Detroit Diesel DD15 Engines For Sale
Detroit Diesel spent $1.5 Billion developing the DD15 engine platform. Up to that point in time, it was the largest amount of money any manufacturer had ever poured into a new engine program. But why did the Daimler AG-owned engine maker commit to such a colossal investment? For starters, federal NOx and PM emissions standards were set to tighten up substantially beginning in 2007, and—rather than adapt its wildly successful Series 60 engines to adhere to the new regulations—the company needed a clean-slate power plant built with future emissions standards in mind.
Well-Built—Because It Had To Be
Additionally, Detroit Diesel had to produce a state-of-the-art diesel that lived up to what its customers had come to expect from its Series 60 engines. That meant million-mile durability, first-rate fuel economy and class-leading power had to be on tap. Despite the DD15’s intermittent EGR and aftertreatment system issues, it has proven to be one of the more reliable heavy-duty on-highway engines produced in the modern era—often living up to its 1.2-million-mile B50 rating. From its robust design and advanced high-pressure common-rail injection system to its unique turbo system, the DD15 is a one-of-a-kind workhorse that continues to earn its keep in countless fleets across North America.
An engine’s ability to stand up to the immense cylinder pressure created when 1,850 lb-ft of torque is produced at just 975 rpm begins and ends with robust construction. The Detroit Diesel DD15 block itself is cast with both horizontal and vertical ribs for added rigidity. The forged-steel crankshaft features induction hardening and each cylinder boasts a bottom-stop liner (which means the wet sleeve is sealed at both the bottom and the top) for optimum durability and longevity. A rear-mounted gear train minimizes torsional stress between the flywheel and gear train, provides for better camshaft operating efficiency, and also leads to less engine noise.
Tough Up Top
The DD15’s iron cylinder head features four valves per cylinder and 38 torque-to-yield head bolts anchor it to the block. The cylinder head arrangement boasts eight fasteners per cylinder (with sharing), which lends itself to tremendous combustion sealing. Overhead camshafts actuate the valvetrain, and their hollow, aluminum construction plays into their low inertia design. The camshafts reside in an aluminum cam frame (or cam housing), where the exhaust cam is equipped with a dedicated lobe for the three-stage, integrated Jacobs Brake system.
Amplified Common Rail System (ACRS)
Breaking away from the Series 60’s unit injection system, the DD15 was engineered to utilize high-pressure common-rail injection, coined Amplified Common Rail System (or ACRS). The system uses a gear-driven, high-pressure pump to pressurize fuel (higher than 30,000 psi in some instances) and stores it in the fuel rail until the injectors call for it. Dual solenoid-equipped common-rail injectors offer precise fueling capability and plenty of flexibility during fueling events (varying timing and quantity according to demand), and each injector has the capacity to carry out five separate injections per power stroke. ACRS was key in making sure the DD15 met 2007 and future PM emissions standards.
A unique turbo system, developed 100-percent in-house at Detroit Diesel, is employed to force additional air into the DD15. The company’s turbo compound system (or axial power turbine) revolves around the use of a single (and simple), non-wastegated, fixed geometry turbocharger. The system takes exhaust gas energy and converts it into horsepower by passing it through a turbine-driven configuration that’s married to the rear gear train by way of a hydrodynamic coupling. Working in tandem with the turbocharger, the axial power turbine helps generate as much as 53 additional horsepower, and up to 100 lb-ft of torque. Its primary goal is to improve fuel economy, but (of course) the added power is a welcomed supplementary benefit.
Common DD15 Problems And Failure Points
The list of problems associated with the Detroit Diesel DD15 is short, but one of its biggest issues, low oil pressure, can lead to catastrophic engine damage if it goes unaddressed. It’s common for the O-rings between the oil suction manifold and oil pump to harden, become brittle, and lose their sealing ability over time—and the only solution is to drop the oil pan and replace them. To a lesser degree, spun main and rod bearings occur. This is partially due to the DD15’s use of tri-metal bearings, which are great for handling high load capacities but don’t tolerate any level of oil contamination. Other issues are more familiar, such as emissions equipment failures, namely in the form of stuck EGR valves, plugged EGR coolers, and failed differential pressure and NOx sensors. A full list of DD15 failures we come across here at Big Bear Engine Company are listed below:
*Spun Main Bearings
*Spun Connecting Rod Bearings
*Wrist Pin Failure
*Lack Of Oil Pressure
*Failed Oil Pump
*Broken Oil Pickup Tube
*Cracked Rocker Box Housing
*Leaking Water Manifold
The DD15 Remanufacturing Process At Big Bear Engine
If a customer’s Detroit Diesel DD15 is unfortunate enough to suffer a serious internal engine failure but at the same time is fortunate in that many of the engine’s external components can be salvaged, a remanufactured DD15 long block is a sound solution. In fact, a reman long block is about as financially feasible as replacing a DD15 engine gets.
To accomplish this, our seasoned team of machinists and engine builders perform a full core tear down, cleaning, inspection, and also handle all machining of your DD15 before it leaves our care. This process guarantees each engine departs the Big Bear Engine facility in perfect running condition every time.
Of crucial note in the DD15 reman process is that all of our reman long blocks are built with a mixture of both remanufactured and new parts. We do not recondition or refurbish old engine parts. Instead, we comprehensively rebuild your DD15 back to OEM specs.
In an effort to avoid premature failure of both parts and the DD15 engine itself, we remove all impurities by stripping the block and head, and then subject them to an extensive and meticulous cleaning process in a chemical jet wash or hot tank.
Factory DD15 crankshafts are precision machined to exact tolerances, polished (for reduced bearing and oil resistance) and are magnafluxed (to check for cracks). Once those steps are completed, the crankshaft is inspected by our quality control department.
To both guarantee a proper sealing surface with the cylinder block as well as achieving a finish that is compatible with the latest gasket materials on the market, the cylinder head is resurfaced after passing initial inspection. Valve height is mic’d and the head is vacuum-tested to ensure precise valve sealing.
Each DD15 block is carefully inspected for cracks and other signs of damage or fatigue. To eliminate distortion once the cylinder head is fastened to the block, all cylinders are bored and honed to precise tolerances. This process reduces the causes of engine blow-by significantly. All block surfaces are then machined and inspected to ensure they receive a proper finish.
Each DD15 camshaft is inspected and precisely machined to ensure it provides accurate lift. Lobes are also measured with a micrometer to make certain that all OEM tolerances are adhered to. NOTE: On our Premium Long Block we offer the Camshaft and Cam Housing as a mated OE pair; our Basic DD15 Long Block does not come with those components standard.
Each connecting rod from your DD15 is carefully analyzed for signs of bending and/or twist. From there, each rod is cleaned and then machined to OEM specifications. That process is followed with each unit being honed to its usual diameter of original equipment, providing for even distribution of stress across the rod bearing. New bushings are also fitted (and machined) in all bushed connecting rods.
Fresh pistons and rings, bearings, cylinder liners, gaskets, and all seals come standard on reman DD15 long blocks. These brand-new parts ensure dependable performance and reliability throughout the life of your engine. The new parts employed in a Big Bear long block are a combination of OEM and aftermarket components.
Wearable parts are replaced in every single engine. All Detroit Diesel DD15 core material is inspected and examined against the original specifications to certify correct dimensional tolerances. In the end, the goal of remanufacturing an engine is to restore it to a state that is as close to new as possible. Replacement parts are either new or requalified, and if new the parts are produced using the exact same manufacturing process(es) employed on the original engine. All testing is performed according to manufacturer specs and original production standards to ensure the highest level of quality.
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DD15 Long Block Parts List:
*Cylinder Head (loaded and complete)
*Pistons and Rings
*Lifters and Followers
*Timed Rear Gear Group
*All Appropriate Gasket Sets
*All Required Lower Gaskets and Seals
Note: We can provide a new oil pump, oil cooler, water pump, turbo, injectors, and fuel pump for additional cost(s) with the long block, but these components will not come assembled to the engine.
**1-Year Warranty: First 6 Months Parts & Labor, Second 6 Months Parts Replacement Only. Ask your sales representative for a full copy of our manufactured long block warranty.
Detroit Diesel DD15 Applications:
*Class 8 Trucks (namely Freightliner and Western Star)
*Tandem and Tri-Axle Dump Trucks
|Configuration||Inline-six (I-6), four-stroke diesel|
|Aspiration||Turbocharged and intercooled|
|Horsepower||455 hp to 560 hp|
|Compression Ratio||18.4:1 (introduction) to 21.0:1|
|Bore Length||5.47-inch (139mm)|
|Block||Cast-iron with horizontal and vertical rigidity ribs, rear gear train and bottom-stop cylinder liners|
|Displacement||906 ci (14.8L)|
|Head||Cast-iron with 38 head bolts (8 head bolts per cylinder with sharing)|
|Oil System Tank Capacity||47 quarts|
|Fuel Consumption||LHV 42 780 kJ/kg (18 390 Btu/lb) weighing 845-850 g/liter (7.052-7.094 lb/U.S.gal)|
|Dry Weight||2,718 – 2,880 lbs|
|Valvetrain||DOHC, 4 valves per cylinder, aluminum cam housing|
|Camshaft||Low inertia, dual overhead (and hollowed) camshafts with 3-stage, integrated Jacobs Brake|
|Turbo||Holset HX55 fixed geometry (non-wastegated) with turbo compound axial power turbine technology (i.e. flywheel turbine, or turbo compound system)|
|Combustion System||Direct Injection|
|Injection System||Amplified Common Rail System (ACRS) with high-pressure fuel pump and dual-solenoid activated injectors|
|Emissions Equipment||EGR (’07-current), DPF (’07-current), DOC (’07-‘current), SCR (’10-current)|
|Torque||1,550 lb-ft to 1,850 lb-ft|
Give us a call today at 844-340-4114 for immediate sales and support for the Detroit Diesel DD15, Cummins 4BT, Cummins 6BT, 6CT, ISC, 855, QSB 4.5 L or CAT 3306. If you have any questions check out our FAQ Page. We are always ready to help or just listen to your crazy off-roading adventures!