CLEMSON UNIVERSITY FIRE DEPARTMENTENGINE 3 SPECIFICATION
THREEENGINE and DRIVETRAINCOMPLY? YN
3.1ENGINE LOCATION, ENCLOSURE and AIR INTAKE
3.1.1 NEThe engine shall be located “forward” of the centerline of the front axle.
3.1.2.1 The engine enclosure will be as narrow and as low as possible while meeting the cooling air movement and other criterion of the engine manufacturer.
3.1.2.2Engine enclosure design and padding utilized will maximize noise and heat isolation from the crew cab. The engine-side and/or the cab-side of the engine cover will be covered with heat and sound absorbing material(s).
3.1.2.3The cab-side material will be upholstered with Durawear or covered with other “molded” panels to match the cab interior covering used on seats, door panels headliner and dash if necessary to isolate noise and heat. Otherwise, a texured painted metal surface is acceptable.
3.1.3The engine will have a means of access to the engine compartment to permit daily fluid checks and adding fluid without tilting the cab.
3.1.4At least two (2) work lights with a base-mounted switch will be installed in the engine enclosure to illuminate service and repair work. (Same as 5.7.5.)
3.1.5The engine air intake will be equipped with a stainless steel ember separator with a minimum surface area of 120 square inches to meet the requirements outlined in NFPA 1901. The intake will have a polished stainless steel cover if it is not integrated into the front grill.
3.1.6 NEEngine manufacturer’s certification of approval of doghouse design and engine installation in the specific cab and chassis being proposed by the manufacturer shall be demonstrated by attaching copies of the certification documentation with the bid. Such approval shall be at full horsepower rating in a continuous duty application under all operating conditions (minus 10 degrees Fahrenheit to 120 degrees Fahrenheit) including road and pump.
3.1.7Documentation of compliance with NFPA 1901 noise requirement will also be demonstrated with the bid as an attachment.
3.1 Note 1There will be no exception to any portion of the engine installation certification. Any bid containing an engine installation certification exception will be disqualified.
3.1 Note 2No type of automatic horsepower reduction features will be allowed.
3.2ENGINE.
3.2.1 NEThe diesel engine preferred shall be a Cummins ISX 12 450 developing 435 HP @ 2100 RPM. The engine shall develop1550 ft. lb. of torque at 1200 RPM.
3.2.2The engine will be fully guaranteed by the engine manufacturer for five (5) years or 100,000 miles for 100% of parts and labor.
3.2.3The engine’s performance computer will be password protected to allow only factory authorized representatives to change settings.
3.2.2The engine’s electronic controls shall be integrated with a pressure sensor governor feature to control fire pump output pressure. (See Section 6)
3.3ENGINE COMPRESSOR TYPE BRAKING RETARDER
3.3.1Engine will be equipped with a Cummins C-brake. (See Section 2.7)
3.4ENGINE ACCESSORIES
3.4.1A Farr Acolyte (or equal) air cleaner with restriction gauge or warning on the dash will be installed.
3.4.2A 18.7 cfm Wabco air compressor will be installed on the engine. (2.4.8.1)
3.4.3Oil filter(s) of the full flow type will be provided to meet engine manufacturer’s specifications.
3.4.4The oil drain plug will be magnetic pick-up type.
3.4.5The turbo charger related plumbing will be wrapped with heat shielding material by Hitchco of Atlanta or equal. Extra care will be taken to ensure that the heat-shielding wrap does not rub adjacent chassis frame rails, installed equipment, other engine parts or body panels. Extra care will also be taken to insure that no coolant lines or electrical lines can come in contact with hot exhaust pipes.
3.4.6The engine will be provided with an oil cooler.
3.5ENGINE COOLING and RELATED COMPONENTS
3.5.1Engine cooling must be approved by engine manufacturer. Chassis/cab manufacturer will provide test certification data that cooling system meets engine manufacturer’s requirement test including the grill mounting of a mechanical siren. The engine cooling system will be capable of maintaining engine manufacturer’s recommended engine operating temperature during all load conditions.
3.5.2The radiator will be a minimum 4” Modine core, with six rows of tubes and 11 fins per inch, or equal, and will have not less than 1250 square inches of frontal area. The radiator core will be Beta welded, not soldered.
3.5.2.1The radiator will have a protective skidpan mounted to the bottom of the chassis frame rails if any parts extends such that it may be damaged.
3.5.3The radiator will be of the bolted tank design with a full aerating system built into the top tank. A drain cock will be provided on low point of the radiator. The radiator will be mounted in such a fashion as to eliminate stress to the radiator caused by twisting of the chassis during roadwork.
3.5.4The total capacity of the cooling system will not be less than 58 quarts and have a chemically charged water filter for protection of the radiator and engine.
3.5.5.1Cooling system will be pre-charged with Nalcool 3000 anti-corrosion additive and Cummins prescribed antifreeze to minus 10 degrees.
3.5.6The engine will be provided with a minimum 30 inch 9 blade high performance fan. A shroud will be installed around the fan to enhance cooling airflow.
3.5.7An auxiliary cooling system will be provided to aid in maintaining proper engine coolant temperature during sustained stationary pumping operations. It will be of the external heat exchange type. Locate control on the pump panel.
3.5.8 All radiator coolant and heater hoses will be silicone with Oticker hose clamps that are approved for use with silicone hose.
3.6ENGINE FUEL SYSTEM
3.6.1.1The fuel tank will hold a minimum of 65 US gallons.
3.6.1.2With an up to 8% cross slope in any direction during refueling operations, obtainable fuel tank fill capacity will be at least 95% of 65 gallons. Each side of the tank, therefore, will have a 3/4” diameter vent back to the fill port.
3.6.2.1Construction methods utilized in the fuel tank is up to the chassis builder.
3.6.2.2 The fuel tank will be baffled as required to prevent surges in any direction.
3.6.3.1Rubber isolation gaskets or equal treatment will be installed between the cradle/straps used to locate the removable fuel tank to prevent the straps from abrading the fuel tank during routine movement/vibration.
3.6.4.2Fill port access will be provided on the driver’s side of the apparatus body in the rear wheel well areas. Ports will be 2-1/4” diameter and as straight and short as possible. Attach fuel caps to the port tube cap flanges with plastic lanyards.
3.6.4.3 NEFill port shall be recessed behind Cast Products refill doors. Exact fill port location shall be determined at the PCC. A VisionMark or approved equal identification plate marked “DIESEL” shall be permanently mounted at the fill port or on the fill port cover. Engraved plastic labels not acceptable. (The word “DIESEL” laser cut into a fabricated fill door is also acceptable.)
3.6.5.1A gear-type transfer fuel pump, engine driven, will be utilized.
3.6.5.2An auxiliary electric fuel pump will be provided to overcome the loss of prime.
3.6.4.1An electric fuel level gauge will be mounted in the cab on the instrument panel.
3.6.5Fuel gauge sending unit will be replaceable without dropping the tank.
3.6.6Single suction and return, nylon braid reinforced, fuel lines with crimped brass fittings will be carefully routed inside the frame rails and covered with high temperature rated split plastic loom.
3.6.7A primary fuel filter will be provided in the suction line and will be of the spin on type. It will be mounted to provide for ease of replacement in accordance with the engine manufacturer.
3.7ENGINE EXHAUST SYSTEM
3.7.1 NEThe exhaust system shall meet all federal and state regulations at time of delivery.
3.7.2 NEThe exhaust system shall be constructed so as to not lower the efficiency of the engine. Exhaust system shall be approved by the engine manufacturer.
3.7.3.1 NEExhaust system tubing and muffler shall be constructed from heavy duty aluminized truck components or stainless steel.
3.7.3.2 NEA stainless steel flex pipe shall be used to isolate engine vibrations from the mounted exhaust system.
3.7.4 NEExhaust pipes shall be heat shielded with heat-absorbing fiberglass blanketing or sleeves and metal shields where necessary to reduce engine compartment heat, to protect the alternator from overheating and to prevent injury to personnel while performing routine fluid level checks on the engine and related systems.
3.7.5 NEA single exhaust outlet shall be directed to the right side of the vehicle and terminate near the end of the right side running board. The termination shall be perpendicular to the running board and constructed to mate with the hook up on the fire station’s exhaust extraction system. This design will be determined at the pre-construction conference.
3.7.6 NEThe muffler shall be an aluminized type or stainless steel meeting the engine manufacturer’s specifications and current noise level standards.
3.7.7 NECummins after treatment system shall be installed in compliance with the Cummins ISX engine and EPA standards.
3.8ENGINE AUTOMATIC HIGH-IDLE ACTIVATION SYSTEM
3.8.1The load management system will be capable of activating the apparatus high-idle system when the electrical system voltage drops below 12.3 volts DC. The system will raise engine speed for a minimum of five minutes until voltage exceeds 13.0 volts DC. The load management system will activate the high-idle feature before any devices are automatically shed in an attempt to protect the engine operating voltage.
3.8.2The automatic high-idle system will be deactivated whenever the brake pedal is pressed and will remain inactive for two minutes thereafter to allow the apparatus operator to override the high idle function and return the engine to idle before PTO engagement. The auto high idle system will also be disabled when apparatus is in PTO.
3.9ENGINE WARNING SYSTEM
3.9.1An engine warning system will be provided to monitor engine conditions such as low oil pressure, high engine temperature and low coolant level. Warning indication will include a STOP ENGINE (Red) light with an audible buzzer activation and a CHECK ENGINE (Amber) light.
3.10TRANSMISSION and RELATED COMPONENTS
3.10.1The transmission will be an Allison EVS 4000 electronic six-speed with the sixth gear locked out and otherwise programmed to be in concert with the supplied engine. An electronic transmission oil level gauge will be provided on the dash. The transmission will have a diagnostic reader port connection.
3.10.2Transmission gear ratios and torque converter stall ratio will be as recommended by the manufacturer of the transmission utilizing data supplied by the apparatus manufacturer.
3.10.3The transmission will be provided with a fourth-gear “direct-drive” ratio and a lock-up device for fire pump operation that is automatically activated when the fire pump is engaged and automatically deactivated when the pump is disengaged to return the apparatus to normal road operation.
3.10.4The transmission’s fifth-gear will be an overdrive ration permitting the vehicle to reach its top speed at the engine’s governed speed.
3.10.5Gearshift will be of the electronic “push-button” matched to the transmission. It will be located on the engine housing or on the dashboard to the right side of the steering wheel. It will be backlit for visibility during nighttime operation.
3.10.6The transmission wiring harness will be manufacturer assembled with Metri-Pack 280 connectors with triple silicone seals and clip-type positive seal connections such that it fully protects all electrical connections from contamination without the use of coatings.
3.10.7A transmission oil cooler will be provided of ample capacity to maintain normal operating temperature of transmission through any phase of operation that this type apparatus may encounter. (See section on Retarders.)
3.10.8A transmission temperature gauge along with a high temperature warning light and buzzer will be installed on the cab instrument panel.
3.10.9A neutral safety switch will be incorporated into the transmission to prevent starting of the engine while in any drive gear.
3.10.10A sender unit for an intermittent type audible electronic automatic backup warning device will be connected to the transmission. The output device will be mounted in a protected location on the rear of the body in a position for maximum effectiveness
3.10.11A backup light switch will be incorporated in the transmission to activate backup lights mounted on the rear of the apparatus body.
3.10.12The transmission fluid level check dipstick will be coated with a bright red rubber compound coating to ease check oil levels when the engine is hot.
3.11DRIVE SHAFTS
3.11.1Driveshaft tubing will be heavy-duty steel tubing sized by the chassis manufacturer to be commensurate with weight of the vehicle and the torque of the engine but will be not less than 4 inches outside diameter with .180 wall thickness.
3.11.2Shafts will be axially straight, concentric with axis and dynamically balanced before being installed in the chassis. Extended life universal joints will be Spicer 1710 series with dual grease fitting universal joints with “half-round” end yokes. All universal joints will have grease fittings. A splined slip joint will be provided in each shaft assembly. Provide two (2) Zerk fittings in each universal joint assembly so the joint can be greased without turning the shaft.
3.11.3 NEDrive shaft fabrication for fire pump installation shall be accomplished by the chassis manufacturer with the fire pump mounted by the chassis builder.
October 18, 2018SECTION 3 - PAGE 1