. On the JU Series, the
John Deere identification plate is located on the right
side of the cylinder block behind the fuel filter. On
the JW and JX Series, the John Deere Serial
identification plate is located on the left-hand side of
the engine between the intake manifold and starting
motor.
Note that there are four types of identification plates,
dependent on whether the engine is a
“Listed/Approved”or “Non-Listed” Model. These
are typical examples. (See Figure #1).
Clarke Identification Plates
USA Listed/Approved UK Listed/Approved

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UK Listed/ FM Approved UK Non-Listed
UK Listed/Approved
Figure 1
The Clarke 10 digit model numbers reflects the base
engine type, number of cylinders, cooling system,
approval listing, manufacturing location, emissions
code and a power rating code.
Example: DT2H-UFAA90
•D = Doosan base engine prepared by
CLARKE
•T = base engine series
•2 = 12 cylinders
•H = Heat Exchanger cooled (R = Radiator)
•UF = Underwriters Laboratories Listed/
Factory Mutual Approved, (LP = LPCB Loss
Prevention Council Board Approved, NL =
Non-Listed, AP = APSAD
•A=Manufacturing Location (A= Cincinnati,
K= Coatbridge)
•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.
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,
DP6H-UFAA70, DP6H-UFKA70,
DP6H-APKA60, DP6H-APKA70,
DP6H-NLKA50, DP6H-NLKA62,
DP6H-NLKAX8, DP6H-NLKA70,
DP6H-NLKA88, DP6H-FMKA50,
DP6H-UFAA88, DP6H-UFKA88,
DP6H-FMKA88, DP6H-FMKA62,
DP6R-NLKA49, DP6R-NLKA61
2250 (1020)
DQ6H-UFAA4G, DQ6H-UFAA48,
DQ6H-UFAA50, DQ6H-UFAA58,
DQ6H-UFAA60, DQ6H-UFAA88,
DQ6H-UFAA98, DQ6H-UFKA4G,
DQ6H-UFKA48, DQ6H-UFKA50,
DQ6H-UFKA60, DQ6H-UFKA88,
DQ6H-UFKA98
DQ6H-APKA60, DP6H-APKA90
DQ6H-NLKA48, DQ6H-NLKA4G
DQ6H-NLKA50, DQ6H-NLKA60
DQ6H-NLKA88, DQ6H-NLKA98,
DQ6H-UFAA40, DQ6H-UFAAX8,
DQ6R-NLAA47, DQ6R-NLAA4F,
DQ6R-NLAA49, DQ6R-NLAA59,
DQ6R-NLAA87, DQ6R-NLAA97,
DQ6H-NLKA40, DQ6H-NLKAX8,
DQ6H-UFKA40, DQ6H-UFKAX8,
2500 (1134)

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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,
DR8H-UFAA98, DR8H-UFAA92,
DR8H-UFKA98, DR8H-UFKA92
DR8H-NLKA40, DR8H-NLKA5G,
DR8H-NLKA62, DR8H-NLKA68
2700 (1225)
DS0H-FMKA60, DS0H-FMKA68,
DS0H-FMKAN0, DS0H-UFAA68,
DS0H-UFAA60, DS0H-UFAAM0,
DS0H-UFKAM0, DS0H-UFAAN0,
DS0H-UFKA60, DS0H-UFKA68,
DS0H-UFKAN0, DS0H-APKA60,
DS0H-NLAA60, DS0H-NLAA68,
DS0H-NLAAN0, DS0H-NLAA70,
DS0H-UFAA98, DS0H-UFAA92,
DS0H-UFKA98, DS0H-UFKA92
DS0H-NLKA60, DS0H-NLKA68,
DS0H-NLKAN0, DS0R-NLAAL1,
DS0R-UFAA67, DS0R-UFAA59,
DS0R-UFKA67, DS0R-UFKA59
3200 (1450)
DT2H-UFAA20, DT2H-UFAA60,
DT2H-UFAA98, DT2H-UFAA92,
DT2H-FMAA40, DT2H-FMAAX8,
DT2H-FMAAX2, DT2H-APKA90,
DT2H-FMKA40, DT2H-NLAA20,
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
4500 (2040)
Figure #2
Figure #3 shows the typical lifting arrangement of a
bare engine. Note the lifting points on the engine are
for lifting the ENGINE only. Caution, when lifting,
lift point should always be over the equipment Center
of Gravity.
Figure #3
Figure #4 shows the typical lifting arrangement of a
base mounted engine and pump set when the base (or
module) is furnished with lifting holes.
Figure #4
When Clarke furnishes the base (or module) for the
engine and pump set, the combined weight of the
engine and base (or module) will be indicated on the
unit. Caution, when lifting, lift point should always
be over the equipment Center 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 8 of 49
DECLARATION OF INCORPORATION
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
Clarke Fire Protection Products, Inc.
100 Progress Place
Cincinnati, Ohio 45246
United States of America
Tel: [phone]
Fax: [phone]

Page 9 of 49
WHAT TO DO IN AN EMERGENCY
Any user of the Engine who follows the instructions
set out in this manual, and complies with the
instructions on the labels affixed to the engine are
working in safe conditions.
If operating mistakes cause accidents call for help
If operating mistakes cause accidents call for help
immediately from the EMERGENCY SERVICES.
In the event of an emergency, and while awaiting the
arrival of the EMERGENCY SERVICES, the
following general advice is given for the provision of
first aid.
FIRE
Put out the fire using extinguishers recommended by
the manufacturer of the machine or the installation.
BURNS
1) Put out the flames on the clothing of the
burns victim by means of:
drenching with water
use of powder extinguisher, making
sure not to direct the jets onto the
face
blankets or rolling the victim on the
ground
2) Do not pull off strips of clothing that are
sticking to the skin.
3) In the case of scalding with liquids, remove
the soaked clothing quickly but carefully.
4) Cover the burn with a special anti-burn
packet or with a sterile bandage.
CARBON MONOXIDE POISONING (CO)
Carbon monoxide contained in engine exhaust gases
is odorless and dangerous because it is poisonous and
with air, it forms an explosive mixture.
Carbon monoxide is very dangerous in enclosed
premises because it can reach a critical concentration
in a short time.
When attending a person suffering from CO
poisoning in enclosed premises, ventilate the
premises immediately to reduce the gas
concentration.
When accessing the premises, the person providing
the aid must hold his breath, not light flames, turn on
lights or activate electric bells or telephones so as to
avoid explosions.
Take the victim to a ventilated area or into the open
air, placing him on his side if he is unconscious.
CAUSTIC BURNS
1) Caustic burns to the skin are caused by acid
escaping from the batteries:
remove the clothes
wash with running water, being
careful not to affect injury-free areas
2) Caustic burns to the eyes are caused by
battery acid, lubricating oil and diesel fuel.
Wash the eye with running water for
at least 20 minutes, keeping the
eyelids open so that the water runs
over the eyeball and moving the eye
in all directions.
ELECTROCUTION
Electrocution can be caused by:
1) The engine’s electrical system (12/24
VDC)
2) The electrical coolant pre-heating system
115/230 Volt AC (if supplied) AC current.
In the first case, the low voltage does not involve
high current flows through the human body;
however, if there is a short circuit, caused by a metal
tool, sparks and burns may occur.
In the second case, the high voltage causes strong
currents, which can be dangerous.
If this happens, break the current by operating the
switch before touching the injured person.
If this is not possible, bear in mind that any other
attempt is highly dangerous also for the person
assisting; therefore, any attempt to help the victim
must be carried out without fail using means that are
insulating.
WOUNDS AND FRACTURES
The wide range of possible injuries and the specific
nature of the help needed means that the medical
services must be called.
If the person is bleeding, compress the wound
externally until help arrives.
In the case of fracture do not move the part of the
body affected by the fracture. When moving an
injured person permission from that person must be
received until you can help him. Unless the injury is

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life threatening, move the injured person with
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.
Heat Exchanger Maximum Working Pressure
Coolant Mixture
Lifting Point
Automatic Start
Rotating Parts
Jacket Water Heater Voltage
Air Filter Installation
2.0 INSTALLATION/OPERATION
2.1 TYPICAL INSTALLATION
A typical Fire Pump installation is shown in Figures
#6 & 6A.
1. Pump/Engine set
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,

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the air discharge path, which includes any louvers,
dampers, or ducting, shall not restrict the flow of air
more than 0.3” (7.6mm) water column.
#6
Typical Installation
Heat Exchanger Cooled Engine
Figure #6A
Typical Installation
Radiator Cooled Engine
2.2 ENGINE STORAGE
2.2.1 Storage less than 1 year
Storing engines requires special attention. Clarke
engines, as prepared for shipment, may be stored for
a minimum of one year. During this period, they
should be stored indoors in a dry environment.
Protective coverings are recommended provided they
are arranged to allow for air circulation. The stored
engine should be inspected periodically for obvious
conditions such as standing water, part theft, excess
dirt buildup or any other condition that may be
detrimental to the engine or components.
Any such conditions found must be corrected
immediately.
2.2.2 Extended Storage Maintenance Procedure
After a one year storage period or if the engine is
being taken out of service for more than 6 months,
additional preservation service must be performed as
follows:
1) Drain the engine oil and change the oil filter.
2) Refill the engine crankcase with MIL-L-
21260 preservative oil.
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
BS2869 Class A2. (Refer to Section 3.1.1 for
Fuel Specification.)
7) Disconnect the coupling or drive shaft from
the pump.
8) Start and run the engine at a slow speed for
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
“ENGINE WITHOUT OIL” DO NOT
OPERATE”.
IMPORTANT: THIS TREATMENT MUST BE
REPEATED EVERY 6 MONTHS
************************
PUTTING ENGINE INTO SERVICE AFTER
ADDITIONAL PRESERVATION SERVICE:
To restore the normal operation running conditions of
the engine, carry out the following:
1) Fill the engine sump with the normal
recommended oil, to the required level.
2) Remove the protective plugs used for
shipping and storage.
3) Refill cooling water to proper level.
4) Remove the card “ENGINE WITHOUT OIL,
DO NOT OPERATE”.
5) Follow all steps of the Installation
Instructions when the engine will be put into
service.
2.3 INSTALLATION INSTRUCTIONS
The correct installation of the engine is very
important to achieving optimum performance and
extended engine life.
11

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In this respect, the engine has certain installation
requirements, which are critical to how it performs.
These requirements are generally associated with the
cooling, exhaust, induction air, and fuel systems.
This section of the manual should be read in
conjunction with the relevant Installation and
Operation Data Sheets. If there is any doubt about an
installation, contact should be made with Clarke
Customer Support giving exact details of the
problem.
All installations should be clean, free of any debris
and dry. Care should be taken to ensure that there is
easy access to the engine for maintenance and repair.
The safety of personnel who may be in the area of the
engine when it is running is of paramount importance
when designing the installation layout.
1) Secure pump set to foundation and complete
installation in accordance with pump
manufacturer’s instructions. Perform engine
to pump coupling alignment. Lubricate Falk
coupling with supplied grease or driveshaft
universal joints with NLGI grade #1 or #2
grease at the (3) Zerk fittings. (Refer to
section 2.4 for specific alignment
instructions).
2) Engine with Heat Exchanger Cooling: Install
the heat exchanger discharge pipe. The
discharge pipe should be no smaller than the
outlet connection on the heat exchanger.
Discharge water piping should be installed in
accordance with applicable codes. All
plumbing connecting to the heat exchanger
must be secured to minimize movement by
the engine. Cooling loop water pressure to
the heat exchanger must not exceed the limit
that is stated on the heat exchanger supplied
with the engine.
3) Install all engine cooling system draincocks
and plugs.
Qty
Description
Location
1
Plug
Water Pump Inlet
1 (DT2H
only)
Plug
RH Exhaust Manifold
- Front
1 (DT2H
only)
Plug
LH Exhaust Manifold
- Top
1
Plug
Water Pump Outlet
Tube
1
¼” Draincock
Heater Inlet Tube
4) Engine is typically provided with premixed
coolant installed. If engine is not provided
with coolant or there is a need to top off, fill
engine cooling system with premixed 50%
water / 50% coolant solution. Use only
coolants meeting ASTM-D6210
specifications for heavy-duty diesel engines.
Never use light-duty or automotive coolants
in the engine that are stated as ASTM-D3306
only. Refer to Figure #23 in section 3.4.3
for cooling system capacity. Refer to section
3.4.5 filling procedure.
5) Engine is shipped with oil installed. For
make-up oil specifications refer to section
3.3 Lubrication System.
6) Connect fuel supply and return line to fuel
supply tank plumbing. Reference the Fuel
System section of the Installation and
Operation Data (see Page 5), for piping size,
maximum allowable fuel pump suction, and
maximum allowable fuel head requirements.
Fill supply tank with ONLY #2 diesel fuel
(ASTM D-975) or BS 2869 Class A2 “Red”
diesel fuel, bleed supply system of air and
check for leaks. CAUTION: Biodiesel fuel
is not recommended or stand-by equipment
that can have minimal fuel consumption
(such as standby generators, fire protection,
etc.) For standby applications use only
petroleum based diesel fuel with Doosan
approved conditioners/additives. For fuel
conditioners/additives check with your local
Doosan dealer, or Clarke. Fuel supply level
must meet applicable code requirements. Do
not use a copper based or galvanized material
for any component of a diesel fuel system.
The fuel will chemically react with the zinc
resulting in clogged fuel filters and injector
systems.
7) Remove protective covering on air cleaner
element.
8) Connect jacket water heater (if supplied) to
AC power source. Connect the supplied
heater connection wire directly to a customer
supplied electrical junction box. The
electrical supply requirements are indicated
on the connection box. Connect to the heater
directly to the junction box at the end of the
heater only. Supply wiring should never be
routed through the engine gauge panel.
Severe damage to critical engine control

Page 13 of 49
components could result. Energize heater
only after step #4 is completed.
9) Connect exhaust system to flexible
connection on the engine. The exhaust
system plumbing must be supported by the
building structure and not the engine. The
exhaust flexible connection is provided only
for the purpose of thermal expansion and
vibration isolation, not for misalignment or
directional change.
10) Make electrical DC connections between the
engine gauge panel terminal strip (if
supplied) and the controller per the controller
manufacturer’s instructions. Refer to the
wiring diagram sticker located on the inside
door of the engine gauge panel for proper
connection of the water solenoid.
11) Fill batteries with electrolyte per battery
manufacturer’s instructions. Connect cables
between engine and batteries only after
electrolyte is installed. Refer to the wiring
diagram inside the engine gauge panel door
(if supplied), or appropriate wiring diagram
(see Page 5), for correct positive and
negative connections.
12) Connect negative cables directly to the
ground stud. Connect each positive cable to
the large outer post of the manual starting
contactors.
13) Note: Clarke Operation and Maintenance
Instructions Manual and Clarke parts
illustration pages are located inside the
engine gauge panel.
14) IMPORTANT! In order to obtain prompt
Warranty Service and to comply with
Emissions regulations, this engine must be
registered to the final installation name and
address. To register this engine, go to
www.clarkefire.com and select Warranty
Registration.
2.4 SPECIFIC FLYWHEEL COUPLING
ALIGNMENT INSTRUCTIONS
2.4.1 Listed Driveshafts
Refer to Listed Driveshaft Installation, Operation and
Maintenance Manual C132355
2.4.2 Driveshaft
To check the alignment of the pump shaft and engine
crankshaft centerlines for proper Parallel Offset and
Angular tolerance, the driveshaft must be installed
between the flywheel drive disc and the flanged hub
on the pump shaft.
Before removing the driveshaft guard, disconnect the
negative battery cable from both batteries.
Before beginning the alignment checks and making
any necessary corrections, install the driveshaft and
re-torque all driveshaft connection bolts to the values
given in the following table:
MODELS
DRIVE
SHAFT
BOLT
SIZE
/MATERIA
L GRADE
TIGHTENING
TORQUE
ft-lbs
(N-m)
DP6H/R
SC81A
or
CDS50-SC
7/16-20,
Grade 8
(Hi-
Tensile)
50-55
(68-75)
(See Note #2)
DQ6H/R
SC81A
or
CDS50-SC
7/16-20,
Grade 8
(Hi-
Tensile)
50-55
(68-75)
(See Note #2)
DR8H/R
SC2160A
M16, Class
10.9
(Metric)
(Hi-
Tensile)
100-105
(135-142)
(See Note #2)
DS0H/R
SC2160A
M16, Class
10.9
(Metric)
(Hi-
Tensile)
100-105
(135-142)
(See Note #2)
DT2H-
UFAA20
UFKA20,
FMKA40
UFAA50,
UFKA50,
UFAA58,
UFKA58
UFAA30
UFAA60
SC2160A
M16,Class
10.9
(Metric)
(Hi-
Tensile)
100-105
(135-142)
(See Note #2)
DT2H-
UFAA98,
UFAA92,
UFAA88,
FMAAX8
FMAAX2
SC2390
or
SC2390A
M16,Class
10.9
(Metric)
(Hi-
Tensile)
210-220
(285-298)
(See Note #2,3)
Note 1 –It is recommended that a medium strength
threadlocker (Loctite 243–blue) be used in the

Page 14 of 49
assembly and torquing of all hardware. This may be
purchased as part number C126758, 50ml bottle.
Note 2 –4 of the hi-tensile bolts and/or nuts, that are
used to connect the driveshaft to the drive disc and
that connect the driveshaft to the pump companion
flange, will require a “crow’s foot” wrench attached
to a standard torque wrench in order to apply the
required tightening torque. A standard socket will
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.
A) To check the Horizontal Parallel Offset, the
driveshaft must be in the proper orientation.
1. Rotate the shaft so the reference “AB” on the
flywheel adapter disc or the circumference of
the drive shaft flange (against the flywheel
adapter disc) is in the 12 o’clock position
shown on figure #7a.
2. Measure from the face of the flywheel
adapter disc to point E. (Point E is on the
bearing bore as shown in Figure #7a). This
measurement must be:
Measurement
Driveshaft
109 ± 2mm
SC81A / CDS50-SC
123.5 ± 1.5mm
SC2160A
142.5 ± 1.5mm
SC2390 / SC2390A
Figure #7a
B) With the driveshaft in the same orientation as
the previous step (Step A), check the
Horizontal Angular alignment of the shafts.
1. Measure from the mating surface of the
companion hub to point G shown on
figure #7b. (Point G is the furthermost
point on the bearing bore). This
measurement must be equal to the
measurement at point E + 0.5 mm.
Figure #7b
C) To check the Vertical Parallel Offset, the
driveshaft must be re-orientated.
1. Rotate the shaft 90○so the reference
“CD” on the flywheel adapter disc or the
circumference of the drive shaft flange
(against the flywheel) is in the position
shown on Figure#7c.
2. Measure from the face of the flywheel
adapter disc to point H. (Point H is the
furthermost point on the bearing bore
diameter). The measurement must be:
Measurement
Driveshaft
112.5 ± 1mm
SC81A / CDS50-SC
126.5 ± 1mm
SC2160A
145.5 ± 1.5mm
SC2390 / SC2390A
Figure #7c

Page 15 of 49
D) With the driveshaft in the same orientation as
the previous step (Step C), check the Vertical
alignment of the shafts.
1. Measure from the mating surface of the
pump companion hub of the drive shaft
to point J as shown in figure #7d. (Point J
is the same as point G, with the
driveshaft rotated 90o). This
measurement must be equal to the
measurement at point H + 1 mm.
Re-install all guards and grease fittings before
reconnecting the battery cables.
Figure #7d
DRIVESHAFT MAINTENANCE
1. To service the driveshaft disconnect the
negative battery cables, remove the top of
guard and set aside.
2. Rotate engine shaft manually so the u-joint
grease fittings are accessible.
3. Using a hand held grease gun with N.L.G.I.
grade 1 or 2 grease position on grease fitting.
Pump with grease until grease is visible at all
four cap seals.
4. Verify all driveshaft connecting bolts remain
tight. Re-torque per 2.4.1 if necessary.
5. Reinstall top of guard and connect negative
battery cables.
2.4.3 Other Coupling Types
Consult Factory or Clarke website at
www.clarkefire.com for additional
information.
2.5 STARTING/STOPPING THE ENGINE
2.5.1 To Start Engine
Before starting the engine for the first time review
section 3.4.6 to ensure there is an adequate Raw
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
AUTOMATIC after completing manual run.
•Position MAIN PUMP CONTROLLER
TO “OFF” POSITION. (Refer to Figure
#9).
•Lift and hold MANUAL CRANK #1, until
engine starts, or release after 15 seconds. If
unit fails to start, wait for 15 seconds, use
MANUAL CRANK #2 and repeat step.
•If COOLING WATER is not flowing or
engine TEMPERATURE is too HIGH,
open cooling system manual by-pass valves
(applies to heat exchanger cooled engines
only).
Note: You can also crank engines using manual
starting contactors.

Page 16 of 49
UL/FM Front Opening Instrument Panel
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
5
7
4
1
3
6
8
9
9
10
2

Page 17 of 49
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
AUTOMATIC after completing manual run.
2.5.1.1 Optional Pneumatic Starting System
Some engines may be provided with an optional
pneumatic starting system to crank the engine from a
pressurized receiver tank. See figure 9A for
schematic of the pneumatic starter system and wiring
diagram for field wiring.

Page 18 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
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).
Continue to hold lever in “STOP” position until
engine comes to a complete stop.
DR8H & DS0H engine models: The emergency stop
lever is located near the front of the engine. To stop
the engine rotate the emergency stop lever until it
stops. Continue to hold lever in “STOP” position
until engine comes to a complete stop.
DT2H engine models: If energized to stop solenoid
fails, you will NOT be able to stop the engine from
the instrument control panel or fire pump controller.
This solenoid is located on the left side (opposite side
of instrument panel) of the engine towards the front.
To stop the engine, rotate the emergency stop lever
counter-clockwise until the solenoid plunger is
completely depressed (see Figure #10B). Continue
to hold lever in “STOP” position until engine comes
to a complete stop.
Figure #10A
Figure #10B
2.6 WEEKLY TEST
An experienced operator should always be present
during the weekly test.
NOTE: This engine is designed to operate at rated
load conditions. For testing purposes the engine can
be run at lower load (lower flow) conditions.
Running times in any one period should not exceed
30 minutes maximum.
Before starting the engine make sure of the
following:
1) The operator has free access to stop the
engine in an emergency.
2) The plant room ventilation ducts are open
and the engine has good access for air.
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 19 of 49
which is not part of the original supply
specification.
5a) Heat Exchanger Cooling: The water supply
for coolant is available again without
restriction.
5b) Radiator Cooling: The air supply for cooling
is available again without restriction.
When engine is running make sure that the coolant
temperature and oil pressure raw cooling water flow
are within the limits specified on the relevant
Installation & Operation Data (see Page 5).
If the coolant temperature is excessive, check:
a. Cooling loop strainers
b. Proper functioning of thermostat
c. Condition of heat exchanger tube
bundle
3.0 ENGINE SYSTEMS
3.1 FUEL SYSTEM
3.1.1 Diesel Fuel Specification
All diesel fire pump drivers manufactured by Clarke
are designed, tested and warranted for use only with
No. 2-D Diesel Fuel conforming to ASTM
International D-975-11b or British Standard
BS2869:2010+A1:2011 Fuels oils for agricultural,
domestic and industrial engines and boilers -
Specification.
Although the above referenced fuel specifications
allow limited amounts of Biodiesel, 100% petroleum
fuel is preferred and should be used whenever
possible. Biodiesel in any amount greater than that
allowed by the above referenced specifications
should not be used. The use of fuels not referenced
above, or Biodiesel in amounts greater than allowed
in the above referenced specifications, may affect
performance and reliability, and may result in a non-
warrantable engine condition.
To insure engine reliability and performance, the fuel
provided for Clarke fire pump drivers must be
maintained in a quality condition. Refer to NFPA 25
2014, reprint provided below, for guidance to the
minimum requirements for fuel maintenance for all
Clarke fire pump engine installations.
The following is reprinted from the “NFPA 25 2014
Standard for the Inspection, Testing, and
maintenance of Water-Based Fire Protection
Systems,” Copyright © 2013 National Fire
Protection Association®. All Rights Reserved.
8.3.4 Diesel Fuel Testing and Maintenance
8.3.4.1 Diesel fuel shall be tested for
degradation no less than annually.
8.3.4.1.1* Fuel degradation testing shall
comply with ASTM D975-11b Standard
Specification for Diesel Fuel Oils, or ASTM
D6751 -11b Standard Specification for
Biodiesel Fuel Blend Stock (B100) for
Middle Distillate Fuels as approved by the
engine manufacturer, using ASTM D 7462 -
11 Standard Test Method for Oxidation
Stability of Biodiesel (B100) and Blends of
Biodiesel with Middle Distillate Petroleum
Fuel (Accelerated Method).
8.3.4.2* If diesel fuel is found to be deficient
in the testing required in 8.3.4.1.1, the fuel
shall be reconditioned or replaced, the
supply tank shall be cleaned internally, and
the engine fuel filter(s) shall be changed.
8.3.4.2.1 After the restoration of the fuel and
tank in 8.3.4.2, the fuel shall be retested each
6 months until experience indicates the fuel
can be stored for a minimum of one year
without degradation beyond that allowed in
8.3.4.1.1
8.3.4.3 When provided, active fuel
maintenance systems shall be listed for fire
pump service.
8.3.4.3.1 Maintenance of active fuel
maintenance systems shall be in accordance
with the manufacturer’s recommendations.
8.3.4.3.2 Maintenance of active fuel
maintenance systems shall be performed at a
minimum annual frequency for any portion of
the system that the manufacturer does not
provide a recommended maintenance
frequency.
8.3.4.3.3 Fuel additives shall be used and
maintained in accordance with the active fuel
maintenance system manufacturer’s
recommendations.

Page 20 of 49
A.8.3.4.1.1 Commercial distillate fuel oils
used in modern diesel engines are subject to
various detrimental effects from storage. The
origin of the crude oil, refinement processing
techniques, time of year, and geographical
consumption location all influence the
determination of fuel blend formulas.
Naturally occurring gums, waxes, soluble
metallic soaps, water, dirt, blends and
temperature all contribute to the degradation
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.
Storage tanks should be kept water-free.
Water contributes to steel tank corrosion and
the development of microbiological growth
where fuel and water interface. This and the
metals of the system provide elements that
react with fuel to form certain gels or
organic acids, resulting in clogging of filters
and system corrosion. Scheduled fuel
maintenance helps to reduce fuel
degradation. Fuel maintenance filtration can
remove contaminants and water and
maintain fuel conditions to provide reliability
and efficiency for standby fire pump engines.
Fuel maintenance and testing should begin
the day of installation and first fill.
A.8.3.4.2 Where environmental or fuel
quality conditions result in degradation of
the fuel while stored in the supply tank, from
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.
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.
Use a piece of cardboard or paper to search for
leaks. Do not use your hand.
If ANY fluid is injected into the skin, it must be
surgically removed within a few hours by a doctor
familiar with this type injury or gangrene may
result. Ref Figure #11
Figure #11
Whenever the fuel system has been opened up for
service (lines disconnected or filters removed), it will
be necessary to bleed air from the system.
DP6H, DQ6H, DR8H, DS0H, DT2H Engine Series:
1) Loosen the air bleed valve (A) by hand on fuel
filter head. Ref. Figure #12A and #12B.
2) Operate supply pump primer lever (B) until
fuel flow is free from air bubbles. On the DP6H,
and DQ6H it will be necessary to rotate pump
handle to release it and then to lock in place after
fuel system is bled. Ref. Figure #13A and #13B.
3) Tighten bleeding valve securely; continue
operating hand primer until pump action is not
felt.
4) Start engine and check for leaks.
Figure #12A –DP6H, DQ6H, DR8H, & DS0H
models
A