3 - BidNet



3.1 ENGINE LOCATION, ENCLOSURE and AIR INTAKE

3.1.1 NE The 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.

3.1.2.2 Engine 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).

3.1.2.3 The 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.

3.1.3 The engine will have a means of access to the engine compartment to permit daily fluid checks and adding fluid without tilting the cab.

3.1.4 At 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.)

3.1.5 The 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 NE Engine 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.

3.1.7 Documentation of compliance with NFPA 1901 noise requirement will also be demonstrated with the bid as an attachment.

3.1 Note 1 There 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 2 No type of automatic horsepower reduction features will be allowed.

3.2 ENGINE.

3.2.1 NE The 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.

3.2.2 The engine will be fully guaranteed by the engine manufacturer for five (5) years or 100,000 miles for 100% of parts and labor.

3.2.3 The engine’s performance computer will be password protected to allow only factory authorized representatives to change settings.

3.2.2 The engine’s electronic controls shall be integrated with a pressure sensor governor feature to control fire pump output pressure. (See Section 6)

3.3 ENGINE COMPRESSOR TYPE BRAKING RETARDER

3.3.1 Engine will be equipped with a Cummins C-brake. (See Section 2.7)

3.4 ENGINE ACCESSORIES

3.4.1 A Farr Acolyte (or equal) air cleaner with restriction gauge or warning on the dash will be installed.

3.4.2 A 18.7 cfm Wabco air compressor will be installed on the engine. (2.4.8.1)

3.4.3 Oil filter(s) of the full flow type will be provided to meet engine manufacturer’s specifications.

3.4.4 The oil drain plug will be magnetic pick-up type.

3.4.5 The 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.

3.4.6 The engine will be provided with an oil cooler.

3.5 ENGINE COOLING and RELATED COMPONENTS

3.5.1 Engine 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.

3.5.2 The 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.

3.5.2.1 The 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.

3.5.3 The 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.

3.5.4 The 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.

3.5.5.1 Cooling system will be pre-charged with Nalcool 3000 anti-corrosion additive and Cummins prescribed antifreeze to minus 10 degrees.

3.5.6 The 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.

3.5.7 An 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.

3.6 ENGINE FUEL SYSTEM

3.6.1.1 The fuel tank will hold a minimum of 65 US gallons.

3.6.1.2 With 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.

3.6.2.1 Construction 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.

3.6.3.1 Rubber 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.

3.6.4.2 Fill 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 NE Fill 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.)

3.6.5.1 A gear-type transfer fuel pump, engine driven, will be utilized.

3.6.5.2 An auxiliary electric fuel pump will be provided to overcome the loss of prime.

3.6.4.1 An electric fuel level gauge will be mounted in the cab on the instrument panel.

3.6.5 Fuel gauge sending unit will be replaceable without dropping the tank.

3.6.6 Single 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.

3.6.7 A 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.

3.7 ENGINE EXHAUST SYSTEM

3.7.1 NE The exhaust system shall meet all federal and state regulations at time of delivery.

3.7.2 NE The 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 NE Exhaust system tubing and muffler shall be constructed from heavy duty aluminized truck components or stainless steel.

3.7.3.2 NE A stainless steel flex pipe shall be used to isolate engine vibrations from the mounted exhaust system.

3.7.4 NE Exhaust 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 NE A 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 NE The muffler shall be an aluminized type or stainless steel meeting the engine manufacturer’s specifications and current noise level standards.

3.7.7 NE Cummins after treatment system shall be installed in compliance with the Cummins ISX engine and EPA standards.

3.8 ENGINE AUTOMATIC HIGH-IDLE ACTIVATION SYSTEM

3.8.1 The 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.

3.8.2 The 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.

3.9 ENGINE WARNING SYSTEM

3.9.1 An 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.

3.10 TRANSMISSION and RELATED COMPONENTS

3.10.1 The 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.

3.10.2 Transmission gear ratios and torque converter stall ratio will be as recommended by the manufacturer of the transmission utilizing data supplied by the apparatus manufacturer.

3.10.3 The 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.

3.10.4 The transmission’s fifth-gear will be an overdrive ration permitting the vehicle to reach its top speed at the engine’s governed speed.

3.10.5 Gearshift 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.

3.10.6 The 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.

3.10.7 A 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.)

3.10.8 A transmission temperature gauge along with a high temperature warning light and buzzer will be installed on the cab instrument panel.

3.10.9 A neutral safety switch will be incorporated into the transmission to prevent starting of the engine while in any drive gear.

3.10.10 A 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

3.10.11 A backup light switch will be incorporated in the transmission to activate backup lights mounted on the rear of the apparatus body.

3.10.12 The 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.

3.11 DRIVE SHAFTS

3.11.1 Driveshaft 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.

3.11.2 Shafts 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 NE Drive shaft fabrication for fire pump installation shall be accomplished by the chassis manufacturer with the fire pump mounted by the chassis builder.

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