2-38 Operation and Maintenance
2-38 Operation and Maintenance
Construction and Industrial
Fig. 2-34, (OM1040L). Adjusting valves
locknut. A check can be made of the adjustment
without disturbing the locknut or screw setting. The
valves can also be checked or set while adjusting the
injectors by this method. See Table 2-11 for speci-
fications.
Table 2-11: Adjustment Limits Using Dial
Indicator Method Inch [mm] V-903 Engines
Injector Plunger Valve Clearance
Travel Intake Exhaust
1 to 1 Rocker Lever Ratio — Injector Lever Casting
P/N 211319
0.187 + 0.001 0.012 0.025
[4.75 + 0.03] [0.30] [0.64]
Before adjustment, tighten the injector hold-down
capscrew to 30 to 35 ft-lbs [41 to 47 Nem] torque.
Note: Remove the clip, and using either a 3/8 inch
hex drive for female type barring device or a 5/8 inch
sixpoint socket for the male type barring device,
press inward until the barring gear engages the
drive gear; then advance. Fig. 2-35. After completion
of adjustment, be sure the drive retracts and install
the key into the safety lock groove.
Using the regular engine barring device, Fig. 2-35,
rotate the engine in the direction of rotation with the
“VS” mark for cylinder 2-8 is aligned with the point-
er. In this position both the intake and exhaust valve
rocker levers for No. 2 cylinder should be free and
can be moved up and down. If not, bar the engine
Fig. 2-35, (OM1041L). Barring V-903 Engine
another 360 degrees in the direction of rotation and
realign the 2-8 “VS” mark.
The timing mark locations (Fig's. 2-36 and 2-37) are
used with the dial indicator method of setting the
injectors and valves. Alignment, in either location,
should be held to within one-half inch [12.7 mm] of
the pointer.
Fig. 2-36, (OM1042L). Location of timing marks on front cover
and vibration damper
Note: No. 1 cylinder is selected for the purpose of
illustration only. Any other cylinder could be used, if
so desired.
1. Set up the ST-1170 Indicator Support with the
indicator extension atop the injector plunger
flange at the cylinder to be set. Fig. 2-38.
2. Screw the injector lever adjusting screw down
Fig. 2-38, (V514114). Dial indicator in place — V-903
until the plunger is bottomed in the cup, back off
approximately 1/2 turn then bottom again, setthe
dial indicator at zero (0).
Note: Care must be taken to assure the injector
plunger is correctly bottomed in the cup, without
overtightening the adjusting screw, before setting
the dial indicator.
3. Back the adjusting screw out until a reading of
0.187 inch [4.75 mm], reference Table 2-11, is
obtained on the dial indicator. Snug tighten the
locknut.
4. Using 3375790 Rocker Lever Actuator, bottom
the injector plunger, check the zero (0) setting.
Fig. 2-39. Allow the plunger to rise slowly, the
indicator must show the plunger travel to be
within the range specified in Table 2-11.
Maintenance Instructions 2-39
ба TM
Fig. 2-39, (V514128). Bottoming injector plunger in cup — V-903
5. Using ST-669 Torque Wrench Adapter to hold
the adjusting screw in position, torque the lock-
nut 30 to 35 ft-lbs [41 to 47 Nem]. If the torque
wrench adapter is not used, hold the adjusting
screw with a screwdriver, torque the locknuts 40
to 45 ft-lbs [54 to 61 Nem].
6. Actuate the injector plunger several times as a
check of the adjustment. Remove the dial indica-
tor assembly.
7. Adjust the valves on the appropriate cylinder as
determined in Step 1 and Table 2-11. Tighten the
locknuts the same as the injector locknut.
Crosshead Adjustment
Crossheads are used to operate two valves with one
rocker lever. The crosshead adjustment is provided
to assure equal operation of each pair of valves and
prevent strain from misalignment.
1. Loosen the valve crosshead adjusting screw
locknut and back off the screw one turn.
2. Use light finger pressure at the rocker lever con-
tact surface to hold the crosshead in contact with
the valve stem (without adjusting screw). Fig.
2-40.
3. Turn down the crosshead adjusting screw until it
touches the valve stem.
4. Hold the adjusting screw in position and torque
the locknut to the values listed in Table 2-9.
Note: Be sure that the crosshead retainer on the
exhaust valves, if used, are positioned equally on
both sides of the spring over the crossheads and
valve springs properly.
2-40 Operation and Maintenance
Construction and Industrial
Fig. 2-40, (V51490). Adjusting crossheads — V-903
5. Check the clearance between the crosshead and
the valve spring retainer with awire gauge. There
must be a minimum of 0.025 inch {0.64 mm]
clearance at this point.
Valve Adjustment
The same crankshaft position used in adjusting
injectors is used for setting intake and exhaust
valves.
1. Loosen the locknut and back off the adjusting
screw. Insert a feeler gauge between the rocker
lever and the top of the crosshead. Fig. 2-41.
Valve clearances are shown in Table 2-11. Turn
the screw down until the lever just touches the
gauge, and lock the adjusting screw in position
3.4
Fig. 2-41, (V51492). Adjusting valves — V-903
A.
with the locknut. Torque the adjusting screw
locknuts to 40to 45 ft-1b [54 to 61 N*em] or 30to 35
ft-lb [41 to 47 Nem] when using an ST-669
Adapter.
2. Always make the final valve adjustment after the
injectors are adjusted.
NH-743, N-855, C.I.D. Engines, Injector and
Valve Adjustment (Dial Indicator
Method)
Note: Before adjusting the injectors and valves be
sure to determine if the rocker housings are cast
iron or aluminum and use the appropriate setting.
Before adjusting the injectors, torque the cylindrical
injector, hold-down capscrews in alternate steps to
10 to 12 ft-Ibs [14 to 16 Nem]. With flange injectors
torque the hold-down capscrews in alternate steps
to 12to 14 ft-lbs [16t0 18 Nem]. Tighten the fuel inlet
and drain connections to 20 to 25 ft-lbs [27 t0 34
Nem] in the flange injectors.
Maintenance Adjustment
1. Bar the engine until “A” or 1-6 “VS” mark on the
pulley, Fig. 2-42, is aligned with the pointer on the
gear case cover. in this position, both valve
rocker levers for cylinder No. 5 must be free
(valves closed). The injector plunger for cylinder
No. 3 must be at top of its travel; if not, bar the
engine 360 degrees, realign the mark with the
pointer.
16 TC
Cor
A or 34 VS
16 VS
Bor
25 VS
Fig. 2-42, (N114230). Accessory drive pulley marking — N-855
2. Setup ST-1170 Indicator Support with the indi-
cator extension on the injector plunger top at No.
3 cylinder, Fig. 2-43. Make sure the indicator
Fig. 2-43, (OM1051
L). Extension in contact with plunger
extension is secure in the indicator stem and not
against the rocker lever.
Note: Cylinder No. 3 forinjector setting and cylinder
No. 5 for valve setting are selected for illustration
purposes only. Any cylinder combination may be
used as a starting point. See Table 2-12.
Table 2-12: Injector and Valve Set Position
N-855 Engines
Maintenance Instructions
2-41
Bar in Pulley Set Cylinder
Direction Position Injector Valve
Start A or 1-6VS 3 5
Adv. To B or 2-5VS 6 3
Adv. To C or 3-4VS 2 6
Adv. To A or 1-6VS 4 2
Adv. To B or 2-5VS 1 4
Adv. To C or 3-4VS 5 1
3. Using ST-1193 Rocker Lever Actuator, Fig. 2-44,
or equivalent, bar the lever toward the injector
until the plunger is bottomed to squeeze the oil
film from the cup. Allow the injector plunger to
rise, then bottom again. Set the indicator at zero
(0). Check the extension contact with the plunger
top.
Bottom the plunger again, release the lever; the
indicator must show travel as indicated in Table
2-12. Adjust as necessary.
If loosened, tighten the locknut to 40 to 45 ft-ibs
[54 to 61 Nem] and actuate the injector plunger
several times as a check of the adjustment.
Tighten to 30 to 35 ft-lbs [41 to 47 Nem] when
using ST-669 Adapter.
Table 2-13: Adjustment Limits Using Dial
Indicator Method Inch [mm] N-855 Engines
Injector Plunger
Oil Travel Valve Clearance
Temp. Inch [mm] Inch [mm]
Adj. Value Intake Exhaust
Aluminum Rocker Housing
Cold 0.170 0.011 0.023
(4.32] [0.28] [0.58]
Hot 0.170 0.011 0.023
[4.32] [0.28] [0.58]
Cast Iron Rocker Housing
Cold 0.175 0.013 0.025
[4.45] [0.32] [0.63]
Hot 0.170 0.011 0.023
[4.32] [0.28] [0.58]
NT-855 (Big Cam only — Non Top-Stop)
0.228 0.011 0.023
[5.79] [0.28] [0.58]
Note: Check engine dataplate for injector and valve
setting.
Adjust Injectors and Valves (Torque
Method) V-1710, NH-743, N-855 C.I.D.
Engines
Timing Mark Alignment
1. If used, pull the compression release lever back
and block inthe open position only while barring
the engine.
2-42 Operation and Maintenance
Construction and Industrial
2. Loosen the injector rocker lever adjusting nut on
all cylinders. This will aid in distinguishing be-
tween cylinders adjusted and not adjusted.
Note: Before adjusting the injectors and valves be
sure to determine if the rocker housings are cast
iron or aluminum and use the appropriate setting.
3. Bar the engine in the direction of rotation until a
valve set mark (Fig’'s. 2-45, 2-46 and 2-47) aligns
with the mark or pointer on the gear case cover.
Example: Aor 1-6 “VS” on Inline Engines or 1-6R
“VS” on V-1710 Engines.
4. Check the valve rocker levers on the two cylin-
ders aligned as indicated on the pulley. On one
cylinder of the pair, both rocker levers will be free
and the valves closed; this is the cylinder to be
adjusted.
À 4 -Ma Ÿ
Fig. 2-45, (V41484). Valve set mark — V-1710
Fig. 2-46, (N114220-A). Valve set mark — N-855
5. Adjust the injector plunger first, then the cross-
heads and valves to the clearances indicated in
the following paragraphs.
6. For the firing order see Table 2-14 for Inline
Engines and Table 2-15 and Fig. 2-47 for V-1710
Engines.
Moo ooo] |
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Fig. 2-47, (V414231). V-1710 piston position
Table 2-14: Engine Firing Order N-855 Engines
Right Hand Left Hand
Rotation Rotation
1-5-3-6-2-4 1-4-2-6-3-5
Table 2-15: Firing Order V-1710 Engines
Right Hand —
1L-6R-2L-5R-4L-3R-6L-1R-5L-2R-3L-4R
Left Hand —
1L-4R-3L-2R-5L-1R-6L-3R-4L-5R-2L-6R
7. Continue to bar the engine to the next “VS” mark
and adjust each cylinder in the firing order.
Note: Only one cylinder is aligned at each mark.
Two complete revolutions of the crankshaft are
required to adjust all cylinders.
Injector Plunger Adjustment
The injector plungers must be adjusted with an
inch-pound torque wrench to a definite torque set-
Maintenance Instructions 2-43
Crosshead Adjustment
Crossheads are used to operate two valves with one
rocker lever. The crosshead adjustment is provided
to assure equal operation of each pair of valves and
prevent strain from misalignment.
1. Loosen the valve crosshead adjusting screw
locknut and back off the screw (4, Fig. 2-50) one
turn.
Table 2-16: Injector Plunger Adjustment —
Inch-lbs [Nem]
Cold Set Hot Set
V-1710 Engines
50 [0.6]
NH-NT-743 and 855 Engines
Cast Iron Rocker Housing
48 [5.4]
Aluminum Rocker Housing
71 [8.1]
72 [8.1]
72 [8.1]
Fig. 2-49, (OM1037L). Adjusting injector plunger — V-903
ting. Snap-On Model TE-12 or torque wrench and a
screwdriver adapter can be used for this adjust-
ment. See Fig's. 2-48 and 2-49.
1. Turn the adjusting screw down until the plunger
contacts the cup and advance an additional 15
degrees to squeeze the oil from the cup.
Fig. 2-50, (N21461). Valve crosshead
2. Use light finger pressure at the rocker lever con-
tact surface (1) to hold the crosshead in contact
Note: Number one L and one R cylinders on V-1710 with the valve stem (2).
Engines are at the gear case of the engine.
3. Turndown the crosshead adjusting screw until it
2. Loosen the adjusting screw one turn; then using touches the valve stem (3)
a torque wrench calibrated in inch-pounds and a
screwdriver adapter tighten the adjusting screw 4.
to the value shown in Table 2-16 and tighten the
locknut to 40 to 45 ft-Ibs [54 to 61 Nem] torque. If
ST-669 Torque Wrench Adapter is used, torque
to 30 to 35 ft-lbs [41 to 47 Nem].
Using ST-669 Torque Wrench Adapter, tighten
the locknut to 22 to 26 ft-lbs [30 to 35 Nem]. If
ST-669 is not available, hold the screws with a
screwdriver and tighten the locknuts to 25 to 30
ft-lbs [34 to 41 Nem]. |
2-44 Operation and Maintenance
Construction and Industrial
5. Check the clearance between the crosshead and
the valve spring retainer with awire gauge. There
must be a minimum of 0.020 inch [0.51 mm]
clearance at this point.
Valve Adjustment
The same engine position used in adjusting the
injectors is used for setting the intake and exhaust
valves.
1. While adjusting the valves, make sure that the
compression release, on those engines so equip-
ped, is in the running position.
2. Loosen the locknut and back off the adjusting
screw. Insert a feeler gauge between the rocker
lever and crosshead. Turn the screw down until
the lever just touches the gauge and lock the
adjusting screw in this position with the locknut.
Tighten the locknut to 40 to 45 ft-Ibs [54 to 61
Nem] torque. When using ST-669 torque to 30 to
35 ft-lbs [41 10 47 Nem].
3. Always make final valve adjustment at stabilized
engine lubricating oil temperature. See Table 2-
17 for the appropriate valve clearances.
Table 2-17: Valve Clearances — Inch [mm]
Intake Valves Exhaust Valves
Cold Set Cold Set
V-1710 Engines
0.014 [0.36] 0.027 [0.69]
NH-NT-743 and 855 Engines
Cast Iron Rocker Housing
0.016 [0.41] 0.029 [0.74]
Aluminum Rocker Housing
0.014 [0.36] 0.027 [0.69]
Injector and Valve Adjustment Using
3375004 Dial indicator Kit KT/KTA19 Engines
This method involves adjusting the injector plunger
travel with an accurate dial indicator. A check can
be made of the adjustment without disturbing the
locknut or screw setting. The valves can also be
checked or set while adjusting the injectors by this
method. See Table 2-18.
3375004 Injector Adjustment Kit is used to adjust
the injectors with or without Jacobs Brake units
installed.
It is essential that the injectors and valves be in
correct adjustment at all times for the engine to
operate properly.
Table 2-18: Injector and Valve Set Position
KT/KTA19
Bar in Pulley Set Cylinder
Direction Position Injector Valve
Start A 3 5
Adv. To B 6 3
Adv. To C 2 6
Adv. To A 4 2
Adv. To B 1 4
Adv. To C 5 1
Firing Order 1-5-3-6-2-4
One controls engine breathing; the other controls
fuel delivery to the cylinders.
Operating adjustments must be made using the cor-
rect values as stated.
Injector and Valve Adjustment
Note: Do not use the fan to rotate the engine.
Remove the shaft retainer clip. Fig. 2-51, and press
the shaft inward until the barring gear engages the
drive gear; then advance. After the adjustments are
complete retract the shaft and install the retainer
clip into the safety lock groove.
+ я -
Fig. 2-51, (K11919). Engine barring arrangement — KT/KTA19
Caution: The barring mechanism gear must be
completely engaged when barring the engine to
avoid damage to the teeth of the gear.
1. Bar the engine in the direction of rotation until
“B” mark on the pulley, Fig. 2-52, is aligned with
pointer on the gear case cover. In this position,
both valve rocker levers for cylinder No. 3 must
be free (vaives closed). The injector plunger for
cylinder No. 6 must be at top of travel; if not, bar
the engine 360 degrees, realign the marks with
the pointer.
Maintenance Instructions 2-45
ED Steel Stamp Timing Data
on This Surface
>
Fig. 2-52, (K11920). Accessory drive pulley marking — KT/KTA19
Note: The injector and valves on any one (1)
cylinder can not be set at the same valve set posi-
tion. Example: If the rocker levers on No. 3 cylinder
are free (valves closed) the injector plunger travel
on No. 6 cylinder is a starting point. See Table 2-18.
2. Install 3375004 Dial Indicator Assembly to the
rocker housing, (3375005) extension must go
through the opening in the Jacobs Brake hous-
ing and contact the injector plunger top, Fig.
2-53.
3. Screw the injector lever adjusting screw down
until the plunger is bottomed in the cup, back off
approximately 1/2 turn then bottom again, set the
dial indicator at zero (0).
Note: Care must be taken to assure the injector
plunger is correctly bottomed in the cup, without
overtightening the adjusting screw, before setting
the dial indicator.
4. Back the adjusting screw out until a reading of
0.304 inch [7.72 mm), reference Table 2-19, is
obtained on the dial indicator. Snug tighten the
locknut.
Fig. 2-53, (OM1061L). Dial indicator in place — extension in
contact with plunger
5. Using 3375009 Rocker Lever Actuator Assembly
and (3375007) Support Plate, bottom the injector
plunger, check the zero (0) setting. Fig. 2-54.
Allow the plunger to rise slowly; the indicator
must show the plunger travel to be within the
range indicated in Table 2-19.
Table 2-19: Adjustment Limits Using Dial Indicator
Method Inch [mm] KT/KTA19 Engines
injector Plunger Valve Clearance
Travel Intake Exhaust
0.304 + 0.001 0.014 0.027
[7.72 + 0.03] [0.36] [0.69]
fe
Fig. 2-54, (K114104). Actuating rocker lever
2-46 Operation and Maintenance
Construction and Industrial
6. Using ST-669 Torque Wrench Adapter to hold
the adjusting screw in position, torque the lock-
nut to 30to 35 ft-lbs {41t0 47 Nem]. Ifthe torque
wrench adapter is not used, hold the adjusting
screw with a screwdriver, torque the locknuts to
40 to 45 ft-lbs [54 to 61 Nem].
7. Actuate the injector plunger several times as a
check of the adjustment. Remove the dial indi-
cator assembly.
Caution: If Jacobs Brake is not used, be sure the
crossheads are adjusted before setting the valves.
See Crosshead Adjustment following.
8. Adjust the valves on the appropriate cylinder as
determined in Step 1 and Table 2-19. Tighten
the locknuts the same as the injector locknut.
9. If Jacobs Brake is used, use 3375012 (0.018 inch
[0.46 mm] thick) Feeler Gauge and 3375008
Torque Wrench Extension, set the exhaust valve
crosshead to Jacobs Brake slave piston clear-
ance, Fig. 2-55.
clearance
Note: Turn both adjusting screws alternately and
evenly until the crosshead and feeler gauge contact
the slave piston and the adjusting screws are bot-
tomed on the valve stem. Back the adjusting screws
out one-fourth (1/4) to one-half (1/2) turn. Starting
with the outer adjusting screw (next to water mani-
fold), then moving to the screw under the rocker
lever, retighten gradually until the crosshead and
feeler gauge contact the slave piston. Snug tighten
the locknuts.
10. Hold the crosshead adjusting screws with a
screwdriver, torque the locknuts 22 to 26 ft-lbs
[30 to 35 Nem] using 3375008 Extension and
torque wrench.
11. See Table 2-19 for valve clearance values.
12. Repeat the adjustment procedure for each cyl-
inder. See Table 2-18 for firing order and injector
and valve set positions.
Crosshead Adjustment
Crossheads are used to operate two valves with one
rocker lever. The crosshead adjustment is provided
to assure equal operation of each pair of valves and
prevent strain from misalignment.
1. Loosen the valve crosshead adjusting screw
locknut and back off the screw (4, Fig. 2-56) one
turn. |
Fig. 2-56, (K21924). Valve crosshead
2. Use light finger pressure at the rocker lever con-
tact surface (1) to hold the crosshead in contact
with the valve stem (2) (without adjusting screw).
3. Turn down the crosshead adjusting screw until it
touches the valve stem (3).
4, Using ST-669 Torque Wrench Adapter, tighten
the locknuts to 22 to 26 ft-lbs [30 to 35 Nem]. If
ST-669 is not available, hold the screws with a
screwdriver and tighten the locknuts to 25 to 30
ft-Ibs [34 to 41 Nem].
5. Check the clearance (6) between the crosshead
and valve spring retainer with a wire gauge.
There must be a minimum of 0.025 inch [0.64
mm] clearance at this point.
Injector and Valve Adjusting Using
3375004 Dial Indicator Kit
(KT/KTA38 and KTA50 Engines)
Valve Set Mark Alignment
Note: KT/KTA38 and KTA50 injectors, crossheads
and valves are adjusted to the same values. Refer to
Fig's. 2-57 and 2-58 for specific cylinder arrange-
ment and engine firing order.
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LB TL и ис
J
Ng
te о
Firing Order
1R 6L-5R 2L 3R-4L-6R 1L-2R-5L 4R-3L
Fig. 2-57, (K21916). Cylinder arrangement and firing order
— КТ/КТАЗ8
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в | |) E) ED ED ED ED (DE)
us
Firing Order
V-16 —1R-1L-3R-3L-7R-7L-5R-5L-8R-8L-6R-6L-2R-2L-4R-4L
|
Г
Fig. 2-58, (OM204). Cylinder arrangement and firing order
— KTA50
Three locations are provided where valve and injec-
tor alignment marks may be viewed. Injector plunger
travel and valves both may be set on one cylinder at
the same valve set location. The crankshaft must be
turned through two (2) complete revolutions to
properly set all injector plunger travel and valves.
Note: The barring mechanism may be located on
Maintenance Instructions 2-47
either the left bank or right bank at the flywheel
housing. The cover plate on opening “A” or “C”
directly above the barring mechanism must be
removed when viewing the timing marks at the fly-
wheel housing.
1. When viewing the engine at the vibration damper,
Fig. 2-59, align the timing marks on the damper
with the pointer on the gear case cover.
& 1-11. VÖ
Fig. 2-59, (K21917). Valve set marks on vibration damper
— KT/KTA38
2. When barring the engine from the right bank at
the flywheel housing “A” VS timing marks on the
flywheel (1, Fig. 2-60) must align with the scribe
mark (2) when viewed through the opening
marked “A” on the flywheel housing.
Fig. 2-60, (K21918). Valve set marks on right bank flywheel and
housing — KT/KTA38
3. When barring the engine from the left bank at the
flywheel housing “C” VS timing marks on the
flywheel (1, Fig. 2-61) must align with the scribe.
2-48 Operation and Maintenance
Construction and Industrial
mark (2) when viewed through the opening
marked “C” on the flywheel housing.
Caution: When aligning valve set marks at either
flywheel housing location, care must be taken to
indicator zero (0). Check the extension contact
with the plunger top.
. Allow the plungertorise then bottom the plunger
again, release the lever, the indicator must show
assure that “A” or “C” valve set marks on the fly-
wheel match “A” or “C” marks on the flywheel hous-
ing opening.
travel as indicated in Table 2-20. Adjust as
necessary.
Fig. 2-62, (K21920). Dial indicator in place — extension in contact
Fig. 2-61, (K21919). Engine barring device with plunger
Injector Plunger Adjustment
1. Bar the engine in the direction of rotation until
the appropriate vaive set mark is aligned with the
scribe mark on the flywheel housing or until a
valve set mark on the vibration damperis aligned
with the pointer on the gear case cover.
Note: Any valve set position may be used as a start-
ing point when adjusting the injectors, crossheads
and valves. Determine which of the two (2) cylinder
indicated have both valves closed (rocker levers
free). This cylinder is in position for injector plunger
travel, crosshead and valve adjustment.
2. Setup 3375007 Support Biock onthe rocker lever
housing, of the cylinder selected, with the 3375005
dial indicator extension on the injector plunger
top. Fig. 2-62. |
Note: Make sure 3375008 Dial Indicator extension is
secure in the indicator stem and is not touching the
rocker lever.
Table 2-20: Adjustment Limits Using Dial Indicator
Method Inch [mm] KT/KTA38 and KTA50 Engines
| jector PI Valve Cl с
3. Using the rocker lever actuator, Fig. 2-63, depress Injector Plunger Valve Clearance
Вы Тгауе! Intake Exhaust
the lever toward the injector until the plunger is
bottomed in the cup to squeeze the oil film from 0.308 + 0.001 0.014 0.027
the cup. Allow the injector plungerto rise, bottom [7.82 + 0.03] [0.36] [0.69]
again, hold in the bottom position and set the
5. Ifthe adjusting screw locknuts were loosened for
adjustment, tighten to 40 to 45 ft-lbs [54 to 61
Nem] torque and actuate the plunger several
times as a check of the adjustment. Tighten the
locknuts to 30 to 35 ft-Ibs [41 to 47 Nem] torque
when using ST-669 Torque Wrench Adapter.
6. Remove 3375004 Kit.
Crosshead Adjustment
Crossheads are used to operate two valves with one
rocker lever, an adjusting screw is provided to
assure equal operation of each pair of valves and
prevent strain from misalignment. Crosshead adjust-
ment changes as a result of valve and seat wear
during engine operation.
1. Loosen the adjusting screw locknut, back off the
screw (4, Fig. 2-56) one turn. |
2. Use light finger pressure at the rocker lever con-
tact surface (1) to hold the crosshead in contact
with the valve stem (2). The adjusting screw
should not touch the valve stem (3) at this point.
3. Turn down the adjusting screw until it touches
the valve stem (3).
4. Using 3375008 Torque Wrench Extension to hold
the adjusting screw in position, tighten the lock-
nut to 22 to 26 ft-Ib [30 to 35 Nem] torque. If the
torque wrench adapter is not used, hold the
adjusting screw with a screwdriver, tighten the
locknut to 25 to 30 ft-Ib [34 to 41 Nem] torque.
5. Check the clearance (6) between the crosshead
andthe valve spring retainer with a gauge. There
must be a minimum of 0.025 inch [0.64 mm]
clearance at this point.
Valve Adjustment
1. Insertthe correct thickness feeler gauge between
the rocker lever and the crosshead for the valves
being adjusted. See Table 2-20 for valve clearance.
Note: Exhaust valves are toward the front of the
engine in each cylinder head on the LB side and are
toward the rear of the engine in each cylinder head
on the RB side.
2. If adjustment is required, loosen the locknut and
turn the adjusting screw down until the rocker
lever just touches the feeler gauge; lock the
adjusting screw in this position with the locknut.
3. Tighten the locknut to 40 to 45 ft-lb [54 to 61
Nem]torque. When using ST-669 Torque Wrench
Maintenance Instructions 2-49
Adapter tighten the locknuts to 30 to 35 ft-lb [41
to 47 Nem] torque.
After completing the injector plunger travel, cross-
head and valve adjustment on this cylinder bar the
engine in the direction of rotation until the next
valve set mark is aligned with the scribe mark at the
flywheel housing or the pointer on the gear case
cover; repeat the procedure. See Fig's. 2-57 and
2-58 for cylinder arrangement and engine firing
order.
Change Oil
Change Aneroid Oil
1. Remove fill plug (1, Fig. 2-64) from the hole
marked “Lub oil”. |
QE ВЕ
1. ‘Lub. Oil’ fill point. wr
2. ‘Lub. Oil’ drain point. _—
3. Breather assembly 5
4. Adjusting screw.
Et Er ET
Fig. 2-64, (N10503). Aneroid
2. Remove the drain plug (2) from the bottom of the
aneroid.
3. Replace the drain plug (2), fill the aneroid with
clean engine lubricating oil. Replace the fill plug
(1).
Replace Aneroid Breather
Remove and replace the aneroid breather (3, Fig.
2-64).
Change Hydraulic Governor Oil
Change oil in the hydraulic governor sump at each
“C” Check.
Use the same grade of oil as used in the engine. See
“Lubricating Oil Specifications”.
Note: When temperature is extremely low, it may be
necessary to dilute the lubricating oil with enough
fuel oil or other special fluid to ensure free flow for
2-50 Operation and Maintenance
Construction and Industrial
satisfactory governor action.
Backside Idler Fan Drive
Inspect the idler assembly to be sure the pivotarm is
not binding. Use the following procedure.
1. Check the idler arm for freedom of movement.
a. Graspthe pulley and movethe pulley and arm
away from the fan belt until the arm is nearly
vertical.
b. Release the arm and pulley and allow them to
move back to their original position against
the belts.
c. The motion of the arm and pulley assembly
should be free with no binding.
2. If the arm appears to be binding or tight, release
the spring tension by placing a box end wrench
over the square knob on the end of the pivot arm
cap and while holding up onthe box end wrench,
remove the capscrew which holds the cap in
place and allow the spring to unwind by allowing
the box end wrench to rotate counterclockwise.
a. With the spring unloaded, rotate the cap until
the slots inside the cap align with the roll pins
inthe pivot arm, and remove the cap by pulling
away from the engine.
b. With the torsion spring unloaded, the pivot
arm should rotate freely. If it does not appear
free, then the bushings require replacement
or repacking with lubricant.
3. To inspect the bushings, loosen and remove the
large hex head capscrew in the center of the
pivot arm and remove the pivot arm from the
pivot arm support.
a. Inspect the shaft for corrosion and clean it as
necessary with fine grade emery cloth.
b. Inspect the bushings and thrust washers,
. clean and repack them with a good grade of
lubricant such as:
— lubriplate
— moly-disulfide grease
c. Inspect the O-ring on the pivot arm and
replace it as necessary. Lubricate the O-ring
prior to installation.
d. Reassemble the pivot arm assembly cap using
a new spring.
e. Retension the new spring and lock the cap in
place. Install a new fan belt and test the unit.
Clean Complete Oil Bath Air Cleaner
Steam
Steam clean the oil bath cleaner main body screens.
Direct the stream jet from the air outlet side of the
cleaner to wash dirt out in the opposite direction of
air flow.
Solvent-Air Cleaning
1. Steam clean the exterior of the cleaner.
2. Remove the air cleaner oil cup.
3. Clamp the hose with the air line adapter tothe air
cleaner outlet.
4. Submerge the air cleaner in solvent.
5. Introduce air into the unit at 3 to 5 psi [21 to 34
kpa] and leave it in the washer 10 to 20 minutes.
6. Remove the cleaner from solvent and steam
clean thoroughly to remove all traces of solvent.
Dry with compressed air.
Caution: Failure to remove solvent may cause engine
to overspeed until all solvent is sucked from the
cleaner.
7. If the air cleaner is to be stored, dip it in lubricat-
ing oil to prevent rusting of the screens.
Note: If screens cannot be thoroughly cleaned by
either method, orifthe body is pierced or otherwise
damaged, replace with a new air cleaner.
Maintenance Instructions 2-51
‘“D’” Maintenance Checks
At each “D” Maintenance Check, perform all “A”,
“B” and “C” checks in addition to those following.
Most of these checks should be performed by a
Cummins Distributor or Dealer and where Cummins
Shop Manuals are available for complete instruc-
tions.
Clean and Calibrate Injectors
Clean and calibrate the injectors regularly to pre-
vent restriction of fuel delivery to the combustion
chambers. Because of the special tools required for
calibration, most owners and fleets find it more eco-
nomical to let a Cummins Distributor do the clean-
ing and calibration operations.
To clean and calibrate the injectors, refer to Bulletin
No. 3379071 and revisions thereto.
After removing the injectors from KT/KTA19, KT/
KTA38 or KTA50 Engines for cleaning the seal seat
should be removed from the injector (1, Fig. 2-65) or
injector “well” for cleaning, examination and/or
replacement as necessary.
Fig. 2-65, (K11918). Injector seal seat — all KT Engines
Caution: There must be only one (1) seal seat used
in each injector “well”. Use of more than one seal
seat per injector will change the injector protrusion
and cause combustion inefficiency.
Clean and Calibrate Fuel Pump
Check the fuel pump calibration on the engine if
required. See the nearest Cummins Distributor or
Dealer for values.
Clean and Calibrate Aneroid
1. Remove the flexible hose or tube from the aner-
oid cover to the intake manifold.
2. Remove the lead seal (if used), screws and aner-
oid cover.
3. Remove the bellows, piston, upper portion of
the two piece shaft and the spring from the aner-
oid body.
Note: Count and record the amount of thread turns
required to remove the upper shaft, piston and bel-
lows from the lower shaft.
4. Place the hex portion of the shaft in a vise, snug
tighten the vise, remove the self-locking nut,
retaining washer and bellows.
5. Clean the parts in an appoved cleaning solvent.
6. Position the new bellows over the shaft to the
piston, secure with retaining washer and self-
locking nut. Tighten the self-locking nutto 20to
25 ft-Ib [27 to 34 Nem] torque.
7. Install the spring, shaft, piston and bellows
assembly into the aneroid body. As the two
piece shaft is re-assembled, turn the upper por-
tion of the shaft the same amount of thread
turns as recorded during disassembly.
Caution: The amount of thread turns during installa-
tion must correspond with turns during removal to
avoid changing the aneroid setting.
8. Align the holes in the bellows with the corre-
sponding capscrew holes in the aneroid body.
9. Position the cover to the body; secure with flat-
washers, lockwashers and fillister head screws.
10. Install a new seal. Refer to Bulletin No. 3379084
for sealing instructions and calibration proce-
dure. Calibration, if required, must be performed
by a Cummins Distributor on a fuel pump test
stand.
2-52 Operation and Maintenance
Construction and Industrial
11. Reinstall the flexible hose or tube from the an-
eroid cover to the intake manifold.
Clean Cooling System
The cooling system must be clean to do its work
properly. Scale in the system slows down heat
absorption from water jackets and heat rejection
from the radiator. Use clean water that will not clog
any of the hundreds of small passages in the radia-
tor or water passages in the block. Clean the radia-
tor cores, heater cores, oil cooler and block pas-
sages that have become clogged with scale and
sediment by chemical cleaning, neutralizing and
flushing.
Chemical Cleaning
If rust and scale have collected, the system must be
chemically cleaned. Use a good cooling system
cleaner and follow the manufacturer’s instructions.
Pressure Flushing
When pressure flushing the radiator, open the upper
and lower hose connections and screw the radiator
cap on tight. Use the hose connection on both the
upper and lower connections to make the operation
easier. Attach a flushing gun nozzle to the lower
hose connection and let water run until the radiator
is full. When full, apply air pressure gradually to
avoid damage to the core. Shut off the air and allow
the radiator to refill; then apply air pressure. Repeat
until the water coming from the radiator is clean.
Caution: Do not use excessive air pressure while
starting the water flow. This could split or damage
the radiator core.
Sediment and dirt settle into pockets in the block as
well as the radiator core. Remove the thermostats
from the housing and flush the block with water.
Partially restrict the lower opening until the block
fills. Apply air pressure and force water from the
lower opening. Repeat the process until the stream
of water coming from the block is clean.
Inspect Water Pump, Fan Hub and Idler
Pulley
Inspect the water pump shaft, fan hub and idler for
wobble and evidence of grease leakage. Refer to the
engine shop manual for rebuild and lubricating
procedure for these assemblies.
Rebuilt prelubricated water pumps, fan hubs and
idler assemblies are available from Diesel ReCon,
Incorporated.
Inspect Turbocharger
Check Turbocharger Bearing Clearance
Check bearing clearances. This can be done with-
out removing the turbocharger from the engine, by
using a dial indicator to indicate the end-play of the
rotor shaft and a feeler gauge to indicate the radial
clearance. Fig. 2-66.
Fig. 2-66, (OM1065L). Check turbocharger bearing end clearance.
Checking Procedure
1. Remove the exhaust and intake piping from the
turbocharger to expose the ends of the rotor
assembly.
2. Remove one capscrew from the front plate (com-
pressor wheel end) and replace it with a long
capscrew. Attach an indicator to the long cap-
screw and register the indicator point on the end
of the rotor shaft. Push the shaft from end-to-end
making note of the total indicator reading. Fig.
2-66. On T-50, ST-50 and VT-50 the end clear-
ance should be 0.006 to 0.018 inch [0.15 to 0.46
mm).
3. If end clearances exceed the limits, remove the
turbocharger from the engine and replace it with
a new or rebuilt unit.
4. Check the radial clearance on the compressor
wheel only.
a. Push the wheel toward the side of the bore.
b. Using a feeler gauge, check the distance
between the tip of the wheel vanes and the
bore.On T-50, ST-50and VT-50the clearance
should be 0.003 to 0.033 inch [0.08 to 0.84
mm].
Check T-18A turbochargers as follows:
a. For checking procedures refer to Service
Manual Bulletin No. 3379091.
b. End clearance should be 0.004 to 0.009 inch
[0.10 10 0.23 тт], radial clearance should be
0.003 to 0.007 inch [0.08 to 0.18 mm]. If the
clearances exceed these limits, remove the
turbocharger(s) from the engine and replace
them with new or rebuilt units.
6. Install the exhaust and intake piping to the
turbocharger(s).
Inspect Vibration Damper
‘Rubber Damper
The damper hub (1, Fig. 2-67) and the inertia
member (2) are stamped with an index mark (3) to
permit the detection of movement between the two
components.
There should be no relative rotation between the
hub and the inertia member resulting from engine
operation.
Check for extrusion or rubber particles between the
hub and the inertia member.
Fig. 2-67, (OM1066L). Vibration damper alignment marks
Ifthere is evidence of inertia member movement and
rubber extrusion, replace the damper.
Maintenance Instructions 2-53
Viscous Dampers
Check the damper for evidence of fluid loss, dents
and wobble. Visually inspect the vibration damper's
thickness for any deformation or raising of the
damper's front cover plate.
1. If a lack of space around the damper will not
permit a visual inspection, run a finger around
the inside and the outside of the front cover
plate. If any variations or deformations are de-
tected, remove the vibration damper and check
as follows.
2. Remove paint, dirt and grime from the front and
rear surface of the damper in four (4) equal
spaced areas. Clean the surface with paint sol-
vent and fine emery cloth.
3. Using a micrometer measure and record the
thickness of the dampers at the four (4) areas
cleaned in Step 3. Take the reading approxi-
mately 0.125 inch [3.18 mm] from the outside
edge of the front cover plate.
4. Replacethe damper ifthe variation ofthe four (4)
readings exceed 0.010 inch [0.25 mm].
Viscous vibration dampers should be checked under
the following conditions:
1. At any time the damper is removed from the
engine.
2. Atany time the engine experiences the following
problems:
a. Gear train failure
b. Accessory drive shaft failure
с. Crankshaft failure
d. Damper mounting capscrew failure
e. Flywheel mounting capscrew failure
Viscous vibration dampers should be replaced at
our recommended change interval™* regardless of
condition. Gellation of the damper's silicon fluid
occurs after extended service because of the high
shear rates and resulting high temperatures imposed
on the fluid during normal damper operation and, if
the damper has not failed at this time, its failure is
imminent.
2-54
Operation and Maintenance
Construction and industrial
Table 2-21: Viscous Vibration Damper Thickness
Specifications — Inch [mm]
Maximum
Damper Allowable *Recommended
Part Number Thickness Change Interval
| — Hours
20633-1 1.981 [50.32] 15000
20634-1 1.644 [41.76] 15000
20835-1 1.142 [29.01] 15000
145789 1.663 [42.24] 15000
190213 1.663 [42.24] 15000
207531 2.574 [65.38] 15000
210758 1.550 [39.37] 15000
211268 1.663 [42.24] 15000
211914 1.981 [50.32] 15000
211915"
211916 1.663 [42.24] 15000
217321 1.663 [42.24] 15000
217322 1.663 [42.24] 15000
217323 1.663 [42.24] 15000
218755 1.663 [42.24] 15000
3005973 2.574 [65.38] 24000
3015464 2.574 [65.38] 24000
3027315 2.574 [65.38] 24000
3511829 1.732 [44.00] Major overhaul***
*Due to vendor manufacturing differences 211915
Vibration Damper maximum allowable thickness
depends upon the style of damper installed on the
engine. Fabricated type 211915 Vibration Dampers,
identified by a weld bead on the inside of the
damper where the mounting flange joins the hous-
ing and vendor Part Number 709555, have a maxi-
mum allowable thickness of 1.570 inch [39.88 mm].
Cast and machined type 211915 Vibration Dampers
(vendor Part Number 707843) have a maximum
allowable thickness of 1.550 inch [39.37 mm].
***{f the gear cover is removed and the damper has
more than 300,000 miles or 12,000 hours it should
be replaced.
Air Compressor
All air compressors have a small amount of oil car-
ryover which lubricates the piston rings and moving
parts. When this oil is exposed to normal air com-
pressor operating temperatures over a long period
of time, it will form varnish or carbon deposits.
Cummins Engine Company recommends air com-
pressor inspections every 180,000 miles or 4500
hours. If the following inspections are ignored, the
air compressor piston rings will be affected by high
operating temperatures, and will not seal properly.
Note: The following steps can be made with the air
compressor on the engine.
Discharge Inspection
1. Inspect the entire system for air leaks. Repair as
necessary.
2. Bleed down the air tanks until there is no pres-
sure in the air system.
3. Remove the air in and air out connections from
the air compressor.
4. Inspect the air discharge line from the air com-
pressor. If the total carbon deposit thickness
(Fig. 2-68) inside the air discharge line exceeds
1/16 inch, remove the head and clean the air
passages thoroughly. Also remove and clean or
replace the discharge line. Contact the nearest
Cummins Distributor or refer to Cummins Bul-
letin 3379056, “Air Equipment Rebuild Manual”
for removing the air compressor head.
OD of discharge line
ID of discharge line
ID of carbon buildup
If X+X is greater than
1/16", the discharge line
must be cleaned or
replaced.
Fig. 2-68, (OM21009). Air discharge line
5. Disconnect the discharge line atthe first connec-
tion after the air compressor. If the total carbon
deposit thickness exceeds 1/16 inch, clean or
replace the complete line.
6. Continue the procedure until the first (wet) tank
or a non-coated connection is reached.
7. Inspect any air driers, spitter valves, or alcohol
injectors in the system for carbon deposits or
malfunctioning parts. Maintain and repair the
parts according to the manufacturer's specifica-
tions.
Intake Inspection
. Remove the capscrews, flat washers and lock-
washers securing the unioader valve assembly to
the cylinder head cover. Remove the unloader
valve assembly and spring from the cylinder head
and cover, Fig. 2-69.
. Remove the three-prong unioader from the un-
loader body.
. Remove the O-ring and packing seal from the
unloader body and discard.
Maintenance Instructions 2-55
4. Remove the intake valve, seat, and spring.
5. Remove the exhaust valve assembly. Remove
and discard the O-rings from the exhaust valve
seat.
6. Inspect the air inlet in the cylinder head cover.
Also inspect the exhaust valve and seat and the
intake valve and seat. If the parts have carbon
deposits on them, replace the parts. If the parts
do not have carbon deposits, reinstall them with
new O-rings and unloader seals.
If the air compressor requires major repair or addi-
tional troubleshooting, see Cummins Bulletin
3379056, or contact the nearest Cummins Distribu-
tor.
Cylinder Head Cover
Unloader Valve
Air Governor Connection
Unloader Valve Body
Air Inlet
Cylinder Head
Piston Rings
SS SN A A WW N HH
EE a
Piston
‘о
. Connecting Rod
ka
>
. Fuel Pump Drive
bd
|
. Crankcase
pd
no
Lubricating Oil Inlet
H
LJ
. Thrust Washer
. Crankshaft
=
UT >>
. Drive Coupling
$d
on
. Support
H
~J
. Bushings
HH
oo
. Exhaust Valve
Intake Valve
Luna
o
11
Fig. 2-69 (OM210010). Air Compressor
2-56 Operation and Maintenance
Construction and Industrial
Backside Idler Fan Drive
Remove the pivot arm assembly, disassemble and
clean. Replace the Teflon bushings. Inspect the
thrust washers and replace as necessary. Pack
Teflon bushings with Aeroshell No. 5 Lubriplate
(type 130AA) or Moly-disulfide grease, reassemble
and install the idler assembly. |
Clean Crankcase Breathers
(KT/KTA38 and KTA50 Engines)
Remove the crankcase breathers from the right
bank front and left bank rear of the cylinder block.
Clean in an approved cleaning solvent, dry with
compressed air, install the breather.
Maintenance Instructions 2-57
Seasonal Maintenance Checks
There are some maintenance checks which may or
may not fall exactly into suggested maintenance
schedule due to miles or hours operation but are
performed once or twice each year.
Replace Hose (As Required)
Inspect the oil filter and cooling system hose and
hose connections for leaks and/or deterioration.
Particles of deteriorated hose can be carried through
the cooling system or lubricating system and re-
strict or clog small passages, especially radiator
core, and lubricating oil cooler, and partially stop
circulation. Replace as necessary.
Check Preheater Cold-Starting Aid (Fall)
Remove the 1/8 inch pipe plug from the manifold,
near the glow plug, and check the operation of the
preheater as described in Section 1.
Check Shutterstats and Thermatic Fans
(Fall)
Shutterstats and thermatic fans must be set to oper-
ate in the same range as the thermostat with which
they are used. Table 2-22 gives the settings for shut-
terstats and thermatic fans as normally used. The
18010 195°F [82t0 91°C] thermostats are used only
with shutterstats that are set to close at 187°F
[86°C] and open at 195°F [91°C].
Check Thermostats and Seals (Fall)
Remove the thermostats from the thermostat hous-
ings and check for proper opening and closing
temperature.
Most Cummins Engines are equipped with either
medium 170 to 185°F [77 to 85°C] or low 160 to
175°F [71 to 79°C] and in a few cases high-range
180to 195° [82t0 91°C] thermostats, depending on
engine application.
Steam Clean Engine (Spring)
Steam is the most satisfactory method of cleaning a
dirty engine or piece of equipment. If steam is not
available, use an approved solvent to wash the
engine.
All electrical components and wiring should be pro-
tected from the full force of the cleaner spray nozzle.
Checking Mountings (Spring)
Tighten Mounting Bolts and Nuts (As Required)
Engine mounting bolts will occasionally work loose
and cause the engine supports and brackets to wear
rapidly. Tighten all mounting bolts or nuts and
replace any broken or lost bolts or capscrews.
Torque Turbocharger Mounting Nuts
(As Required)
Torque all turbocharger mounting capscrews and
nuts to be sure that they are holding securely.
Torque the mounting bolts and supports so that
vibration will be at a minimum. Fig. 2-70.
gm 2}
SEE nt ie
Fig. 2-70, (N11953). Tightening turbocharger mounting nuts
Check Fan and Drive Pulley Mounting
(Spring)
Check the fan to be sure it is securely mounted;
tighten the capscrews as necessary. Check the fan
for wobble or bent blades.
Check the fan hub and crankshaft drive pulley to be
sure they are securely mounted. Check the fan hub
pulley for looseness or wobble; if necessary, remove
2-58 Operation and Maintenance
Construction and Industrial
Table 2-22: Thermal Control Settings
Setting With Setting With Setting With
160 to 175°F 170 to 185°F 180 to 195°F
Control [71 to 79°C] [77 to 85°C] [82 to 91°C]
Open Close Open Close Open Close
Thermatic Fan 185°F 170°F 190°F 182°
[85°C] [77°C] [88°C] [82°C]
Shutterstat 180°F 172°F 185°F 177°F 195°F 187°F
[82°C] [78°C] [85°C] [81°C] [91°C] [86°C]
Modulating 175°F 185°F
Shutters Open [79°C] [85°C] [91°C]
the fan pilot hub and tighten the shaft nut. Tighten
the fan bracket capscrews.
Check Crankshaft End Clearance (Spring)
The crankshaft of a new or newly rebuilt engine
must have end clearance as listed in Table 2-23. A
worn engine must not be operated with more than
the worn limit end clearance shown in the same
table. Ifthe engine is disassembled for repair, install
new thrust rings.
Table 2-23: Crankshaft End Clearance — Inch [mm]
Engine New New Worn
Series Minimum Maximum Limit
H, NH 0.007 0.017 0.022
NT [0.18] [0.43] [0.56]
V-903 0.005 0.015 0.022
VT-903 [0.13] [0.38] [0.56]
V-378, V-504 0.004 0.014 0.022
V-555 [0.10] [0.36] [0.56]
V-1710 0.006 0.013 0.018
[0.15] [0.33] [0.46]
KT/KTA19 0.007 0.017 0.022
[0.18] [0.43] [0.56]
KT/KTA38 0.005 0.015 0.022
KTA50 [0.13] [0.38] [0.56]
Caution: Do not pry against the outer damper ring.
The check can be made by attaching an indicator to
rest against the damper or pulley, while prying
against the front cover and inner part of the pulley or
damper. End clearance must be present with the
engine mounted in the unit and assembled to the
transmission or converter.
Check Heat Exchanger Zinc Plugs (Spring)
Check the zinc plugs in the heat exchanger and
change if they are badly eroded. Frequency of
change depends upon the chemical reaction of raw
water circulated through the heat exchanger.
Specifications
and Torque
Specifications and Torque 3-1
Providing and maintaining an adequate supply of
clean, high-quality fuel, lubricating oil, grease and
coolantin an engine is one way of ensuring long life
and satisfactory performance.
Lubricant, Fuel and Coolant
The Functions of Lubricating Oil
The lubricating oil used in a Cummins engine must
be multifunctional. It must perform the primary
functions of:
Lubrication by providing a film between the moving
parts to reduce wear and friction.
Cooling by serving as a heat transfer media to carry
heat away from critical areas.
Sealing by filling in the uneven surfaces in the
cylinder wall, valve stems and turbocharger oil
seals.
Cleaning by holding contaminants in suspension to
prevent a build up of deposits on the engine surfaces.
In addition, it must also provide:
Dampening and cushioning of components that
operate under high stress, such as gears and push
tubes.
Protection from oxidation and corrosion.
Hydraulic Action for components such as Jacobs
Brake and hydraulic controls.
Engine lubricating oil must be changed when it can
no longer perform its functions within an engine. Oil
does not wear out, but it becomes contaminated to
the point that it can no longer satisfactorily protect
the engine. Contamination of the oil is a normal
result of engine operation. During engine operation
a wide variety of contaminants are introduced into
the oil. Some of these are:
Byproducts of Engine Combustion — asphaltenes,
soot and acids from partially burned fuel.
Acids, varnish and sludge which are formed as a
result of the oxidation of the oil as it breaks down or
decomposes.
Dirt entering the engine through the combustion air,
fuel, while adding or changing lubricating oil.
The oil must have an additive package to combat
these contaminates. The package generally con-
sists of:
Detergents/Dispersants which keep insoluble mat-
ter in suspension until they are filtered from the oil
or are removed with the oil change. This prevents
sludge and carbon deposits from forming in the
engine.
Inhibitors to maintain the stability of the oil, prevent
acids from attacking metal surfaces and prevent
rust during the periods the engine is not operating.
Other Additives that enable the oil to lubricate
highly loaded areas, prevent scuffing and seizing,
control foaming and prevent air retention in the oil.
Oil Performance Classification System
The American Petroleum Institute (API), The Amer-
ican Society for Testing and Materials (ASTM) and
the Society of Automotive Engineers (SAE) have
jointly developed and maintained a system for clas-
sifying lubricating oil by performance categories.
The following are brief descriptions of the API cate-
gories used inthe Cummins oil performance recom-
mendations.
CC (Equivalent to MIL-L-2104B). This category
describes oils meeting the requirements of the mil-
itary specification MIL-L-2104B. These oils provide
low temperature protection from sludge and rust
and are designed to perform moderately well at high
temperature. For moderate-duty service.
CD (Equivalent to Series 3 and MIL-L-45199B). This
category described oils meeting the requirements
of the Series 3 specification and MIL-L-45199B.
3-2 Operation and Maintenance
Construction and Industrial
These oils provide protection from deposits and
oxidation at high temperature. For severe-duty ser-
vice.
SC (Equivalent to 1964 MS Oils.) This category de-
scribes oils meeting the 1964-1967 requirements of
automobile manufacturers. Primarily for use in auto-
mobiles, it provides low temperature anti-sludge
and anti-rust protection required in a light-duty die-
sel service such as a stop-and-go operation.
SD (Equivalent to 1968-1971 MS Oils.) This cate-
gory describes oils meeting the 1964-1967 require-
ments of automobile manufacturers. Primarily for
use in automobiles, it provides low temperature
anti-sludge and anti-rust protection required in a
light-duty diesel service such as a stop-and-go
operation. It may be substituted for SC category.
SE (Equivalent to 1972 MS Oils.) This category de-
scribes oils meeting the 1972 requirements of auto-
mobile manufacturers. Primarily for use in automo-
biles, it provides protection from high temperature
oxidation and low temperature anti-sludge and anti-
rust as required in a light-duty diesel service such as
a stop-and-go operation. it may be substituted for
SC category.
CB (No equivalent Specification.) These oils were
usually referred to as Supplement 1 oils. This cate-
gory describes oils which met the requirements of
the military specification MIL-L-2104A where the
diesel engine test was run using fuel with a high
sulphur content. For moderate duty service. Oils in
this performance category should not be used in
Cummins Engines.
The Engine Manufacturers Association (EMA) pub-
lishes a book entitied “Lubricating Oils Data Book”.
Copies may be purchased from the Engine Manu-
facturers Association, 111 E. Wacker Drive, Chi-
cago, lll. 60601. This book lists commercially avail-
able oils by oil company and brand name with the
API performance categories met by each brand.
Oil Performance Recommendations
Cummins Engine Co., Inc., does not recommend
the use of any specific brand of engine lubricating
oil. Cummins recommends the use of oil designed
to meet the following API categories:
CC for use in naturally aspirated engines.
CC/CD for use in turbocharged engines.
CC/SC for use only in engines that operate in a
light-duty service including standby and emergency
operation.
Dual Categories are used where more protection is
required than is provided by a single category.
CC/CD and CC/SC categories indicate that the oil is
blended to meet the performance level required by
each single category.
A sulfated ash limit has been placed on lubricating
oil for use in Cummins engines. Past experience has
shown that oils with a high ash content may produce
deposits on valves that can progress to guttering
and valve burning. A maximum sulfated ash content
of 1.85 mass % is recommended for all oil used in
Cummins engines except engines fueled with natu-
ral gas. For natural gas engines a sulfated ash range
of 0.03 to 0.85 mass % is recommended. Cummins
Engine Co., Inc., does not recommend the use of
ashless oils for natural gas engines. When the ash
content is below .15 mass %, the ash should repre-
sent organo-metailic anti-wear additives.
Break-In Oils
Special “break-in” lubricating oils are not recom-
mended for new or rebuilt Cummins engines. Use
the same lubricating oils used in normal engine
operation.
Viscosity Recommendations
The viscosity of an oil is a measure of its resistance
to flow. The Society of Automotive Engineers has
classified engine oils in viscosity grades; Table 3-1
shows the viscosity range for these grades. Oils that
meet the low temperature (0°F [-18°C] requirement
carry agrade designation with a “W” suffix. Oils that
meet both the low and high temperature require-
ments are referred to as multigrade or multiviscosity
grade oils.
Multigraded oils are generally produced by adding
viscosity index improver additives to retard the
thinning effects a low viscosity base oil will expe-
rience at engine operating temperatures. Multigrad-
ed oils that meet the requirements of the API classi-
fications, are recommended for use in Cummins
engines.
Cummins recommends the use of multigraded lub-
ricating oil with the viscosity grades shown in Table
3-2. Table 3-2 shows Cummins viscosity grade
recommendations at various ambient temperatures.
The only viscosity grades recommended are those
shown in this table.
Cummins has found that the use of multigraded
lubricating oil improves oil consumption control,
improved engine cranking in cold conditions while
maintaining lubrication at high operating tempera-
tures and may contribute to improved fuel con-
sumption. Cummins does not recommend the use
of single grade lubricating oils. In the event that the
recommended multigrade oil is not available, single
grade oils may be substituted.
Caution: When single grade oil is used, be sure that
the oil will be operating within the temperature
ranges shown in Table 3-3.
Specifications and Torque 3-3
The primary criterion for selecting an oil viscosity
grade is the lowest temperature the oil will expe-
rience while in the engine oil sump. Bearing prob-
lems can be caused by the lack of lubrication during
the cranking and start up of a cold engine when the
oil being used is too viscous to flow properly.
Change to a lower viscosity grade of oil as the
temperature of the oil in the engine oil sump reaches
the lower end of the ranges shown in Table 3-2.
Table 3-1: SAE Viscosity Grades for Engines Oils
Viscosity' Borderline Viscosity?
SAE Centipoises Pumping Centistokes (c5t)
Viscosity at Temperature, °C Temperature? at 100°C
Grade Maximum Maximum Min. Max.
ow 3250 at -30 -35 3.8
5W 3500 at -25 -30 3.8
10W 3500 at -20 -25 4.1
15W 3500 at -15 -20 5.6
) 20W 4500 at -15 -15 5.6
25W 6000 at - 5 -10 9.3
20 -- -- 5.6 9.3
30 -- -- 9.3 12.5
40 -- -- 12.5 16.3
50 -- -- 16.3 21.9
System Effective March 1982, Superceding J300d
1. Cold cranking simulator ASTM D2602
2. Mini-rotary viscometer ASTM D3829
3. ASTM 0445
Table 3-2: Cummins Recommendations for
Viscosity Grade vs. Ambient Temperature
SAE Viscosity Ambient
Grade” Temperature*
Recommended
10W - 30 -13°F to 95°F [-25°C to 35°C]
15W - 40 14°F and above [-10°C and above]
20W - 40 32°F and above [0°C and above]
*SAE-5W mineral oils should not be used.
**For temperatures consistently below -13°F [-25°C] See
Table 4.
Table 3-3: Alternate Qil Grades
10W -13°F to 32°F [-25°C to 0°C]
20W 23°F to 68°F [-5°C to 20°C]
20W-20* 23°F to 68°F [-5°C to 20°C]
20 23°F to 68°F [-5°C to 20°C]
30 39°F and above [4°C and above]
40 50°F and above [10°C and above]
*20W-20 is not considered a multigrade even though it
meets two grades.
3-4 Operation and Maintenance
Construction and industrial
Synthetic Lubricating Oil
Synthetic oils for use in diesel engines are primarily
blended from synthesized hydrocarbons and esters.
These base oils are manufactured by chemically
reacting lower molecular weight materials to pro-
duce a lubricant that has planned predictable pro-
perties.
Synthetic oil was developed for use in extreme
environment where the ambient temperature may
be as low as -50°F [-45°C] and extremely high
engine temperatures at up to 400°F [205°C]. Under
these extreme conditions petroleum base stock lu-
bricants (mineral oil) do not perform satisfactorily.
Cummins Engine Co., Inc. recommends synthetic
lubricating oil for use in Cummins engines operat-
ing in areas where the ambient temperature is con-
sistently lower than -13°F [25°C]. Synthetic lubri-
cating oils may be used at higher ambient tempera-
tures provided they meet the appropriate API Service
categories and viscosity grades.
Cummins Engine Co., Inc. recommends the same
oil change interval be followed for synthetic lubri-
cating oil as that for petroleum based lubricating oil.
Arctic Operations
For engine operation in areas where the ambient
temperature is consistently below -13°F [-25°C]
and where there is no provision to keep the engine
warm when it is not operating, the lubricating oil
should meet the requirements in the following table.
Table 3-4: Arctic Oil Recommendations
Parameter
(Test Method) Specifications
Performance API Classification CC/SC
Quality Level API Classification CC/CD
Viscosity 10,000 mPaes Max. at
-31°F [-35°C]
4.1 mm?/s Min. at
212°F [100°C]
Pour Point Min. of 9°F [5°C] Below the
(ASTM D-97) Lowest Expected Ambient
Temperature
Sulfated Ash Content
(ASTM D-874)
1.85% by Weight Maximum
Oil meeting these requirements usually have syn-
thetic base stocks. SAE 5W viscosity grade syn-
thetic oils may be used provided they meet the min-
imum viscosity requirement at 212°F [100°C].
Grease
Cummins Engine Company, Inc., recommends use
of grease meeting the specifications of MIL-G-3545,
excluding those of sodium or soda soap thickeners.
Contact the lubricant supplier for grease meeting
these specifications.
TEST
TEST PROCEDURE
High-Temperature Performance
Dropping point, °F. ASTM D 2265
350 min. .
Bearing life, hours *FTM 331
at 300°F
10,000 rpm 600 min.
Low-Temperature Properties
Torque, GCM ASTM D 1478
Start at 0°F 15,000 max.
Run at O°F 5,000 max.
Rust Protection and Water Resistance
Rust Test ASTM D 1743
Pass
Water resistance, % ASTM D 1264
20 max.
Stability
Oil separation, % *FTM 321
30 hours @ 212°F 5 max.
Penetration
Worked ASTM D 217
250-300
Bomb Test, PSI Drop ASTM D 942
100 Hours 10 max.
500 Hours 25 max.
Copper, Corrosion *FTM 5309
Pass
Dirt Count, Particles/cc *FTM 3005
25 Micron + 5,000 max.
75 Micron + 1,000 max.
125 Micron + None
Rubber Swell *FTM 3603
10 max.
* Federal Test Method Standard No. 791a.
Specifications and Torque 3-5
Caution: Do not mix brands of grease. Damage to
the bearings may result. Excessive lubrication is as
harmful as inadequate lubrication. After lubricating
the fan hub, replace both pipe plugs. Use of fittings
will allow the lubricant to be thrown out, due to
rotative speed.
3-6 Operation and Maintenance
Construction and Industrial
Fuel Qil
Cummins diesel engines have been developed to
take advantage of the high energy content and gen-
erally lower cost of No. 2 Diesel Fuels. Experience
has shown that a Cummins diesel engine will also
operate satisfactorily on No. 1 fuels or other fuels
within the following specifications.
Recommended Fuel Oil Properties:
Viscosity
(ASTM D-445)
Cetane Number
(ASTM D-613)
Sulfur Content
(ASTM D-129 or 1552)
Water and Sediment
(ASTM D-1796)
Carbon Residue
(Ransbottom ASTM
D-524 or D-189)
Flash Point
(ASTM D-93)
Density
(ASTM D-287)
Cloud Point
(ASTM D-97)
Active Sulfur-Copper
Strip-Corrosion
(ASTM D-130)
Ash
(ASTM D-482)
Distillation
(ASTM D-86)
1.3 to 5.8 CentiStoke
[1.3 to 5.8 mm? Per Second]
at 104°F [40°C].
40 minimum except in cold
weather or in service with
prolonged low loads, a higher
cetane number is desirable.
Not to exceed 1% by weight.
Not to exceed 0.1% by weight.
Not to exceed 0.25% by
weight on 10% residue.
125°F [62°C] minimum.
Certain marine registries
require higher flash points.
30 to 42°F [-1 to 6°C] A.P.1.
at 60°F [16° C] (0.816 to 0.876
Sp. Gr.)
10°F {-12° C] below lowest
temperature expected to
operate at.
Not to exceed No. 2 rating
after 3 hours at 122°F [50°C].
Not to exceed 0.02% by
weight.
The distillation curve should
be smooth and continuous.
At least 90% of the fuel should
evaporate at less than 680° F
[360°C]. All of the fuel should
evaporate at less than 725°F
[385°C].
Coolant
Water should be clean and free of any corrosive
chemicals such as chloride, suplhates and acids. It
should be kept slightly alkaline with a pH value
range of 8.5 to 10.5. Any water which is suitable for
drinking can be treated as described in the following
paragraphs for use in an engine.
Maintain the Fleetguard DCA Water Filter on the
engine. The filter bypasses a small amount of cool-
ant from the system via a filtering and treating ele-
ment which must be replaced periodically.
1. In summer, with no antifreeze, fill the system with
water.
2. In winter, select an antifreeze and use with water
as required by temperature.
Note: Some antifreeze also contains anti-leak addi-
tives such as inert inorganic fibers, polymer parti-
cles or ginger root. These types of antifreeze should
not be used in conjunction with the water filter. The
filter element will filter out the additives and/or
become clogged and ineffective.
3. Install or replace the DCA Water Filter as follows
and as recommended in Section 2.
New Engines Going Into Service Equipped
With DCA Water Filters
1. New engines shipped from Cummins Engine
Company are equipped with water filters contain-
ing a DCA precharge element. This element is
compatible with plain water or all permanent-
Specifications and Torque 3-7
type antifreeze except Methoxy Propanol. See
Table 3-5 for Methoxy Propanol precharge in-
structions.
. At the first “B” Check (oil change period) the
DCA precharge element should be changed to
DCA Service Element. See Table 3-5.
. Replace the DCA Service Element at each suc-
ceeding “B” Check.
a. If make-up coolant must be added between
element changes, use coolant from a pre-
treated supply, see “Make-Up Coolant Speci-
fications”, Section 2.
b. Each time the system is drained, precharge
per coolant specifications, Table 3-5.
. The service element may be changed at the “C”
Check if 3300858 (DCA-4L) direct chemical addi-
tive is added to the cooling system at each “B”
Check between service element changes. One
bottie of direct additive should be used for every
10 gallons of cooling system capacity. Add one
bottle for every 15-gallon capacity if methoxy
propanol antifreeze is used in the cooling system.
. To ensure adequate corrosion protection, have
the coolant checked at each third element change
or more often. See “Check Engine Coolant”. Sec-
tion 2.
Table 3-5: Spin-on Type DCA Water Filter
Cooling System Ethylene Glycol Base Antifreeze
Methoxy Propano! Base Antifreeze
Capacity (U.S. DCA-4L Precharge Service DCA-4L Precharge Service
Gallons) (P/N 3300858) Element(s) (P/N 3300858) Element(s)
0-8 1 WF-2010 1 WF-2011
; (P/N 299080) (P/N 3300721)
9-15 2 WF-2010 2 WF-2011
16-30 5 WF-2010 4 WF-2011
31-60 10 (2) WF-2010 8 (2) WF-2011
35-90 12 (2) WF-2016 8 (2) WF-2017
(V-1710) (P/N 299086) (P/N 3300724)
70-90 16 (2) WF-2010 16 (2) WF-2011
(KT38)
Capscrew Markings and Torque Values
Current Usage
Minimum Tensile
Strength PSI
Much Used
To 1/2—69,000 [476]
To 3/4—64,000 [421]
Much Used
To 3/4—120,000 [827]
To 1-115,000 [793]
Used at Times
To 5/8—140,000 [965]
To 3/4—133,000 [917]
Used at Times
150,000 [1 034]
MPa To 1—55,000 [379]
Quality of Material Indeterminate Minimum Commercial Medium Commercial Best Commercial
SAE Grade Number 1 ог 2 5 бог 7 8
Capscrew Head Markings ame)
Manufacturer's marks >.
m at
ay vary | 6
These are all SAE <»
Grade 5 (3 line) \ y
CO) т
Y
Capscrew Body Size Torque Torque Torque Torque
(Inches) — (Thread)
Ft-Lbs [Nem]
Ft-Lbs [Nem]
Ft-Lbs [Nem]
Ft-Lbs [Nem]
1/4 — 20 5 [7] 8 [11] 10 [14] 12 [16]
— 28 6 [8] 10 [14] 14 [19]
5/16 — 18 11 [15] 17 [23] 19 [26] 24 [33]
— 24 13 [18] 19 [26] 27 [37]
3/8 — 16 18 [24] 31 [42] 34 [46] 44 [60]
— 24 20 [27] 35 [47] 49 [66]
7/16 — 14 28 [38] 49 [66] 55 [75] 70 [95]
— 20 30 [41] 55 [75] 78 [106]
1/2 — 13 39 [53] 75 [102] 85 [115] 105 [142]
— 20 41 [56] 85 [115] 120 [163]
9/16 — 12 51 [69] 110 [149] 120 [163] 155 [210]
— 18 55 [75] 120 [163] 170 [231]
5/8 — 11 83 [113] 150 [203] 167 [226] 210 [285]
— 18 95 [129] 170 [231] 240 [325]
3/4 — 10 105 [142] 270 [366] 280 [380] 375 [508]
— 16 115 [156] 295 [400] 420 [569]
7/8 —- 9 160 [217] 395 [536] 440 [597] 605 [820]
— 14 175 [237] 435 [590] 675 [915]
1 — 8 235 [319] 590 [800] 660 [895] 910 [1234]
— 14 250 [339] 660 [895] 990 [1342]
Notes:
1. Always use the torque values listed above when specific torque values are not available.
2. Do not use above values in place of those specified in other sections of this manual: special attention should be observed
when using SAE Grade 6, 7 and 8 capscrews.
The above is based on use of clean, dry threads.
Reduce torque by 10% when engine oil is used as a lubricant.
Reduce torque by 20% if new plated capscrews are used.
Capscrews threaded into aluminum may require reductions in torque of 30% or more of Grade 5 capscrews torque and
ooh Ww
must attain two capscrew diameters of thread engagement.
Caution: If replacement capscrews are of a higher grade than originally supplied, adhere to torque specifications for
that placement.
Troubleshooting
Troubleshooting 4-1
Troubleshooting is an organized study of the prob-
lem and a planned method of procedure for investi-
gation and correction of the difficulty. The chart on
the following page includes some of the problems
that an operator may encounter during the service
life of a Cummins diesel engine.
Cummins Diesel Engines
The chart does not give all the answers for correc-
tion of the problems listed, but it is meant to stimu-
late a train of thought and indicate a work procedure
directed toward the source of trouble. To use the
troubleshooting chart, find the complaint at the top
of the chart; then follow down that column until you
come to a black dot. Refer tothe left of the dot for the
possible cause.
Think Before Acting
Study the problem thoroughly. Ask these questions:
1. What were the warning signs preceding the
trouble?
2. What previous repair and maintenance work has
been done?
3. Has similar trouble occurred before?
4. If the engine still runs, is it safe to continue run-
ning it to make further checks?
Do Easiest Things First
Most troubles are simple and easily corrected;
examples are “low-power” complaints caused by
loose throttle linkage or dirty fuel filters, “excessive
lube oil consumption” caused by leaking gaskets or
connections, etc.
Always check the easiest and obvious things first.
Following this simple rule will save time and trouble.
Double-Check Before Beginning
Disassembly Operations
The source of most engine troubles can be traced
not to one part alone but to the relationship of one
part with another. For instance, excessive fuel con-
sumption may not be due to an incorrectly adjusted
fuel pump, but instead to a clogged air cleaner or
possibly a restricted exhaust passage, causing ex-
cessive back pressure. Too often, engines are com-
pletely disassembled in search of the cause of a
certain complaint and all evidence is destroyed dur-
ing diassembly operations. Check again to be sure
an easy solution to the problem has not been
overlooked.
Find And Correct Basic Cause of Trouble
After a mechanical failure has been corrected, be
sure to locate and correct the cause of thetrouble so
the same failure will not be repeated. A complaint of
“sticking injector plungers” is corrected by replac-
ing the faulty injectors, but something caused the
plungers to stick. The cause may be improper injec-
tor adjustment or more often, water in the fuel.
Tools and Procedures To Correct A Complaint
Tools and procedures to correct the complaints
found in this Troubleshooting section are available
from Cummins distributors and dealers. A list of
publications, by bulletin numbers, is included in the
back of this manual in the form of a purchase order.
This list includes all engine model shop and engine
repair and rebuild manuals.
AFC Fuel Pump Adjustments
All AFC fuel pump adjustments are specified for
calibration on a fuel pump test stand and not to be
made on the engine. Contact your nearest author-
ized Cummins distributor to perform maintenance,
if required.
‘Trouble — /?
Shooting /:
Cummins Engines
CAUSES
Air Intake
Exhaust Back Pressure
Air in or Altitude
Air Leaks Between Cleaner and Engine
or
Air Leaks in Suction Lines
Restricted Fuel Lines
External or Internal Fuel Leaks
Holes
Broken Fuel Drive Shaft
Scored Gear or Worn
Excessive
Throttle
Water
AFC Calibration Incorrect
AFC Plunger
Incorrect
ASA/AFC Air Leak, Bellows
ASA Reverse
External and Internal Oil Leaks
Oil Filter
Lubricating Oil Control
System Oil Suction Line Restriction
Oii Pressure
or
Thermostats
Hose/Loose Belts
Stuck
Internal Water Leaks
or
Exterior Leaks/Air in
Low Coolant Radiator
Coolant Low
Operation
and
Maintenance
Bad
Mechanical Clearances
Adjustments Excessive Crankshaft End Clearance
Cam
or Main Bore Out of
Repair Due for Overhaul
to Driven Unit
Bolts/Head
Rod or Cam Box
Rail Pressure Switch
Rail Switch
Mechanical
Variable
Timing
System
Maintenance
Smo ka
AT
Excessiyo Fuel
Li loli: la!!! ACI MAITELLINIEIMEILILLINTO
|
Index
Page No
Air Cleaner Cleaning (Oil Bath Type) ............ 2-50
Air Cleaner Element — Cartridge Type........... 2-14
Air Cleaner Element Cleaning
(Single and Dual Type Elements).............. 2-14
Air Cleaner Element Cleaning (Dry Type) ........ 2-12
Air Cleaner Oil Changing ........eoeneecereveoeo. 2-15
Air Cieaner Oil Level .......cocooreococcorocareo 2-15
Air Compressor .......oeeecceoocororeocaorereo 2-54
Air Compressor Breather ...................... 2-34
Air Connections........eo_eeeocecoocoreosoocaooreooa 1-3
Air Inlet Restriction at AirCleaner............... 2-12
Air Inlet Restriction at Engine .................. 2-12
Air Tank Draining ......oeoececsocorereceorcoreo 2-15
Апего!@ ОН Семе!, СпесК ...................... 2-33
Aneroid Change Oil. .........oe..ee0c0osnvecrocoo 2-49
Aneroid — Clean and Calibrate ................. 2-51
Aneroid — Replace Breather ................... 2-49
Belt Tension — Checking and Adjusting .......... 2-8
By-Pass Oil Filter Changing .................... 2-29
Back Side IdierFan Drive ............. coven... 2-50
Cold-Starting Aid Checking ............ 1-4, 1-5, 2-57
Cold-Starting Aids ........e_recrrocrevocsoceooo 1-5
Cold-Weather Protection .........e..o_eoreccooa 1-8
Cold-Weather Starting .....0.00000000000 000000004 1-4
Coolant Check ....e..e.oeoooceococercorecoreoreoo 2-30
Coolant Leaks .......ooo_ereccrcesrervocororeneo 2-7
Coolant Level .........occo_esorcseeococooccoo 1-3, 2-7
Coolant Specifications ........e.eooeeecrcocccocoo 3-7
Cooling System С1еатп@ ...................... 2-52
Crankcase Breather Cleaning ............. 2-33, 2-55
Crankshaft End Clearance .............. ci... 2-58
Crosshead Adjustment ..... 2-37, 2-39, 2-43, 2-46, 2-49
Daily Checks .....oeocoecocosscocoseracorerdanorao, 2-7
Drive Pulley ........eoreeoosesocccacarreoreea 2-57
Engine Break-In.......o..e.ececocereorosrrorcrocoo 1-1
Engine Coolant .........ecoooecee.oceeorceosccooooo 1-3
Engine Oil ChanginQ s...00000000000 00000000004 2-16
Engine Oil Level, CheCK ............ iii... 2-7
Engine Shut-Down .00000000000000 0006000000000 1-7
Engine Speeds........ñ_c_ococereorzsecosveccocecco 1-6
Fuel Filter Water Зерага!0г...................... 2-7
Fan Hub Inspection...................... 2-52, 2-57
Fuel Filter Element Changing
(ср-Оп Туре) ............................ 2-30
Fuel Filter Sediment Draining ............... 2-7, 2-8
Fuel Oil Leaks ......._ooercococaeaororooooo 2-7, 2-11
Fuel Oil Specifications ........ñ_.errrceeoncorooo 3-6
Fuel Pump Calibration ............ ccc... 2-51
Fuel System Priming ........e.eresscoreovcocroco. 1-1
Fuel Tank Sediment Draining...............e mer... 2-7
Page No
Governed Engine Speed........ñ._eeerc=oosceuceo 1-6
Grease Specifications ........ coi iii. 3-5
High Altitude Operation ......0000000000000000 000 1-7
Hose Checking ........e.orceorooccacaneorernoo 2-57
Hydraulic Governor......qo2_..eooceoeeeceesscocono 1-3
Hydraulic Governor Oil Change ................ 2-49
Hydraulic Governor Qit Level. .................. 2-33
idier Pulley ...........eoerecococcororerronece. 2-52
Idiing the Engine ........e.oocceorceesocaracarcooo. 1-7
Industrial Fire Pump Engines ..........ceeorrecc. 1-11
Injectors, Clean and Calibrate .................. 2-51
Injector Plunger
Adjustment ........ 2-35, 2-36, 2-37, 2-38, 2-39, 2-40,
2-41, 2-42, 2-43, 2-44, 2-45, 2-46, 2-47, 2-48
Lubricating Oil Change Intervals .............ec.. 2-16
Lubricating Oil Analysis ......e.ooeoeresscorcaooo 2-27
Lubricating Oil Specifications ................... 3-1
Lubricating System Priming..........eoooccecccoo 1-1
Maintenance Check Sheet ................ cL... 2-3
Maintenance Operation .........orcoosssossrocoo 2-1
Maintenance Schedule ......... 1-19, 2-2, 2-3, 2-5, 2-6
Mounting Bolt and Nut Tightening .............. 2-57
QilChangeCharts........... coi iii. 2-18
Oil Change Limits ........eeocococrceccocacceco. 2-17
Oil Filter Element Changing ......._eo.eoorecono 2-28
Oil Level ......e.ooooerooreavacocenacororec. 1-1, 2-7
Oil Pressure Gauge ......c_oeeocorcoeoorroscenocoo 1-7
Oil Temperature Саиде ........................ 1-6
Operating Instructions .........e.eooeeceoreccorco. 1-1
Operator's Daily Report ........ñe.eocecersereccoo 2-7
Power Take-Off Applications ........e..eerceecoao 1-7
Pressure Flushing ......._ercooororoccororaro. 2-52
Preheater — Cold Starting ................. 1-4, 2-57
Рге-С1еапег апа Оиз! Рап ..................... 2-12
Pre-Starting ...........000000 0000000005 0000000 1-1
Rebuilt Units — Inspection and Installing......... 2-52
Specifications and Torque .........eoocoscoocsooo 3-1
Shutterstat Checking .....0..0.000000000000 000040 2-57
Starting Procedure .....0000000000000000 0000000 1-3
Steam Clean Engine ....000000000000000 0000000 2-57
Storage for Engine Out of Service ................ 2-1
Temperature Settings .............2440000000000 2-57
Thermal Control SettingS ........00000000000000- 2-57
Thermatic Fan Checking .....00000000000000000 2-57
Thermostat and Seal Checking ................. 2-54
Torque Specifications. ........ _ o.erescsorosrcooo 3-8
Trouble-Shooting ...........40000 000000000000 0 4-1
Trouble-Shooting Chart .............. cove. 4-2
Turbocharger Bearing Clearance ............... 2-52
Turbocharger Mounting Nut Tightening.......... 2-57
Index
Page No.
Vaive Adjustment. .............. 2-35, 2-37, 2-38, 2-40
2-41, 2-44, 2-45, 2-47, 2-48, 2-49
Vibration Damper Inspection ................... 2-53
“Warming Up” Engine ........e..eoeeexecrccsorcovoroo 1-6
Water Filter ChanginQ ......0.0000000000 000000000 2-32
Water Pump InspeCtiON......000000000000 0000000 2-52
Water Temperature GaUOE .......0.00000000000000 1-7
Weekly Checks ....0.0.0000000000040 000000000000 2-12
Zinc Plugs .......o.ereocrecorecocerrereerara 2-58
Operation and Maintenance
CUMMINS SERVICE PUBLICATIONS
The following Cummins Service Publications related to Operation and Maintenance can be purchased from
any Cummins distributor or Cummins dealer.
Many publications have been translated into other languages. Cummins distributors or Cummins dealers
have information on which publications are available in languages other than English.
For information about any Cummins publications, contact your local Cummins distributor or dealer.
BULLETIN
NUMBER
3379137
3379141
3379052
3379075
3379069
3379067
3379076
3379057
3379120
3379078
3379053
3379539
3379558
3379559
3379566
3379567
3379570
3379574
3379578
3379592
3379593
3379597
3379598
OPERATION AND MAINTENANCE MANUALS
Automotive Operation and Maintenance Manual — United States
and Canada
Automotive Operation and Maintenance Manual — International
Construction/industrial Operation and Maintenance Manual
Marine Operation and Maintenance Manual
ENGINE SHOP MANUALS
V/VT-378, V/VT-504, V/VT-555 C.1.D. Engine Shop Manual
H, NH-672, 743 Engine Shop Manual
NH/NT Engine Shop Manual
V/VT-903 C.1.D. Engine Shop Manual
V/NT/NTA-1710 C.1.D. Engine Shop Manual
KT/KTA19-C Engine Shop Manual
KT/KTA38-C and KTA50-C Engine Shop Manual
N/NT/NTA-855 Series GS/GC (Small Cam)
KT/KTA19 Series GS/GC
KT/KTA19 Series G
V/NT/NTA-1710 Series G
V-1710 Series GS/GC
KT/KTA38-GS/GC
NT/NTA-855-G
KT/KTA38-G
KTA50
KTA50-GS/GC
NTA-855 Series-GS/GC Big Cam
NTA-855 Series-G Big Cam
Operation and Maintenance
BULLETIN COMPONENT REBUILD MANUALS
3379084 | Fuel Pump PT (type G and R) Rebuild and Calibration Instruction
3379071 Injectors PT (all types) Rebuild
3379091 Turbochargers Component Shop Manual
(T-18A, T-35, T-46, T-50, VT-50 and ST-50 Models)
3379056 Air Equipment Component Shop Manual
3379117 Water Pump Rebuild Manual
3379092 Crankshaft Inspection and Reconditioning
3379461 Turbocharger Rebuild Manual (H2-B/HC3-1 Models)
PARTS CATALOGS |
3379528 NH-855 (5 1/2 inch bore) Parts Catalog
3379577 V-378 Parts Catalog
3379587 V/VT-378 Big Cam Parts Catalog
3379549 V-504 Parts Catalog
3379586 V/VT-504 Big Cam Parts Catalog
3379535 V/VT-555 Parts Catalog
3379588 V/VT-555 Big Cam Parts Catalog
3379532 V/VT-903 Parts Catalog
3379591 NT-855 Small Cam Parts Catalog
3379599 NT-855 Big Cam Parts Catalog
3379632 KT/KTA19-C Parts Catalog
3379518 KT/KTA38-C Parts Catalog
3379581 KTA50-C Parts Catalog
3379540 V/VNT/VTA-1710 Parts Catalog
3379508 N-855-F, NT-855-F1 and F2 Parts Catalog
3379534 V-378, V-504, F1 and F2 Parts Catalog
3379543 VT-1710-1F Parts Catalog
SERVICE TOOL PUBLICATIONS
3377969 Service Tool Catalog (Pocket Size)
3377971 Service Tool Catalog (Full Size)
SERVICE BULLETINS
3379348 Troubleshooting Cooling Systems for Cold Engine Operating Temperature
3379000 Air for Your Engine
3379001 Fuel for Cummins Diesel Engines
3379002 Lubricating Oil for Cummins Engines
3379003 Capscrew and Nut Torque Values — In-Line Engines
3379007 Principles of Troubleshooting
3379009 Engine Operation in Cold Weather
3379011 Injector Plunger and Valve Adjustment
3379012 The Cooling System
3379019 Engine Storage
3379022 Governors Used on Cummins Engines
3379023 Capscrew and Nut Torque Values — V-Engines
3379024 Battery and Cable Specifications
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