rex CHONGQING-CUMMINS DIESEL ENGINE OPERATION AND MAINTENANCE MANUALOperation and Maintenance Manual Cummins Diesel Engines Agricultural Construction Industrial Industrial Fire Pump Logging Mining Railway GeneratorA BRIEF INTRODUCTION OF CHONGQING CUMMINS ENGINE COMPANY Ltd. Chong Qing Cummins Engine Company Ltd. (CCEC)signed a licence agreement of NH and K series engines with Cummins Engine Company, USA, in 1981, manufacturing NH and K series engines , in order to meet the needs for diesels in mine and quarry dump trucks, highway heavy-duty trucks, special purpose trucks construction and oil field equipments, rail cars and locomotives, marine, gensets, etc. NNH and K series engines have adopted unique PT fuel system, and big CAM design for NH series engine, available as naturally aspirated, turbocharged, turbocharged- afiercooled and twin turbocharged versions. They have the advantages of light weight, high power and torque rise, low fuel consumption, easy in maintenance and service. The engines can be run up to 500,000 kilometers before an overhaul is necessary, due to its high reliability and good fuel economy, the engines can fully meet the laws regulations of environmental protection and have gained a high repution in international market Chong Qing Cummins Engine Company Ltd is one of the national key projects sand owns a mass of capable engineering and technical personal, sufficient and advanced manufacturing equipments and measuring instruments, strict quality control system, which ensure to produce the customer satisfied Chong Qing-Cummins engines CCEC is able to offer customers with revision design ,application engineering and technical support ,pare parts and service tools, CCEC would provide multi-purpose diesels with good economy and reliability for both domestic and foreign customers. We also accept the business of engine major overhaul service either at CCEC or customer’s field Total wer range bore stroke specific tel engine és x Not Sree ‘consumption ‘amy araepower) | ee Lemnos] am cny | tere) | ounce ‘vionp) ” |_Num(tb.h) 175-364 | @77—1939 1 1 ine- | 140% x6) | 14. . N= 888 | oa5—475) |(ea7—1430) | NOE] 140*152 (G-3-%6) | 14.0 (855) | 206(0.940) K-19 inline6 18.9 (1150) = 336-1342 | 1831-7020 sano teal 38 | 450— 1800) |(1360—517)_Y12_| 199*189 (6 %6)| 97.8 (2300)| — 206(0.940) K-50 v=16 50.3 (3067)Foreword This is an engine operation and maintenance man- ual, not a repair manual. The design of Cummins Engines makes it possible to replace worn or dam- ‘aged parts with new or rebuilt parts with a minimum of down time. Contact the nearest Cummins Dis- tributor for parts replacement as they are equipped and have well informed, trained personnel to per- form this service. If your shop is properly equipped to pertorm either maintenance, unit replacement and/or complete engine rebuild, contact the nearest Cummins Distributors to obtain available repair manuals and arrange for training of personnel For model identification of an engine, check the dataplate. The letter and number code indicates breathing (naturally aspirated except when letter “T" for turbocharged is present), cubic inch dis- placement, application and maximum rated horse- power. Examples: NTA-855-370 V-908-320 Ne4 valve head ‘ype engine ‘T=Turbocharger 903-Cubic Inch A-Aftercooled Displacement 370*Maximum rated 820"Maximum Rated horsepower horsepower ‘Cummins Engine Company, Inc. Columbus, Indiana, U.S.A.Table of Contents Operating Instructions Prestarting Instructions . Starting the Engine . Engine Warm-Up ..... Engine Speeds High Altitude Operation ..... Engine Shutdown. cae Cold Weather Protection ...... Industrial Fire Pump Engines Maintenance Operations Schedule..........205 Check Sheet .... A Checks — Daily ...... AChecks — Weekly ....-.+ B Checks . Ee 7 AS Checks ........ 235 D Checks ...... 2-51 Seasonal Maintenance Checks . 2-87 Lubricating Oil . Grease ........ Fuel Oil . Coolant . Torque Specifications... Trouble-Shooting Description. Chart .... Index .Operating Instructions Operating Instructions ‘The engine operator must assume the responsibility of engine care while the engine is being operated. ‘There are comparatively few rules which the opera- tor must observe to get the best service from a ‘Cummins Diesel. General—All Applications New and Rebuilt Engines Break-In ‘Cummins engines are run-in on dynamometers before being shipped from the factory and are ready to be put to work in applications such as emergency fire trucks, rail car applications and generator sets In other applications, the engine can be putto work, but the operator has an opportunity to establish conditions for optimum service life during initial 100 hours of service by: 1. Operating as much as possible at three-quarter throttle of load range. 2. Avoiding operation for long periods at engine le speeds, or at the maximum horsepower lev- els in excess of five minutes. 3, Developing the habit of watching the engine instruments closely during operation and letting up on the throttle if the oil temperature reaches 250°F [121°C] or the coolant temperature ex- ceeds 195°F [91°C]. 4, Operating with @ power requirement that allows acceleration to governed speed when conditions require more power. 5. Checking the oil level every 8 to 10 hours during the break-in period. New or Rebuilt Engines Pre-Starting Instructions — First Time Priming The Fuel System 1. Fill the fuel filter with clean No. 2 diesel fuel oll, meeting the specifications outlined in Section 3, 2, Remove the fuel pump suction line and wet the gear pump gears with clean lubricating oil, 3, Check and fill the fuel tanks. 4, If the injector and valve or other adjustments have been disturbed by any maintenance work, check to be sure they have been properly adjusted before starting the engine. Priming the Lubricating System ‘Note: On turbocharged engines, remove the oil inlet, line from the turbocharger and prelubricate the bearing by adding 2 to 3 02. [50 to 60 cc] of clean lubricating oil. Reconnect the oil supply line. 1. Fill the crankcase to the "L" (low) mark on the dipstick. See Lubricating Oil Specifications, Sec- tion 3, 2, Remove the plug from the lubricating oil cross- over passage on NH/NT-855 Engines, Fig. 1-1. Remove the plug from the head of the lubricating oil filter housing on V Engines, Figs. 1-2, 1-3, 1-4, 4-6 and 1-6, On KT/KTA1® Engines the plug from the front of the oil cooler housing, Fig. 1-7. Fig. 1-1, (OM1001L). Lubricating system priming point—NT-855 11. Engine1-2 Operation and Maintenance Construction and Industrial an Fig. 4-2, (OM1002L). Lubricating system priming point—VT-908 CLD. Engine Fig. 1-3, (OM1003L). Lubricating system priming point—V/VT- 585 C10. Engine Caution: Do not prime the engine lubricating sys- tem from the by-pass filter. 3. Connect a hand or motor-driven priming pump line from a source of clean lubricating oil to the plug boss in the housing 4, Prime until a 30 psi [207 kPa] minimum pressure is obtained. 5. Crank the engine at least 15 seconds (with fuel shut-off valve closed or disconnected to prevent starting). while maintaining the external oil pres- sure at a minimum of 15 psi [103 kPa} 6. Remove the external oil supply and replace the plug. Tighten to proper torque valve. Fla. 14, (21902) Lubricating system priming point KTIKTS8 Engine Fig, 1-5, (OM202). Lubricating system priming point — KTASO Warning: Clean the area of any lubricating oll spilled while priming or filling the crankcase. 7. Fill the crankcase to the "H” (high) mark on the dipstick with oil meeting specifications, listed in Section 3. No change in oil viscosity or type is needed for new or newly rebuilt engines. A dipstick oil gauge is located on the side of the Fig. 1-8. The dipstick has an “H" (high) (1) (low) (2) level mark to indicate lubricating oil supply. The dipstick must be kept with the oil an, or engine, with which itwas originally supplied. ‘Cummins oil pans differ in capacity with different type installations and oll pan part numbers. Check the dipstick calibration. If in doubt, your Cummins(OM1004L). Lubricating system priming point — KT/KTAI9C.LD. Engine Operating Instructions 1-3, Distributor can verity that you have the proper oll pan and dipstick calibration Check Hydraulic Governor Many engines used in stationary power applications are equipped with hydraulic-governed fuel pumps which use lubricating oil as an energy medium, ‘same weight as used in the engine. Oil level in the governor sump must be at the full mark on the dipstick. Note: Engine applications in @ cold environment should use lighter weight oil in the governor sump. ‘Check Air Connections Check the air connections to the compressor and the air equipment, as used, and to the air cleaners and air crossovers to assure that they all are secure and have no damage. Check Engine Coolant Supply 1. Remove the radiator or heat exchanger cap and check the engine coolant supply. Add coolant as needed. See Section #3 for coolant specifications. 2. Make a visual check4or leaks and open the water filter shut-off valves. Starting the Engine Starting requires that clean air and fuel be supplied to the combustion chambers in the proper quanti- ties at the correct time. Normal Starting Procedure Warning: Before starting be sure th clear of the engine and equipment. It the fuel system is equipped with an overspeed stop, push the “Reset” button before attempting to start the engine. 1. On units equipped with an air activated prelube device, open the air vaive to activate the piston in the prelube device which will lubricate all moving Parts in the engine. Note: On engines equipped with an oil pressure safety switch, hold the fuel by-pass switch in the “start” position until the engine oil pressure reaches 7 to 10 psi [48 to 69 KPa}; then, move it to the “run” position, 2. Set the throttle for idle speed and disengage the driven unit. everyone is1-4 Operation and Maintenance Construction and indu Caution; Protect the turbocharger during start-up by not opening the throttle or accelerating above 1000 rpm until the idle speed oll pressure registers, ‘on the gauge. 3. Open the manual fuel shut-down valve, if so equipped. Fig. 1-9. Electric shut-down valves operate as the switch is turned on. A manual override knob provided on the forward end of the electric shut-down vaive allows the valve to be ‘opened in case of an electric power failure. To Use, turn fully clockwise; return it to the run pos tion after an electric repair. Fig. 1-8, (¥21970). Using manual override knob 4, Pull the compression release (if so equipped) and press the starter button or turn the switch- key to the “start” position. After three or four seconds of cranking, close the compression release (if so equipped) end continue to crank until the engine fires. Caution: To prevent permanent cranking motor damage, do not crank the engine for more than 30 seconds continuously. If the engine does not fire within the first 30 seconds, wait one to two minutes before recranking. 5. Atthe initial start or after oil or filter changes and after the engine has run for a few minutes, shut it down and wait 15 minutes for the oil to drain back into the pan. Check the engine oil level again; add oil as necessary to bring the oil level to the "H” mark on the dipstick. The drop in oil level is due to absorption by the oil filters. Never operate the engine with the oil level below the low level mark or above the high level mark. Cold-Weather Starting Note: A water jacket heater is recommended for stand-by generator set applications installed in a cold climate, Pret r The glow plug system supplies heat to the cylinders so that compression temperatures are sufficient to ignite the fuel. To aid in starting the engine when the temperature is 80°F [10.0°C] or below, an intake air preheater is, available, Preheater equipment consists of a hand-priming pump to pump fuel into the intake manifold, and a ‘switch to turn on the glow plug which is electrically heated by the battery. Fuel burns in the intake mani- fold and heats the intake air. Warning: Do not use vapor in conjunction with the preheater. To do so could result in a fire. To use the preheater for cold startin 1. Set the throttle in idle position. Turn the glow plug toggle switch to the "ON" position. The red indicator light must be on. 2. After the red light has been on for 20 seconds, start cranking the engine. As soon as the engine begins rotating, operate the preheater priming pump to maintain 80 to 100 psi (552 to 693 kPa) fuel pressure. Use of the primer before the 20- second interval will wet the glow plug and pre- vent heating. 3. If the engine does not start within 30 seconds, stop cranking. Wait one or two minutes and repeat the cranking operation. 4. After the engine starts, pump the primer slowly to keep the engine idling smoothly. In cold weather this may require 4 to 5 minutes or longer. Do not accelerate the engine. 5, When the engine has warmed up so it does not falter between primer strokes, stop pumping. Close and lock the primer. Turn off the glow plug. toggle switch. (The red indicator light will go out) 6. If the engine gives no indication of starting dur- ing the first three full strokes of the preheater pump, touch-check the intake manifold for heat. I there is no heat, check the electrical wiring. Ittibiae! NO Fig. 1-10, (OM1006L). Glow plug inspection hole, NT-865C.1.D, Engine the wiring is all right, remove the 1/8 inch pipe plug (1, Fig. 1-10) from the manifold near the glow plug and close the glow plug manual switch for 18seconds and observe the glow plug through the 1/8 inch plug hole. The glow plug should be white hot; if not, connect the wiring to a 6 to 12-vollt (as used) source and check the amper- ‘age’ it should be 30 to 32 (minimum). If the glow plug is all right, check the manual switch and resistor (if used) and replace if necessary. Note: The preheater priming pump, switches and resistor are located at the instrument panel and are to be checked during engine starting. ‘The cold starting aid, approved for use in Cummins Engines, has been based upon starting aid capabili- ties to -25°F [-32°C)], Fig. 1-11, (OMN007L). Manually operated valve Operating Instructions 1-5 Ceution: Do not attempt to use vapor compound type starting alds near heat, open tlame or on ‘engines equipped with a glow plug system. Manually Operated Valve ‘The manually operated valve, illustrated in Fig. 1-11 includes the valve body assembly (6), clamp (2) and nylon tube (3), The fuel cylinder (1), atomizer fitting (8) and pull control (7) must be ordered separately. Standard pull or throttle control cables may be used, to actuate the manual valve, if desired. Electrically Operated Valve The electrically operated valve, Fig. 1-12, includes the valve body (7), 90 degree elbow (5), clamp (2), push button switch (6), and nylon tube (3). The thermostat is mounted on the engine exhaust mani- fold and cuts out the valve by sensing manifold heat when the engine is running. See parts catalog for fuel cylinder (1) and fuel atomizer fittings (4), These fittings must be ordered separately, as required Fig 1-12, (OM1008L). Electrically ope Installation Recommendations The atomizer fittings must be mounted in the engine air intake manifold or inlet connection to provide an equal distribution of starting fuel to each cylinder. The atomizer holes are 180 degrees apart and must be mounted so the spray is injected the “long way” of the manifold, If incorrectly installed, the spray goes crosswise of the manifold Recommended Starting Technique Using Fleetguard Starting Aid 1. Set the throttle for idle.1-6 Operation and Maintenance Construction and Industri 2. Disengage the driven unit or make sure gears are in neutral. 3. Open the manual fuel shut-down valve, or elec~ tric shut-down valve, whichever is used. 4. Engage the starter and while cranking, apply metered amounts of starting fluid until the engine idles smoothly. Use of Starting Fluld Without Met ing Equipment 1. Spray starting fluid into the air cleaner intake, while @ second man cranks the enaine. Warning: Never handle starting fluld near an open flame. Never use it with a preheater or flame thrower equipment. Do not breathe the fumes. Use of too much will cause excessively high pressures and detonation, or over speed the engine. 2. Starting ald fumes will be drawn into the air intake manifold and the cold engine should start without difficulty. Warning: Fuel oll or volatile fuel cold starting aids are not to be used in underground mine or tunnel ‘operations. If the engine is so equipped check with the local U.S. Bureau of Mines Inspector for use of the starting ald. Engine Warm-Up When the engineis started, it takes a while to get the lubricating oll film re-established between shafts and bearings and between pistons and liners. The most favorable clearances between moving parts are obtained only after all engine parts reach normal ‘operating temperature. Avoid seizing pistons in lin- ers and running dry shafts in dry bearings by bring- ing the engine up to operating speed gradually as it warms up. (On some emergency equipment (such as fire pump engines) warm-up may not be necessary due to the equipment being housed inside a heated building, For an engine starting with a parasitic load, such as a fire pump, the coolant temperatures must be a minimum of 120°F [48°C] Engine Spe All Cummins engines are equipped with governors to prevent speeds in excess of the minimum or predetermined lower speed rating. The governor has two functions: First, it pré the fuel needed for idling when the throttle is in the idle position. Second, it overrides the throttle and shuts off the fuel if the engine rpm exceeds the maximum rated speed. Speeds listed in Table 1-1 are for engines rated at maximum rpm and fuel rate. Note: Engines in many applications are applied ata lower than maximum rated speed; check the serial dataplate. Power generator units are pre-: specific governed rpm. jet to operate at a Table 1-1: Engine Speeds (RPM) Engine ‘Maximum Model Rated AIINH, NT, 855-R, B55-L 2100 AILNH, NT 2300 v-903 2800 \VT-903 2400 V-878, V-504, V-555 3000 V-378, V-504, V-555 3300 V-A710, V=1710-L 2100 «Tie 2100 KTAIg 2100 KT38 2100 KTA38 2100 KTASO 2100 Oil Temperature The oil temperature gauge normally should read between 180°F [82°C] and 225°F [107°C]. Under full load conditions, an oil temperature of 240°F [116°C} for a short period is not cause for alarm. Caution: Any sudden increase in oll temperature which is not caused by a load increase Is a warning of possible mechanical failure and should be inves- tigated at once. During the warm-up period, apply the load gradu- ally until the oll temperature reaches the 140°F [60°C]. While the oil is cold it does not doa good job of lubricating. Continuous operation or tong peri- ‘ods of idle with oil temperatures below 140°F [60°C] may cause crankcase dilution and acids in the lubricating oil which quickly accelerate engine wear.Operating Instructions = 1-7 Table 1-2: Oil Pressure PSI [kPa] @ 225°F [107°C] Engine Serles Minimum @ Idle Speed Rated Speed NH/NT 8 | 55) 40/70 276/483) Big Cam It 8 | 55) 25/48 [172/910] \VT-960, V-808, VT-903, 5 | 34] 40/65 |276/448) VIVT-378, VVT-$04, VVT-555 10 | 69) 50/90 [345/620] VTVTA-1710 45 [103] '50/90 (345/620) KTKTAIS 48 [103] 45/70 [310/483] KT/KTAS® @ 2100 RPM 18 [103] 45/70 [310/483] KT/KTA38 @ 1500, 1800 or 1950 RPM 18 [103} 40/70 276/463} KT/KTASO @ 2100 RPM 20 [138] 45/70 [310/483) KT/KTAS0 @ 1500 or 1800 APM 48 [103] 40/70 (276/463) Water Temperature ‘Awater temperature of 160° to 200°F [71° to 93°C] is the best assurance that the working parts of the engine have expanded evenly to the most favorable oll clearances. Maximum engine coolant tempera: tures should not exceed 200°F [93°C] Keep tre thermostats in the engine during summer and winter, avoid long periods of idling, and take the necessary steps to keep the water temperature up to @ mininium of 160°F [71°C]. If necessary in cold ‘weather, use radiator shutters or cover a part of the radiator to prevent overcooling Oil Pressure Normal engine oil pressures at 225°F [107°C] oil temperature are listed in Table 1-2, Note: individual engires may vary from the above normal pressures, Observe and record the pressure when the engine is new to serve as a guide for an indication of progressive engine condition. (High oil pressure during start-up is not cause for alarm.) For tecord purposes these readings are more accurate and reliable when taken immediately after an oil change. High Altitude Operation ‘Some engines, particularly naturally aspirated, lose horsepower when they are operated at high altitude because the air is too thin to burn as much fuel asat sea level. This loss is about 3 percent for each 10001t [304.6 mj of altitude above sea level for a naturally aspirated engine. Operate the engine using a lower Power requirement at high altitude to prevent smoke and over-tueling Power Take-Off Application With PT (type G) VS Fuel Pump The VS fuel pump governor lever is used to change the standard governed speed of the engine from rated speed to an intermediate power take-off speed. When changing from the standard speed range to the power take-off speed with the engine idling on standard throttle, operate as follows: 1. Place the VS speed control lever in the operating position. 2. Lock the standard throttle in the full-open posi- tion. 3. Engage the power take-off. To return to standard throttle: 1. Disengage the power take-off, 2. Return the standard throttle to the idle position, 3, Lock the VS speed control lever in the maximum ‘speed position. Engine Shut-Down Idle Engine & Few Minutes Before Shut-Down. itis important to idle an engine 3to 5 minutes betore shutting it down to allow the lubricating oil and water to carry heat away trom the combustion chamber, bearings, shafts, etc. This is especially important with turbocharged engines. The turbocharger contains bearings and seals that are subject to the high heat of combustion exhaust gases. While the engine is running, this heat is car- ried away by oil circulation, but if the engine is1-8 Operation and Maintenance Construction and Industrial stopped suddenly, the turbocharger temperature may rise as much as 100°F [38°C]. The results of the ‘extreme heat may be seized bearings or loose oil seals. Do Not Idle Engine tor Excessively Long Periods Long periods of idling are not good for an engine because the combustion chamber temperatures drop so low the fuel may not burn completely, This will cause carbon to clog the injector spray holes and piston rings and may result in stuck valves, I{the engine coolant temperature becomes too low, raw fuel will wash the lubricating oil off the cylinder walls and dilute the crankcase oll so all moving parts of the engine will suffer from poor lubrication. If the engine is not being used, shut it down, Turn Switch to “Off” Position to Shut Down the Engine The engine can be shut down completely by turning off the switch on installations equipped with an electric shut-down valve, or by turning the manual shut-down valve knob. Turning off the switch which controls the electric shut-down valve stops the engine unless the override button on the shut-down valve has been locked in the open position, If the manual override on the electric shut-down valve is being used, turn the button fully counterclockwise to stop the engine. Refer to “Normal Starting Proce dure”. The valve cannot be reopened by the switch Until after the engine comes to a complete stop, unless a rapid restart valve is installed. Caution: Never I 1e switch key or the override button in the valve open or in the run position when the engine is not running, With overhead tanks this would allow fuel to drain into the cylinders, causing a hydraulic tock. Stop Engine Immediately If Any Parts Fall Practically all failures give some warning to the operator before the parts fail and ruin the engine. Many engines are saved because alert operators heed warning signs (sudden drop in oil pressure, unusual noises, etc.) and immediately shut down the engine. Cold-Weather Protection 1. For cold-weather operation, use of permanent- type antifreeze with rust inhibitor additives is Fig. 1-19, (OMIO10L), Cooling system drain points—NT-865 CID Engine Oo Fig. 1-14, (OM1012L). Cooling system side) VT-203 C0. Engine Fig. 1-18, (OM1013L). Cooling system drain points (left bank side) VVT-555 C.L0. EngineFig 1-17, (0M1009L). Cooling system drain poi C10. Engine Fig. 1-18, (K2190Q). Coolant drain point — KT(A}38 Engine Operating Instructions 1-9 Fig. 1-20, (K21904), Two cylinder air compressor coolant drain recommended. See Section 3. 2. Drain the cylinder block and heads on all engines by opening the petcocks and removing the drain plugs as shown in Fig.’s 1-19 to 1-19. If an air compressor (Fig. 1-20), heat exchanger or other “water cooled” accessory is used, open the pet- cock and drain. Failure to properly drain the engine and accessories may cause serious dam- age during freezing weather. 3. Immersion-type water and oil heaters are availa: ble for engines used in cold-weather operations and to maintain temperatures to permit the engine to operate at full load at start-up. Engine Operation in Cold Weather Satisfactory performance of a diesel engine operat- ing in low ambient temperature conditions requires4-10 Operation and Maintenance Construction and Industrial modification of the engine, surrounding equipment, operating practices and maintenance procedures, ‘The colder the temperatures encountered the greater the amount of modification required and yet with the modifications applied, the engines must still be capable of operation in warmer climates without extensive changes, The following information is provided to engine owners, operators and mainte- nance personnel on how the modifications can be applied to get satisfactory performance from their diesel engines. There are three basic objectives to be accomplished. 1. Reasonable starting characteristics followed by Practical and dependable warm-up of the engine and equipment. 2, Aunit or installation which is as independent as Possible from external influences, 3. Moditications which maintain satisfactory oper- ating temperatures with @ minimum increase in maintenance of the equipment and accessories. It satisfactory engine temperature is not maintained, higher maintenance cost will result due to the increased engine wear, poor performance ang tor- mation of excessive carbon, varnish and other de- posits. Special provisions to overcome low tempere- tures are definitely necessary, whereas a change to warmer climate normally requires only a minimum of revision. Most of the accessories should be designed in such a way that they can be discon- nected so there is little effect on the engine when they are not in use. The two most commonly used terms associated with preparation of equipment for low temperature operation are “Winterization” and “Arctic Specitica- tions” Winterization of the engine and/or components so starting and operation are possible in the lowest temperature to be encountered requires: 1. Use of correct materials. 2. Proper lubrication, low temperature lubrici oils. ing 9. Protection from the low temperature air. The metal temperature does not change, but the rate of heat dissipation is affected, 4, Fuel of the proper grade for the lowest tempera: ture. 5, Heating to be provided to increase the engine block and component temperature toa minimum of -25°F [-32°C] for starting in lower temper atures. 6. Proper external heating source available. 7. Electrical equipment capable of operating in the lowest expected temperature. Arctic specifications refer to the design material and specifications of the components necessary for satisfactory engine operation in extreme low temper- atures to -65°F [-54°C]. Contact Cummins Engine Company, Inc., or the equipment manufacturer to obtain the special items required. For additional information on cold weather opera- tion, obtain Service Bulletin No. 3379009 “Engine Operation in Cold Weather,” from the nearest Cum- mins Distributor or dealer. antifreezes are not recom- in Cummins Engines. Although DCA water treatment, the “anti-leak” agents may log the coolant filters and render them ineffective.Maintenance Instructions 1-11 Industrial Fire Pump Engines Fire pump engines are built and applied under con- ltions set down by agencies such as Underwriters Laboratory and Factory Mutual Research; there- fore, parts originally supplied must not be deviated from without qualifying agency approval. The fol- lowing instructions are those special items neces- ry t0 this application, and should be used in con- Junction with those previously stated, Note: Contact operating personnel responsible for fire protection system before starting. Obtain ap- proval to service or repair. Make sure that the con- necting lines to and from the fire pump are open and that there is water to the pump. 1. Close all cooling system drains. 2, Remove the heat exchanger cap, check or fill the engine coolant supply; open the water filter inlet and outlet valves. 3. Prelubricate the engine with oil meeting API Class CD or CC and viscosity of SAE 15W40 or 20W40. This includes removal of the turbocharger oil inlet line on turbocharged engines to prelu- bricate the housing by adding 2to 3 oz. (60.cc] of clean engine lubricating oil, 4, Check the crankcase oil level and fi mark on the dipstick. to the high 5. Remove the fuel pump solenoid wire and crank the engine through two cranking cycles using the fire pump controller. Make sure that the fuel pump solenoid wire terminal does not touch the engine. 6. Turn the governor idle adjusting screw counter- clockwise 6 turns. This will permit the engine to tun at or near idle speed at the initial start-up. On turbocharged models, removal of the delay cylinder and bracket from the fuel pump will permit operation of the engine at idle speed, 7. Idle speed may be adjusted by turning the gover- nor idle adjustment screw counterclockwise to decrease RPM or clockwise to increase RPM. 8. Verity that the lube oll system is under pressure. 9. Operate the engine for 8-10 minutes and look for leaks, unusual noises or other indications of improper operation. The engine should be run Jong enough to open the thermostat(s). 10. Set the overspeed stop switch. Refer to the sec- tions on overspeed switches following this sec- tion, 11. Stop the engine and check the engine oil and expansion tank coolant levels. Top off if neces- sary. Clean the raw water strainer. 12. Start the engine and bring it to the fire pump required operating speed. 13. Adjust the raw water pressure regulator to ‘obtain the required pressure, 14. Readjust the engine speed if necessary. 15, Once engine speed and water pressure are set, lock the governor lever in position on naturally aspirated models, and the max speed screw on turbocharged models. 16. Shut off the engine. Contact operating person- nel responsible for fire protection system that engine is ready for service. Obtain authorized signature of acceptance. Normal Operation The engine should be exercised at least once a month unless the insurers or owners require more frequent running. The engine should be run for at Jeast the period of time prescribed by the insuring agency, or for 5 minutes after stabilization of the coolant temperature before stopping. The engine is started and stopped under load on some installa- tions. On engines wired to wiring diagram 3031644, the high water temperature alarm may activate after stopping due toafterboiling. Wiring diagram 3031644 has been superceded by wiring diagram 3036570 to eliminate this condition, Refer to the “Engine Wiring Diagrams” section for information on wiring dia- ‘gram 3036570. In addition to engine operation, routine examine.1-12 Operation and Maintenance Construction and industrial tion of the engine should be made to see that oil and water levels are maintained, and that the battery specific gravity remains within the battery manutac- turer's specifications Stopping the Engine The engine can be stopped completely by turning off the switch on the controller. Turning off the switch stops the engine unless the override knob (1, Fig. 1-21) on the fuel pump shutoff vaive has been locked in the open position. If the manual override knob on the shutoff valve is being used, turn the knob fully counterclockwise to stop the engine. Turn the controller switch to “auto” before leaving the engine so that it will be ready to start automati- cally if there should be a demand, Neo Fig. 1-21, (0M21000). Fuel pump shutottvaive knob "Reset Button for High Speed Switch Lock Screw= ‘Common Terminals ‘High Speed Switch Terminal Low Speed Switch Terminal c1ce Intemat Wiring Diagram NOt NC2 NO2 Fig, 1-22, (CGS27). Mechanical overspeed switeh Mechanical Overspeed Switch ‘Some fire pump engines are equipped with a me- chanical overspeed switch, Fig. 1-22. ‘An ST-1224 tachometer drive adapter with 2:1 ratio, in speed switch drive only, (Fig. 1-23) is available to drive the speed switch at twice the engine speed. This tool when installed in place of the existing adapter permits adjustment to be made tothe speed switch at slightly over 1/2 engine and pump speed. This maintains a pump speed well within its safe ‘speed range while the adjustments are being made. Fig. 1-29 (ST-1224), ST-1224 Tachometer drive adapter Table 1-3 lists commonly used fire pump required speeds and the corresponding engine overspeed ‘switch set when using the ST-1224. The overspeed ‘switch must be set to shut off the engine at a speed 20 percent above the required speed of the fire Pump that it is driving. To calculate the overspeed ‘switch set speed for a fire pump required speed not listed in the table, use the following equation when using the ST-1224: OVERSPEED SWITCH SET SPEED = FIRE PUMP REQUIRED SPEED ~ 120% 2 Example: To calculate the overspeed switch set speed for a fire pump required speed of 2100 RPM. when using the ST-1224 (2:1 ratio). OVERSPEED SWITCH SET SPEED = 2100* 120% 2520 TABeh RPA 2 2Table 1-3: Engine Overspeed Settings (RPM) Mechanical Overspeed Switch Fire Pump Overspeed Fire Pump Overspeed Required Switch Required Swi Speed Set Speed Speed Set Speed 1460 875. 2300 1980 1750 1050 2400 1440 1900 1140 2600 1580 2000 1200 2800 1680 2100 1260 3000 1800 2200 1920 3300 1980 * Using ST-1224 Adjustment Procedure Engines equipped with mechanical speed switches should be adjusted in accordance with this proce- dure: 1. Remove the tachometer drive adapter 2. Install the ST-1224, in position of the standard drive adapter, Connect the tachometer and over- speed stop switch to the ST-1224. Note: The overspeed stop switch cable must be connected to the short adapter connection (1, Fig 1-24), Fig. 1-24 (ST-1224). ST-1224 Adapter 3, Start the engine and warm to operating temper- ature. 4, Set the engine speed to the appropriate over- speed switch set speed in Table 1-3 as indicated by the tachometer. Maintenance Instructions 1-13, 8. On engines without a throttle delay cylinder, the speed adjustmentmust be made by adjust- ing the governor idle and maximum speed screws. The idle screw (1) is housed in the back of the governors. The maximum speed screw (2) is at right angles to the idle speed screw, See Figures 1-25 and 1-26. Engine slow down is accomplished by turning the idle screw counterclockwise and turning the max- imum speed screw in a clockwise direction. To increase the engine speed reverse the procedure. Fig. 1-26 (0M21002). PT (type R) {uel pump with MVS governor b. On engines with a throttle delay cylinder, remove the delay cylinder bracket so that the throttle can be advanced manually to the desired speed. 5. Setthe overspeed switch by the following proce- dure:1-14 Operation and Maintenance Construction and Industrial Caution: Do not break or remove the lockwire, a, Remove the round head dust cover screw marked 2 from the top of the switch, Figure 1-27. 2 Reset Button for High Speed Switch Lock Screw™ ‘High Speed Switch Terminal ‘Low Speed Switch Terminal cice Internal Wiring Diagram NOt NC2 NO2 Fig, 1-27 (OM21003). Double speed switch b. Insert a 1/16 inch hex allen wrench into the adjusting screw located just below the surface of the cover. ¢. Turn the adjusting screwcounterclockwise to lower the engine shut off speed. Turn the screw clockwise to raise the engine shut off speed, TACH OVERSPEED ADs RESET TEST si¢ cou] [ovnvur Fig. 1-28, (0M21004), Electronic overspeed s 024 rick - rac Vr ase Wo Caution: Do not turn the adjusting screw more than three (3) revolutions In elther direction from the factory setting. d. Replace the dust cover screw removed in ‘Step a above. e. All fire pump overspeed switches must be manually reset; reactivate the switch by push- ing the reset button on top of the switch. 6. Replace the ST-1224, with the original drive adapter and reconnect the cables. Note: if the stop crank adjustment is required, do not use the ST-1224, Use the standard tachometer drive adapter when making the adjustment. Electronic Overspeed Switch Some fire pump engine models feature an e tronic overspeed switch, Fig. 1-28. Engines leave the factory with the switch calibrated for thehighest rated speed. If alower rated speed is selected, the switch must be calibrated to shut off theengine at 20 Percent above this speed. The variable speed gov- ‘emor is factory set at the lowest rated speed. Refer to Table 1-14 for a list of the electronic over- speed switches. ‘The speed switches have two contacts, one for ter- minating the starting motor cranking cycle and one for shutting off the engine on overspeed. The over- PARALLEL CRANE 669 O66) O PARALLEL PoRANK ‘com _Nc] [na “com [no conMaintenance Instructions 1-18 Table 1-4: Electronic Overspeed Switches Manufacturer Dynalco Bor ‘Synchro-Start Color Gree Blue Black Overspeed Switch 3011387 3011357 3011874 Magnetic Pickup 3034572 9034572 —- Signal Generator —= -- 3011575 Tachometer 3031734 3031734 3019895 Test Method Test Button Test Button Jumper Wire Trips at (T 60% of Rated Overspeed 60% of Rated Overspeed 66% of Rated Overspeed ‘speed contact deactivates the fuel pump solenoid ‘and shuts the engine off when the engine speed exceeds the preset limit. This limit can be checked without the use of a tachometer drive adapter. Checking Procedure 1, Remove the delay cylinder bracket so that the governor throttle can be manually operated, 2, Start the engine, allow it to warm up to operating temperature, then reduce the speed to idle. 3. Check the calibration of the speed switch, a, Activate the test mode, as described in steps 1 and 2 below. In the test mode, the switch will trip at a percentage of the calibrated value. There is no need to overspeed the engine, 1) On Part Number 3011357, depress the test button on the switch. 2) On Pert Number 3011574, connect ajumper wire between terminals “C" and b, Advance the governor lever manually. The overspeed contact will trip as speed increases Table 1-5lists the fire pump designated speeds commonly used with the electronic overspeed switch. The table also lists the overspeed set- ting when the switch is in the “test” mode. To carculate the electronic overspeed switch set- ting in the “test” mode for a fire pump required speed not listed in the table, use the following equations: 3011357 Overspeed Switch (in “test” mode only) OVERSPEED SWITCH SET SPEE! 60% (FIRE PUMP REQUIRED SPEED x 120%) Example: To calculate the overspeed switch set speed for a fire pump required speed of 2100 RPM. OVERSPEED SWITCH SET SPEED = 60% (2100 x 120%) = 60% (2520) = 1512 RPM" *For simplicity, the answer is rounded tothe nearest 10 RPM, or 1510 RPM 3011574 Overspeed Switch (In “test” mode only) OVERSPEED SWITCH SET SPEED = 66% (FIRE PUMP REQUIRED SPEED x 120%) Example: To calculate the overspeed switch set speed for a fire pump required speed of 2100 RPM. OVERSPEED SWITCH SET SPEED = 66% (2100 x 120%) 66% (2520) = 1663 RPM* “For simplicity, the answer is rounded to the nearest, 10 RPM, or 1660 RPM, The above set speeds will result in an overspeed switch trip speed 20% above the fire pump required speed 4, I the engine shuts off within the acceptable lim- its, no adjustments are necessary. Proceed to ‘Step 5 of the “Adjustment Procedure” instruc- ns. If the engine does not shut off within the .cceptable limits, follow steps 1 through 6 of the "Adjustment Procedure” instructions. Adjustment Procedure 1. Remove the calibrating screw cover from the electronic overspeed switch. @. On Part Number 3011357, remove the dust cover screw labelled “O, b. On Part Number 3011574, remove the small black cover plate, held in place by two screws. 2. Increase the trip speed by turning the small screw labelled "O.S,” clockwise. Turn the screw counterclockwise to lower the setting.1-16 Operation and Maintenance Construction and Industrial 3. In the “test” mode, start the engine, advance the throttle, and check the shutdown speed, 4, Repeat if necessary to further adjust the setting. 5. Depress the “reset” button, and on part number 3011574, remove the jumper wire, Replace the delay cylinder bracket on turbocharged models; reset the idle and max. speed screws on naturally aspirated models. 6. Start the engine and check operation at rated speed before leaving the sit Table 1-5: Engine Overspeed Settings (RPM) Electronic Overspeed Switch Fire Pump, Overspeed Setting Required In “Test” Mode Speod 3011957 3011874 1760 1260 1390) 1900 1370 1500 2000 1440 180 2100 1510 1860 Fire Pump Engine Operating Speed Adjustment All Cummins fire pump engines will be shipped adjusted at the speeds in Table 1-6, unless prior approval has been established for a specific speed. Final operating speed adjustment should be made at the time of the in-service inspection to obtain the required fire pump operating speed. All speed ranges are available by adjusting the high speed adjusting screw. The high speed adjusting screw requires a 1/8 inch allen wrench, and adjustment is made by loosening the 7/16 inch locking nut and turning the screw counterclockwise to increase the engine speed through the full speed range. ‘The V-378 and V-504 F'1 and F2 models require two differently calibrated fuel pumps. One pump code provides speeds between 1750 and 2200 RPM. A different pump code is required tor speeds btween 2400 and 3300 RPM. The required speeds on these models are similarly obtained by adjusting the gov- ernor within the calibrated range as indicated in Table 1-6. It normally is prohibited by UL and FM to change engine ratings by changing fuel pumps on any models of fire pump engines. In the event of fuel pump rebuild, the pump must be calibrated to the original code and any deviation would be a violation of the Insurance agencies’ approval, except that, in the case of the V-378 and V-604 models, UL and ULC permit changing from F2 to F1 ratings by au- thorized Cummins Distributors. The fuel pump code and rating label must be changed when the rating is changed. F.M. does not approve of field changes. Table 1-6: Fire Pump Engine Operating Speed Fuel Maximum Engine Pump Operating Model Code Speed V-376-F2 GEG 3300 V-378-F1 CE96 2200 V-504-F2 CESS 3900 V-504-F1 CESS 2200 N-B55-F 8761 2100 NT-B55-F1 8770 2100 NT-855-F2 8771 2300 NT-B55-FS 9083 2100 NT-855-F4 9083, 2100 NTA-855-F 9075 2100 VT-I710-F 8784 2100 Engine Wiring Diagrams There are currently two wiring diagrams, for Cum- mins fire pump engines. They are 218147 for the N-855-F, V-378-F1 and F2, V-504-F1 and F2, and VT-1710-F, and 3036570 for the NT-855-F3 and F4, NTA-855-F. Engines wired to wiring diagram 3036570 incorporate an oil pressure switch in series with the water temperature switch to isolate the water temperature switch from the controller when the engine is stopped. This keeps the high water temperature alarm from being activated after the engine has been stopped. Cooling Heat Exchanger These engines are cooled by a heat exchanger in which the engine cooling water circulating around the heat exchanger tube bundle is cooled by raw water (from the discharge side of the fire pump) flowing through the tubes of the heat exchanger bundle. Water FLow ‘The engine water flows through the heat exchanger tothe engine water pump, (see Figure 1-29), through, the engine around the cylinder liners, through the heads, out to the water-cooled exhaust manifolds, through the thermostats and finally back tothe heatMaintenance Instructions i sachet Water FH Cap Fig. 1-28. Typical We 3 Flow Diagram exchanger for cooling before it starts its return trip through the engine. Raw water used for cooling the engine water is supplied from the fire pump prior to the pump dis- charge flange. Itis forced through a cooling loop, by fire pump pressure to the heat exchanger where it flows through the tubes in the bundle and is dis- ‘charged to an open waste cone. Raw Water Piping Water pipe size must be as shown in the appropriate engine data sheet. When choosing the components for the raw water supply and by-pass, care must be taken to ensure that the internal cross sectional area ‘of the component is at least as large as the recom- mended pipe size for the engine you are working with, ‘The cooling supply should have the following com- ponents as listed below and also shown in Fig. 1-30. A. Indicating manual shutoft valve B. Flushing type strainer C. Pressure regulator D. Automatic electric solenoid valve E. Union F. Pressure gage Manual By-Pass F | z Ie Main Cooling Supply Li ‘Open Waste Cone | Heat exchanger s s *, Note: The solenoid valve may be omitied on vertical turbine ump installations & the pressure gage omitted when the waste water flows into From Fire Pump Fig, 1-30. Raw Water Line with By-Pass1-18 Operation and Maintenance Construction and Industrial Raw water outlet piping from the heat exchanger should be one pipe size larger than the supply pip- ing. The piping from the heat exchanger should go to an open waste cone as specified in NFPA Pam- phiet 20. In certain cases, the insurance authority having jurisdiction may allow deviations from the require- ment for waste water to dump to an open waste cone. When deviations of this sort are allowed, the plumbing must be reviewed very carefully to ensure that the back pressures created in the waste water line do not drop the inlet water flow before that which is shown on the data sheet. In nocase should the waste water flow be dumped directly into the eye of the water pump. Installation of a flow meter or other positive method of measuring flow in the raw water line after the heat exchanger is desirable when the water is plumbed to other than an open waste cone. Water Velocity In areas where the supply of raw water is muddy or Girty it will be necessary to increase the water veloc- ity through the heat exchanger tubes to minimize tube fouling. The velocity should be as great possible without exceeding the maximum shown on the appropriate engine data sheet.SNIONETavis 4OH WI 2zBPOz ma wnvupwia se SNIIM. on a Ti“ssaueay> 418 adh) Aup jo asn ay) spueunuosas “u/ ‘Auedwo> eujbuz suwUNd, ‘s1y Sowiod san@yoIyM “own JepuareO 10 ssnoy as “sp1oM soY}O Uy ‘awH JePUE/ED 2sn ‘ales Ise) e Ye Pale|NLUNDDE JOU aie UOKesado Jo SUNOY asoym SOOUE}SUNOHO JOPUN ZION 109k 2 cosy 30K 4 ost ‘sou 9 ose sepuored ‘sun Ww 2 teas) Sones oui6u3 aingesord ss0inj2e) ues 24 oH} Jswwaucdwos asoui uo + 0 vowower +O pls poedeiano 92949 punbas 52 10 hyenaue s6nd ure sebueyoxe 94 ¥2040 oq Bununow vew6. 2u6us veo wesis O Sunes so1wo4 soem ouiGua Ue! wists Suyooo yen 8 ue voaio6/Aest 20vEDO He \Yeq HO ED sayleaig aseoyUeID + sbueyo/uea) uowore abueyo pus yo ‘on-ayeu pp 10401 ‘vowesus2v09 vou 10 sau82p2 yi 10 2Buey> wawiye 12U8012 se ab ueypyue9y> so1e=pU ved ysnp soueojooid wee12 ‘ea0u yensnun 20) xoayo auBue ues ‘Aaueg seu8Is 30049 | sourens soem mes 32049 O| ‘sou 20) 8 SUE fony oH, wowpesoiem usa ol oNDUISeN y20y2 « seu89}9 6 ¥20U0 yoou wv. A¥eq weeded CI seGne) + souaneq 4u9j000 aulbue 49949 « seyaims + | yp0yo pue suon2euu0d wejo0 2049 owas abey0n + eourp9@ ue souauea + spe sow +2] ewan g ways po xoou O soueap9 48 Wied 10 we; eu 22u2S + | peunba: se asoy szedoy | BORAMUIAIIQNED YUE C | SioKalu y saNer inl>y CO vo oubus a6uev O, musuodwen (au ea 220 8 8. Wado .8..2..v. wodeu | (Koyeamvhvea) .v, wedou WHLO ‘TWNOSvaS 939-0 y93H9—9 9349-8 ava aamwossad 49349 uuvaNaTv9 ‘SUNOH ‘ON ‘Wis NIONS. Pouvoped $2 uOHWEdo Yee YSU, "ON waGUO sLuvd NES SLL ‘INYHOaW ‘ON AN3HAINOS ainpayag aoueuawew aujGuz dwng any jeLysnpuy SANIDNA diWNd 3uld 138310 SNINWND |Maintenance Maintenance instructions = 2-1 Maintenance is the key to lower operating costs. A diesel engine requires regularly scheduled mainte- nance to keep it running efficiently. Maintenance Schedule Preventive maintenance is the easiest and least expensive type of maintenance. It permits the Main- tenance Department to do the work at a convenient time. A Good Maintenance Schedule Depends On Engine Application Actual operating environment of the engine governs the maintenance schedule. The suggested check sheet on the following page indicates some checks have to be performed more often under heavy dust or other special conditions. Using the Suggested Schedule Check Sheet ‘The maintenance schedule check sheet is designed a guide until adequate experience is obtained to establish a schedule to meet a specific operation. A detailed list of component checks is provided through several check periods; also a suggested schedule basis is given for hours of operation, or calendar of time. ‘A maintenance schedule should be established using the check sheet as a guide; the result will bea. maintenance program to fit a specific operation. The check sheet shown can be reproduced by any printer. The person making each check can then indicate directly on the sheet that the operation has been completed. When a complete column (Under A,B,C, atc.) of checks is indicated, the engine will be ready for additional service until the next check is. due. Storage for Engines Out of Service Ian engine remains out of service and its use is not immediately forthcoming, special precautions should be taken to prevent rust. Contact the nearest Cum- mins Distributor or consult applicable Shop Manual {or information concerning engine storage proce- dure.J NoUEUSIUIEU! ot “peuUoped lusag sey soueuaru/ew pajnpoyss rey BuyRoys ‘sydisoe4 pue s4ep10 20m Se Yon ‘sp109—4 Bua oy 1eys ax0sd OL ooev 3 |c0|o0/aafon <|<|<|<|< 5 cae feo fos < |<] <<< 2 fca on} Jaan |on Jao fea fon fan | $n fon <|e|<|<|<|<|<|<|) cory speaqpomnquisia v syseg feaaiut Jequinyy/aweny auawidinby ————————— awe saumg POW auibua ‘ON [etWag auiGug Psooey eoUeWUOji9g soueLS}WIEW2-4 Operation and Maintenance Construction and Industrial Scheduled Maintenance ‘Schedule |, Schedule I The following maintenance schedules should be used to establish maintenance practices for Cum- mins standby (GS) or continuous duty (GC) gener tor sets. Schedule | is used with standby applications. Many of these installations are regulated by NFPA and/or local codes (reference NFPA No. 76A). Standby rated generator sets are for supplying electric power in the event of normal utility power failure. No overload capability is available for this rating. This rating may be used for continuous ser- vice for as long as the emergency may last. This rating conforms with the BS 649:1958 overload rat Ing and DIN “B” 6270. Schedule 1! is used with continuous duty ‘applic tions. Continuous duty rated generator sets are for sup- plying electric power in lieu of commercially pur- chased power. Intermittent overloads up to the Indby rating are allowable. This rating may be 0 for continuous service in commercial applica- tions and it conforms with BS 648:1958 and DIN “A” 6270 for generator set applications. Using The Suggested Schedule Check Sheet ‘Actual operating environment of the engine governs the maintenance schedule. The suggested check sheet on the following page indicates some checks hhave to be performed more often under heavy dust or other special conditions. ‘Themaintenance schedule check sheet is designed a3 a guide until adequate experience is obtained to establish a schedule to meet a specific operation. A detailed list of component checks is provided through several check periods; also a suggested schedule basis is given for hours of operation, or calendar of time. A maintenance schedule should be established using the check sheet as a guide; the result will be a maintenance program to fit a specific operation. Cummine Standby Generator Sete Cummins standby generator sets may be required to start and come on line in 10 seconds or less. ‘These engines must be equipped with engine coo- lant heaters capable of maintaining coolant temper- ature at a minimum of 100°F (38°C). Engines subject to ambient temperatures less than 70°F [21°C] must also be equipped with a lubricat- ing oll heater. When using @ lubricating oll heater Immersed in oll, the maximum surtace of heater in contact with oil, should be less than 300°F [149°C] tominimize formation of hard carbon on the heating lement, Recommended wattage for the heaters when the unit is in a protected area or in an enclosure are shown in Bulletin No. 3379009, in Section 7 Mis cellaneous. Standby units should be operated once a week under @ minimum of 25% of rated KW load for at east thirty minutes. During this test, the engine must reach normal operating temperature. Cummins Continuous Duty Generator Sete Continuous duty generator sets may be equipped with cold starting aid. Maintenance procedures for these devices can be found in the seasonal mainte- nance section.Stand-By Generator Set Maintenance Engine Systems Checks Tobreating ws change: — ra io Fe Cooling cma, — Fortes Fan ah Dove Pay ong Wa Pome ‘Shit tenonge ane eae Pe Eater Opie Lowe Cue Een bre Fuel (Ch = Foran Ser Pom Exhaust ‘ome Electrical ouch Retey Cues ce oe ety fee ae oe Spc sete ine (we Fr Uns etn ele le Related Taker coring oO ome: ST Main Generator mek: — A nt an Outer Redon = Gpenton evrtee ir re Tera ‘Switchgear (cmc = sa Seen tt Power Duar Wing Coeds ae Operational Procedures orm: = Coumonl oat TwContinuous Duty Generator Set Maintenance #| sf] 5 Engine Systems 2) fel gs Lubricating met teas . a = pers <—s : ‘cooling ay . = = Spann Coo aT Sao stots a tee Bn er Pa come en wore sae Awe cme Intake rns Conerbon Fuel coma — Forune cnange: ToT nro ona ‘as cn a Yer a i a a anf er ee eae Caen = Tamer Coe. wins nea Tet ‘omen: SYaechrger Hing Gaunt cat SGD a ee Sap eaeeen ieee a nr relate ae : eke =a = - Ee SEse= Stet “See a innboaras =oeeoe = oe Boonen Gouri ae Se eae Seon ‘Operational ProceduresMaintenance Instructions 2-7 “A” Maintenance Checks—Daily Make a Dally Report of Engine Operation tothe Maintenance Department The engine must be maintained in top mechanical condition if the operator is to get optimum satista tion from its use. The maintenance department needs daily running reports from the operator to make necessary adjustments in the time allotted and to make provisions for more extensive mainte- nance work as the reports indicate the necessity. ‘Comparison and intelligent interpretation of the daily report along with a practical follow-up action will eliminate most failures and emergency repairs. Report to the Maintenance Department any of the following conditions: 1. Low lubricating oil pressure Low power ‘Abnormal water or oil temperature. Unusuill engine noise. Excessive smoke Excessive use of coolant, fuel or lubricating oil Any fuel. coolant or lubricating oil leaks. Check Engine Check Engine Oll Level Note: Some dipsticks have dual markings, with high and low-level marks: static oil marks on one side, engine running at low idle speed marks on opposite side. Be sure to use the proper scale. 1. Check the oil level with the dipstick oil gauge located on the engine. Fig. 2-1. For accurate readings, the oil level should not be checked for approximately 15 minutes after the.engine is shut-down. Keep the Gipstick with the oil pan with which it was originally shipped. Keep the oil level as near the "H” (high) mark as possible Caution: Never operate the engine with the oil level below the “L" (low) mark or above the “H” (high) mark, 2. It necessary, add oil of the same quality and brand as alreaay in the engine. See Section 3. Fig. 24, (K21901). Checking engine cil level Check Engine Coolant Level Keep the cooling system filled to the operating level. Check the coolant level daily or at each fuel fill point. Investigate for causes of coolant loss. Check the coolant leve! only when the system is cool. Drain Sediment from Fuel Tanks Loosen the fuel tank drain cock or plug, fused, and Grain approximately 1 cup of fuel to remove water and sediment. Close the drain cock or plug Fuel/Water Filter Separator if more moisture than usual is present when check- ing the fuel tanks, it may be advisable to install a water separator. Contact the nearest Cummins Dealer for a Fieet- guard water separator that meets requirements, Drain plugs are located in the bottom of some fuel filter cases and in the sump of some fuel supply tanks. More condensation of water vapor occursin @ partially filled fuel tank than in afull one. Therefore, fuel supply tanks should be kept as nearly full as possible. Warm returning fuel from the injectors heats the fuel in the supply tank. If the fuel level is low in cold weather, the fact that the upper portion2-6 Operation and Maintenance Construction and Industrial of the tank is not being heated by returning fuel lends to increase condensation. In warm weather both the supply tank and the fuel are warm. In the night, however, coo! air lowers the temperature of the tank much more rapidly than the temperature of the fuel, Again this tends to increase condensation. Drain Water/Sediment From Fuel Supertilter 1, Shutdown engine. The position of the filterinthe fuel system (vacuum side of pump} makes drain ing impossible unless the engine is shut down, 2, Operate drain valve by hand only. Fig. 2-2. Fig 2-2, (MO21007), Fuel supertitar drain velve 3, Open drain valve by turning valve screw counter clockwise approximately 1 1/2 to 2 turns until draining occurs and drain filter sump of water until clear {uel ie visible, Do not exceed sump volume in Table 2-1 Note: If entrapped water excoeds filter sume volume, itis recommended that operator either: (1) close valve, restart/run engine until a smooth idle is established, and repeat drain procedures: (2) remove superiilter trom mounting head, com pletely drain all tluid, and repeat assembly in- structions same as for a new filter 4. Close drain valve by turning valve screw clock: wise approximately 11/2 to 2 turns. Caution: Do not over-tighten. ‘Cummins recommends that fuel fiter/water separa- tors be checked and drained daily (more often if extreme conditions exist until the precise condition of the fuel is known.) Only after this evaluation can you determine the service interval that can safely be used for you; particular application without excead- ing the water reservoir capacity ‘Table 2-1: Supertitter Sump Volumes/Reservolr Capacities ‘Superfilters Ovni Wiiiters —_ Dreintime FS-12 6 0 SEC, FS-1216 16 440, 36 SEC, FS-1222 6 180 15 SEC. Check Belts Visually check belts for looseness, If there is evi- dence of belt slippage adjust as follows Using the appropriate gauge, Fig's. 2-3 and 2-4, checkand/or adjust belts to the tension as indicated in Table 2-2Maintenance instructions 2 Table 2-2: Belt Tension (Lbs.) ‘* Used Belt Installation Tension* Belt New Bel * I Below Min. Tension, Relension to Width Belt Tension Maximum Tension Inches Gouge Minimum-Maximum Minimum-Meximum 380 st-1274 140-150 80- 100 440 CAN-292 140-150 60-100 Ww 140-160 60-100 16 160-170 60- 100 3a 87-1138 160-170 60-100 78 160-170 60-100 K-Sect. 5Rib ST-1298 128-135 60-100 V-Ribbed K-Seet. Rib ST-1298 150-160 70-120 V-Ribbea K-Sect. 10 Rib N/A 250-260 140 - 200 V-Ribbed L-Soct. 16 Rib s976344 450-500 300 - 400 V-Ribbed * Used belts should be retensioned to values listed in this column, Note: A belt is considered used if it has been in operat n for at least 10 minutes, Note: Belts with self tensioning idiers require no adjustment or tension check. Note: When using the “Krikit” gauge the correct belt tension reading for the belt tested must be read at ‘the point where the top of the black indicator arm crosses the bottom numbered scale. Position the gauge in the center of the belt between two pulleys. The flange at the side of the gauge should be flat against the edge of the belt. Inline Engine Water Pump Belts (No Idter) 1. Eccentric water pump adjustment. @. Loosen the water pump clamp ring to allow the pump body to turn, b. Loosen the pump body by pulling up on the belts. A sharp jerk may be required, ¢. Insert a bar in the water pump body slots and rotate the pump body counterclockwise to tighten the belts. Note: Do not adjust to final tension at this time. d. Snug the clamp ring capscrew farthest from the belts, on the exhaust side to 5 ft-lbs (7 Nem) ©. Snug the two capscrews above and below the first one to § ft-lbs [7 Nem}. 1. Finish tightening by alternating trom side to side in 6 ft-lbs [7 Nem] increments to a final torque of 12 to 15 ft-lbs [16 to 20 Nem) 9. Check the belt tension. Final belt tension was not obtained by adjustment alone. The water pump body was pulled straight by snugging the capscrews in the order described, thus increasing the belt tension to the final value. 2. Adjustable (split) pulley water pumps, V-903 Engines only. ‘a. Remove the capscrews joining the sheave(s) of the pulley. Note: Clean the capscrew threads and holes in the Sheaves thoroughly to avoid capscrew breakage during reassembly. b. The outer half of the pulley is screwed onto the hub extension of the inner half. Some pul-210 Operation and Maintenance Construction and industrial leys are provided with flats, and some with lugs for barring. ©. Barthe engine over to roll the belt outward on the pulley as the outer hail is turned in 4, Adjust the belt(s) to the tension indicated in Table 2-2. €, Turn the outer sheave(s) in enough to align the capscrew holes. 1. Start the capscrews and tighten alternately and evenly. Final tension is: 5/16-18 capscrew, 10 to 12 ft-lbs [14 to 16 Nem) 8/8-16 capscrew, 1710 19 ft-lbs [23 to 26Nem} 9. Bar the engine over one or two revolutions to seat the belt. h. Recheck the belt tension. Fig.25, (N11874), Water pup — with iaier Inline Engine Water Pump Belts (With Idler) 1, Loosen the capscrews and lockwashers or lock- nut securing the idler pulley to the bracket or water pump. Fig. 2-5. 2. Using a pry bar (NTA) or adjusting screw (FFC) adjust the idler pulley until the proper bell ten- sion is indicated on the gauge. See Table 2-2. 3. Secure the idler pulley or bracket in position by tightening the locknut or capscrews and lock- washers to 45 to 55 ft-lbs [61 to 75 Nem] torque, Note: The self tensioning idier on V-1710belt driven water pumps requires no adjustment or belt tension check. Fan Drive Belts 1. Loosen the targe locking nut on the tan hub shaft or the capscrews securing the fan hub shaft to the mounting bracket. The fan hub will fall out of fine when this is done. 2. Turn the adjusting screw to increase the belt tension, 8. Tighten the locknut or capscrews until the fan hub is straight. Snug the nut to maintain the hub in proper alignment with the (an hub bracket, Caution: Do not adjust to full tension with the adjus Ing screw, as this would result in overtightening, 4. Belt tension should read as indicated in Table 2-2 on applicable gauge. 5. Tighten NH/NT Engines locknut to 400 to 450 ft-lbs [542 to 610 Nem); then back off 1/2 turn, Tighten the tour 1/2 inch capscrews. Fig. 2-6, on NTC-350 FFC Engines to 75 to 85 ft-lbs [101 to 115 Nem]. ‘On V-903 Engines tighten capscrews to 75 ft-lbs [102 Nem] or single nut to 450 ft-Ibs [610 Nem]. 6, Recheck the belt tension 7, Back out the adjusting screw one-half turn to prevent breakage, Note: The self tensioning backside idier on KT/ KTA3B and KTASO belt driven fan requires no belt tension check. Generator/Alternator Belts Belt tension should be as indicated in Table 2-2 when measured with the applicable gauge.Belt Installation Ifthe belts show wear or fraying, replace as follows: 1. Always shorten the distance between the pulley centers so the belt can be installed without force. Never roll a belt over the pulley and never pry it on with a tool such as a screwdriver. Either of these methods will damage the belts and cause early failure. 2, Always replace the belts in complete sets. Belts riding depth should not vary over 1/16 in. [1.6 mm] on matched belt sets. 3. Pulley misalignment must not exceed 1/16in [1.6 mm] for each ft [0.3 m] of distance between the pulley centers. 4, Belts should not bottom on the pulley grooves nor should they protrude over 3/32 in [2.4 mm] above the top edge of the groove, of 1/32 in [0.8] below the top edge of the groove. 5, Do not allow belts to rub any adjacent parts. 6. Adjust belts to the proper tension. Readjusting New Belts Allnew belts will loosen after running for 10 minutes and must be retensioned if necessary. Ref. Table 2-2. Check for Damage Visually check the fuel system, etc., for misadjust- ment or tampering; check all connections for leaks or damage. Check the engine for damage; correct as necessary. Maintenance instructions at242 Operation and Maintenance Construction and industrial “A” Maintenance Checks—Weekly Repeat Dally Checks Check Alr Cleaner Clean Pre-Cleaner and Dust Pan Under extremely dirty conditions an air pre-cleaner may be used. Clean the pre-cleaner jar and dry-type air cleaner dust pans daily or more often, as neces- sary, depending on operating conditions. Check Inlet Alr Restriction Mechanical Indicator ‘A mechanical restriction indicator is available to indicate excessive air restriction through adry-type air cleaner. This instrument can be mounted in the aircleaner outlet or on the vehicle instrument panel. The red flag (1, Fig. 2-7) in the window gradually rises as the cartridge loads with dirt, Atter changing or replacing the cartridge, reset the indicator by pushing the reset button (2). Fig. 27, (GS-20). Air inlet restriction indicator Note: Never remove the felt washer from the indica- tor. It is necessary to absorb moisture. Vacuum Indicator Vacuum switches, Fig. 2-8, are available which actuate a warning light on the instrument panel when the air restriction becomes excessive, i ant 1, Wiring 2. Piping 3. Vacuum Switch 4, Warning Light Fig. 28, (N21906). Vacuum switch to check alr iniot 1. Airrestriction on turbocharged engines must net, ‘exceed 25 inches [635 mm] of water or 1.8 inches [46 mm) of mercury under full power conditions. 2, Naturally aspirated engine air restriction must not exceed 20 inches [508 mm) of water or 1.5 inches [88 mm} of mercury at air intake manitold at rated speed, Clean or Replace Air Cleaner Eloments The paper element in a dry-type air cleaner, Fig's. 2-8, 2-10, 2-11 and 2-12, may be cleaned several times by using compressed air to blow off dirt approximately 30 psi [207 kPa}. Do not hold the air jet too close to the paper element. Elements that have been cleaned several times will finally clog and air flow to the engine will be re- stricteu. Aftercleaning, check the restriction as pre- viously described and replace the element if neces- sary, ind other forms of damage render the cleaner inoperative and require immediate element replace- ment. To change the element: 1, Loosen the wing nut (1, Fig. 2-8) securing the bottom cover (2) to the cleaner housing (3) Remove the cover.Maintenance instructions 2-13 When installing the element, make sure it seats on the gasket at the air cleaner outlet end, lL Fig, 2-10, (OM1001L). Changing el cleaner element 2. Pull the element (6) down trom the center bolt Caution: Pull the ver and the element straight out m the housing, Fig. 2-10, to 8. Remove the gasket (5) from the outlet end (7) of the housing. Fig. 2-12, (OMY0301). Air cleaner—heavy duty dual element2-14 Operation and Maintenance Construction and Indu: savy Duty Dry-Type Alr Cleaners Heavy duty air cleaners (single and dual types) combine centrifugal cleaning with element filtering, Fig’s. 2-11 and 2-12, betore air enters the engines. Before disassembly, wipe dirt from the cover and the upper portion of the air cleaner. To clean single or dual types: 1, Loosen the wing bolt, remove the band securing the dust pan (1, Fig. 2-11), (2, Fig. 2-12). 2, Loosen the wing nut (2, Fig. 2-11 and, Fig. 2-12), remove the dust shield (3, Fig. 2-11), (4, Fig. 2- 11), from the dust pan (1, Fig. 2-11), (2, Fig. 2-12) Clean the dust pan and shiels. 3, Remove the wing nut (2, Fig. 2-11), (5. Fig. 2-12) securing the air cleaner primary element (6, Fig. 2-12) in the air cleaner housing, inspect the rubber sealing washer on the wing nut (4, Fig. 2-11), (5, Fig. 2-12). 4, Blow out the element from the clean air side with compressed air not exceeding 30 psi [207 kPa]. 5. Inspect the element atter cleaning, 6, Install a new or the cleaned primary element 7, Be sure the gasket washer is in place under the wing nut before tightening. 8, Reassemble the dust shield and dust pan, posi- tion them to the air cleaner housing and secure with the band. 9, On the dual element type Cyclopac cleaner: ‘a. Check the air restriction indicator. If the restriction is excessive, disassemble the air cleaner, remove the wing nut (8, Fig. 2-12), and replace the safety element (9). b. Reassemble the air cleaner as described in “Steps 8 and 9" above. Cartridge Type Alr Cleaner Element 1. Loosen the wing nuts (4, Fig. 2-19 or 2-14) on the air cleaner housing (5) to remove the pre-cleaner panei with the dust bin (1). To remove the pri cleaner panel (2) equipped with an exhaust asy rator loosen the "U" bolt clamp securing the pre- cleaner to the aspirator tubing. 2. Remove the dirty Pamic cartridge (3), by insert- ing your fingers in the cartridge opening (loosen all four comers of the cartridge, one at a time) and pulling it straight out, Fig. 214, (V11008). Air cleaner — cartridge type (single stage) With the larger cartridge, it may be necessary to break the seal along the edges of the cartridge. After the seal has been broken, pull the cartridge straight ‘out and slightly up so the cartridge will clear the sealing frame and edges of the air cleaner housing, Cleaning and Inspection 1, Clean the pre-cleaner openings (2) of all soot, oil film and any other objects that may have become lodged in the openings. Remove any dust or dirt inthe lower portion of the pre-cleaner and aspira~ tor tubing. Inspect the inside of the air cleaner housing for foreign material 2. Inspect the dirty cartridge for soot or oil. If there is soot inside the Pamic tubes, check tor leaks in the engine exhaust system, exhaust “low-back” into the air intake and exhaust from other equip-