Familiarization

Operation and Maintenance

Training

QSB 6.7

Cummins DKSH Vietnam

 Engine Identification

Cummins® Engine Nomenclature

The model name provides identification data for the engine. See
the illustration for the model name identification.

The application codes are:

C = Construction
D = Generator-Drive
F = Fire Pump
G = Generator Set
L = Locomotive
M = Marine
P = Power Unit
R = Railcar
 Engine Dataplate

The engine dataplate shows specific information about your engine.

1. Engine serial number

2. Engine model information
3. Control parts list (CPL)
4. Valve lash (overhead) setting
5. Horsepower and rpm rating.
Engine Dataplate
The engine dataplate shows specific facts about an engine. The dataplate is
typically located on the engine rocker lever cover, but may also be located on the
side of the gear housing.

The engine serial number and CPL provide data for ordering parts and service.

Have the following engine data available when communicating with a Cummins
Authorized Repair Location. The data on the dataplate are mandatory when
sourcing service parts.
Note: If the engine date plate (1) is NOT readable, the engine serial number
(2) can be identified on the engine block near the top of the oil cooler housing.

NOTE: The engine dataplate must not be changed unless approved by

Cummins Inc.
 Fuel Injection Pump Dataplate

The Bosch® fuel injection pump dataplate islocated on the fuel pump.
The dataplate contains the following information which assist in servicing
or replacement:

• Pump serial number

• Cummins® part number
• Factory code
• Bosch® part number
• Date code
 ECM Dataplate

The electronic control module (ECM) dataplate shows information about the ECM
and how the ECM was programmed. The dataplate is located on the ECM.
The following information is available on the ECM dataplate:

•ECM part number (PN)

•ECM serial number (SN)
•ECM date code (DC)
•Engine serial number (ESN)
•ECM code: Identifies the software in
the ECM.

NOTE: Have the ECM code for the engine available when communicating with a
Cummins® Authorized Repair Location
 General Engine
General Specifications

Listed below are the general specifications for this engine.

Bore x Stroke....................107 mm [4.21 in] x 124 mm [4.88 in]

Horsepower....................Refer to engine dataplate

Displacement
Six-Cylinder Engine....................6.7 liters [409 C.I.D.]

Firing Order
Six-Cylinder Engine.................... 1-5-3-6-2-4

Engine Weight (with standard accessories):

Dry Weight for 6.7 Liters [409 C.I.D.]....................485 kg [1070 lb]

Crankshaft Rotation (viewed from the front of the engine)....................Clockwise

Valve Clearance:
Intake....................0.254 mm [0.010 in]
Exhaust....................0.508 mm [0.020 in]
 Engine Diagrams

Engine Views

The following illustrations contain information about engine

components, filter locations, drain points, and access locations for
instrumentation and engine controls. The information and configuration
of components shown in these drawings are of a general nature. Some
component locations will vary depending on applications and
installations.
 Front - ISBe and ISDe 4.5L and 6.7L - Four and Six Cylinder Engine

1. Air inlet
2. Electronic control module (ECM)
3. Engine speed/position sensor
(camshaft)
4. Engine speed/position sensor
(crankshaft)
5. Fuel filter
6. Vibration damper
7. Fan or PTO drive flange mounting
8. Starter mounting location
9. Water inlet connection
10. Water pump
11. Belt tensioner
12. Alternator
13. Water outlet connection
14. Coolant temperature sensor.
 Left - ISBe and ISDe 6.7 L - Four Cylinder Engine

1. Fuel rail pressure relief valve

2. Intake manifold pressure/temperature sensor
3. Air compressor coolant tubes
4. Air compressor
5. ECM mounting plate
6. High pressure fuel pump
7. Flywheel housing
8. OEM fuel drain connection
9. OEM fuel inlet connection
10. Fuel filter
11. Oil pan drain plug
12. Dipstick port
13. Electronic control module (ECM)
14. Ambient air pressure sensor
15. Air intake inlet
16. Water outlet connection
17. Fuel rail pressure sensor
18. Fuel rail.
 Rear - ISBe and ISDe 4.5L and 6.7L - Four and Six Cylinder Engine

1. Coolant connection for air compressor

2. Turbocharger compressor outlet
3. Turbocharger compressor inlet
4. Flywheel
5. Flywheel housing
6. Crankcase breather tube
7. Cylinder head fuel drain (injector)
connection
8. Engine lifting brackets.
 Right - ISBe and ISDe 6.7L - Six Cylinder Engine

1. Water outlet connection

2. Alternator
3. Oil pressure switch
4. Water inlet connection
5. Oil filter
6. Oil pan drain plug
7. Turbocharger exhaust outlet
8. Starter
9. Flywheel housing
10. Turbocharger compressor inlet.
 Top - ISBe and ISDe 6.7L - Six Cylinder Engine

1. Turbocharger wastegate actuator

2. Crankcase breather connection tube
3. Air compressor coolant connection
4. Air compressor
5. Fuel rail pressure sensor
6. High-pressure injector supply lines
7. Fuel rail
8. High-pressure supply line (pump to
rail)
9. Intake manifold
pressure/temperature sensor
10. Oil fill cap
11. Crankshaft speed indicator ring
12. Vibration damper
13. Coolant temperature sensor
14. Water outlet connection
15. Exhaust manifold.
Major Changes from Tier II QSB

 Major Changes for Tier 3:

 Increased displacement: 6.7L for QSB6 & 4.5L for QSB4
 Rear Gear Train (RGT)
 Overall length increases approximately 43 mm (1.69 in) on 6 cylinder
 Cummins must supply flywheel housing with engine (no customer supplied
flywheel housings)
 Accessory drive rotation is opposite from Tier 2B engines
 Starter motor locations only on the right hand (turbo) side of engine
 CM850 controller
 Bosch High Pressure Common Rail Fuel System
 Exclusively Charge Air Cooled
 25 Micron suction side fuel filter requirement
 Maximum Top Radiator Tank Temperature has gone from 100C (212F) to
107C (225F).
Filter Specifications

Fuel Filter (Suction/Pre-filter)

 25 Micron
 Water In Fuel Sensor & Drain
Required
Fuel Filter (Pressure Side)
 3 Micron
Cylinder Block Group
Bearings

Connecting Rod Bearings

 Lower Bearing
 Upper bearing is a Bi-metal
AS16 bearing
Main Bearings
 Also AS16 material

 New material is harder

than used in previous
engines.
 Material and design were
chosen to extend engines
usable life to rebuild
Thrust bearings

4 cylinder engines — The

number 4 main bearing
position.

6 cylinder engines — The

number 6 main bearing
position.
 Crankshaft and Crankshaft Gear

Similar to previous rear gear train

crankshafts
 Increase stroke for increased displacement
 100 mm machined counterweights

Front crankshaft gear only drives the

lubricating oil pump

Rear gear drives the camshaft gear, engine

accessory drive, and fuel pump
 Piston Cooling

Cylinder blocks are not machined

for saddle jet piston cooling
nozzles

Only J-Jet piston cooling nozzles

are used
Camshaft, Tappets, Push
Rods and Camshaft Gear

 Sliding Tappets
 Cast Iron Camshaft
 Camshaft speed indicator ring
mounted to the end of the camshaft
at the front of the engine
 Bolted Camshaft Gear
 Thrust plate between camshaft gear
mounting flange and the cylinder
block
 Camshaft Bushings
 Camshaft Bushings may be
installed at both of the outermost
bores of the cylinder block
 Engines produced at many
possible factories
 All engines will have the
camshaft bushing installed in the
flywheel end bore
 No camshaft bushing installed in
other bores (parent bore/block
material)
 Piston, Piston Pin and Piston Rings

All ratings will use gallery cooled

pistons
 Internal oil gallery in the piston for
circulating oil sprayed by the J-jet
piston cooling nozzle
Piston pin is offset for noise reduction
 Piston crown includes an insert for
the upper ring

Piston Rings
1. Upper Ring, keystone cut
2. Middle Ring, square cut and
twisted rectangular ring
3. Oil Control Ring with ring expander
 Connecting Rod
 Fracture split connecting rod cap design
 Common with some ISB, ISBe, and QSB
CM850 engines.
 Not backwards compatible with some
connecting rods due to weight differences
 Best way to identify is by forging
numbers and physical characteristics of the
rod
 Piston and Connecting Rod Assembly

Connecting rod orientation is different

that ISB and ISBe engines due to
increased displacement product

 Make sure piston orientation is correct

for offset piston pin

 Make sure the orientation of the angled

surface of the connecting rod correct
 Cylinder Block

The casting is a skirted design which

incorporates ribs for superior strength and
noise reduction

The cylinder block uses bored cylinders as

opposed to liners. In the event of damage or
wear out, the cylinders may be able to be
repaired.

Unlike previous B series cylinder blocks, the

cylinder block is of a conjoined bore design
 Traditional Cylinder Block Design (ISB & B3.9/B5.9)

Represents coolant flow

New Cylinder Block Design

(QSB4.5/6.7, ISBe4, ISB CM2150, ISBe CM2150, & ISDe4.5/6.7)
 Main Bearing
Capscrew

The main bearing capscrew

torque value is greater than
torque used on QSB Tier II
(VP30/VP44) and B3.9/5.9
engines.
 This limits the number of times
the main bearing capscrew can
be reused
• Each time the main capscrew
bearing is removed, the length
can be measured to determine if
the capscrew is reusable
 Block Stiffener Plate

 Helps strengthen the cylinder

block
 Helps to reduce engine noise
during engine operation.
Vibration Damper

 A viscous damper is standard for

ratings of 2200 rpm and above
(rated speed).
 No damper is required for the
QSB4.
 The vibration damper and
crankshaft speed indicator ring are
a permanent assembly
 If either the vibration damper or
crankshaft speed indicator ring are
damaged, the entire assembly
must be replaced.
 Front Gear Cover
The front gear cover houses the
lubricating oil pump, front crankshaft seal,
and camshaft speed indicator ring.

The front gear covers also contains the

oil pressure switch, camshaft
speed/position sensor, and crankshaft
speed/position sensor.
 Front Crankshaft Seal
The front crankshaft seal is a dual or non-
lip style seal which utilize a built in wear
sleeve and a concealed sealing lip.

Because the rotating portion of the seal

does not contact the crankshaft, wear will
not occur at the crankshaft but instead
internal to the seal.

No wear sleeve or oversize front crankshaft

seal is available.
 Rear Crankshaft Seal
 QSB CM850 engine uses a double dust
lip-style rear crankshaft seal in which the
rotating portion of the sealing occurs at
the contact surface between the lip of the
seal and the crankshaft.

This is unlike QSB VP30/44 engines that
use a dual or non-lip style seal which
utilize a built in wear sleeve and a
concealed sealing lip
 Rear Crankshaft Seal -
Continued

 The rear crankshaft seal is installed in

the flywheel housing bore
 Each new rear crankshaft seal will come
with 2 disposable seal drivers
• One for Front Gear Train Engine (1)
• One for Rear Gear Train Engine (2)
 Electronic Control Module (ECM)
Mounting Plate

The Electronic Control Module

(ECM) mounting plate is air cooled
design
 Unlike ISB & ISBe which required fuel to
flow through for cooling purposes
 It is a nylon mounting plate, using
rubber vibrations isolators to mount the
Electronic Control Module (ECM) to the
cylinder block.
 Air Compressors

 Cummins branded Wabco single cylinder 15.2

cfm air compressors will be offered on QSB6 and
QSB4 products.
Cylinder Head Group
 Cylinder Head

As with previous 24 valve B series

engines, the cylinder head is a one-
piece cast iron, cross flow design with
four valves per cylinder.
 The cylinder head has an integral
• Intake manifold
• Thermostat housing
• Internal water bypass
 The four valve per cylinder design
allows for a centered injector in the
cylinder head (3).
 Valves and Valve Seat Inserts

New exhaust valve and valve seat

material
 Requires increased valve lash setting
 Continue to have a dimple to identify
the exhaust valves (2) from the intake
valves (1)
Valve seat inserts are serviceable with
oversize versions available
 Valve Guides and Valve Stem Seals

The cylinder head has integrally cast

valve guides which are not serviceable.
If the valve guides are damaged, the
cylinder head must be replaced

The valve stem seals are of a “top hat”

design. This design utilizes the valve
spring to secure the valve stem seal in
place.
 The same valve stem seal is used for
both intake an exhaust
 Cylinder Head Gasket

Cylinder head gasket is a new design for the

increased displacement QSB CM850 engines
(4.5/6.7 liter)

Note: For the cylinder head, if valve depth

and injector protrusion specifications can
be maintained, the cylinder head can be
resurfaced. For the cylinder block, if the
piston protrusion specification can be
maintained, the cylinder block can be
resurfaced.
 Crosshead
 Same as used on all 4 valve
per cylinder “B” product

 The crosshead allows the

rocker lever to move both
exhaust or intake valves at the
same time.

 The crosshead receives its

lubrication from a drilling in the
rocker lever and rocker shaft
Rocker Levers Group
 Overhead Set

TDC mark remains on the vibration

damper for 6 cyl engine

TDC mark on 4 cyl engine is on the tone

wheel

Intake valve setting .010 in [0.254 mm]

Exhaust valve setting .020 in [0.508 mm]

Rocker Levers

 Mounted on a common rocker

shaft
 Receives pressurized oil for
lubrication from a drilling in the
rocker shaft
 Each rocker lever actuates
two valves by the crosshead
 Each rocker lever has two
drillings:
 One drilling supplies
lubrication oil to the push rod
 Rocker Lever Cover

 Crankcase Breather mounted in the rocker

cover (2)
 Same as used on many current increased
displacement ISB series product
 Has a permanently attached breather
baffle (1)
• Crankcase gases exist at the rear of
the rocker lever cover and enter the
crankcase breather tube
• Solids/liquids drain back into the
crankcase through a tube connecting
the breather to the top of the rear-gear
housing
 Crankcase Breather Tube

Crankcase Breather Tube

 Same as used on current
increased displacement B series
product
 Connects the rocker lever cover
to the rear gear housing
• Has an internal oil separator/drain
tube (1)
 Rocker Lever Housing

 The housing is between the cylinder

head and the rocker cover

 Pass through connectors (2 for the 4

cyl & 3 for the 6 cyl) engine supply
voltage and a ground source for the
fuel injector solenoids.

 Sealed to the cylinder head with a

molded gasket.
Cam
Followers/Tappets
Overview
 Tappets and Push Rods

Tappets are the same as

previous B, ISB, ISBe, & QSB
common rail product
 Sliding tappet
Push Rods are the same as
previous B, ISB, ISBe, & QSB
common rail product
Fuel System Group
 Fuel System Specifications
 Maximum Fuel Inlet Restriction 50.7 kPa [15 in-Hg]

 Rail Pressure 4.5 liters [275 C.I.D], and 6.7 liters [409 C.I.D.] 250 to 1600 bar [3626
to 23,206 psi]

 Fuel Pressure Range at Fuel Filter Outlet (engine cranking) 303 to 1103 kPa [44 to
160 psi]

 Fuel Pressure Range at Fuel Filter Inlet (engine running) 503 to 1303 kPa [73 to
189 psi]

 Maximum Pressure Drop across Fuel Filter 200 kPa [29 psi]

 Maximum Fuel Drain Line Restriction19 kPa [2.7 psi]

 Maximum Fuel Inlet Temperature 70°C [158°F]

 Fuel System General Information
WARNING
The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel.
Do not loosen any fittings while the engine is running. Wait at least 10 minutes after
shutting down the engine before loosening any fittings in the high-pressure fuel
system to allow pressure to decrease to a lower level.

WARNING
Fuel is flammable. Keep all cigarettes, flames, pilot lights, arcing equipment, and
switches out of the work area and areas sharing ventilation to reduce the possibility
of severe personal injury or death when working on the fuel system.

WARNING
Do not vent the fuel system on a hot engine; this can cause fuel to spill onto a hot
exhaust manifold, which can cause a fire.

NOTE: It is not necessary to vent air from the high pressure fuel system before
starting the engine. Cranking the engine will help prime the fuel system.
 Fuel System Cleanliness During
Repairs Is Very Important
 Clean all fuel system fittings,
lines, and components before
disassembly.
 Make sure that no dirt or debris
enters the fuel system
components to prevent the
passing of contaminants to the
high pressure fuel rail and
injectors.
 Small amounts of dirt and
debris can cause a malfunction of
these components.
Why Fuel System Clean Care Really
Does Matter
Fuel Pump

 The fuel pump pressure is

1600 bar.
 There are 2 different
mounting locations
available for high-
pressure fuel pumps.
 The pump may be
mounted in a high or low
position.
 Fuel Pump Actuator

 PWM (Pulse Width

Modulated) device driven by
the ECM
 “Normally Open”
 The fuel pump actuator is a
serviceable part.
 Troubleshooting procedures
have been updated to reflect
when the fuel pump actuator
should be replaced vs the
entire fuel pump assembly
 Fuel Heater (Optional)

 The fuel heater is not controlled by the

electronic control module (ECM). A
bimetallic strip acts as a thermostat.

 Mounted at the priming pump filter

head. The fuel heater will turn on
below approximately 2°C [35.6°F] and
turn off above approximately 24°C
[75°F].
Priming Pump

 QSB CM850 engines do not

utilize an electric motor driven
lift pump.
 The OEM installed hand
priming pump is used to prime
the fuel system. It can be
remote or mounted on the
engine.
 During normal engine
operation, the gear pump
mounted on the fuel pump will
draw fuel from the OEM fuel
tank
Injectors and Fuel
Lines Group
Low Pressure Fuel Lines

 Quick connect fuel lines

are utilized on the low
pressure side of the fuel
system.
 Fuel supply line
connecting the fuel pump
outlet to the fuel filter
head inlet.
 Fuel supply line
connecting the fuel filter
head outlet to the fuel
pump inlet.
Fuel Drain Lines

 1) Fuel drain connection from the fuel injection pump.

 2) Fuel drain line from the fuel rail pressure relief valve.
 3) Fuel drain line from the injector drain port at the back of
the cylinder head.
 Fuel Manifold

 No fuel return manifold as found

on other Cummins HPCR engines
• The OEM drain line will attach at
fuel pump drain connection.
 To aid in separating fuel system
drain flows, quick disconnect
fittings have been added
• Critical fuel drain flows for
troubleshooting include
– Fuel Pressure Relief Valve
– Injector Drain
– Fuel Pump Drain
 Fuel Filter Head / Bracket

 The fuel filter head and

bracket are separate pieces.
• The bracket mounts to the
intake manifold cover
• The filter head mounts to
the filter bracket
 Fuel Filter (Pressure side)
 The on engine fuel filter (5 um) is
pressurized by the gear mounted
on the fuel pump.
• Unlike ISBe which was pressurized
by the electric lift pump
• Can be mounted on engine or
chassis
• Cummins Inc. recommends NOT
pre-filling the secondary fuel filter
– Reduces the chance of
introducing unfiltered fuel/debris
into the fuel system
– Use the hand priming pump on
the suction side fuel filter to
prime the pressure side filter
 Fuel Filter (Suction side)

 The priming pump fuel filter (25 um)

and water separator is on the suction
side of the fuel system.
• Requires an extension harness to
connect the water in fuel (WIF) sensor
• Can be pre-filled
 Priming
• Pump the primer handle until resistance
is felt and the handle cannot be pumped
anymore (approximately 140 to150
strokes for dry filters, or 20 to 60 strokes
for pre-filled filter).
• Lock the manual priming pump handle.
• Crank engine. If the engine does not
start after 30 seconds, turn key to OFF
position.
• Pump the priming pump again,
repeating the previous steps until engine
starts
Fuel Rail Supply Line

 High pressure fuel from

the high pressure pump
to the fuel rail.
 On 4 cylinder engines
the pressure side fuel
filter/bracket must be
removed to access the
top fitting on the fuel rail
supply line
Fuel Rail

 The fuel rail contains high

pressure fuel from the fuel
pump.
 The fuel pressure relief valve
is a cartridge located at the
front end of the fuel rail, Fuel
pressure relief valve
1) Fuel pressure relief valve
drain
2) High pressure fuel supply
fitting from fuel pump
3) Mounting bracket (s)
4) High pressure injector supply
fitting (s)
5) Fuel pressure sensor
Fuel Injector

 The injector is manufactured

by Bosch
 The injector retainer is part of
the fuel injector
 The injector sealing washer is
a flat brass seal
Cummins High
Pressure Common
Rail

Injector Theory of Operation

• Injector Solenoid is not
energized. The solenoid
spring forces the +
solenoid in the closed
position
-
• Equal fuel pressure is
exerted on both the
plunger (1) and
shoulder area (2) of the
needle
• The greater surface
area of the plunger (2) 1
results in more hydraulic
advantage keeping the
injector in the closed
position
2
• When the ECM
requires fuel for a
cylinder a voltage is +
driven to the injector
solenoid
-
• This creates an
electromagnetic force
that is greater than
the force of the spring
•This forces the
solenoids metal core
to move upward
• As the solenoid lifts Fuel from the
a leak path is opened leak path drains
in the fuel injector through a
passage in the
cylinder head
• The leak results in
the shoulder of the
injector needle now +
seeing a greater
hydraulic force than
-
the plunger (due to
the leak path)
• This allows the
needle to lift from the
closed position
• Fuel is then injected
into the cylinder
through the nozzles
• When fuel is no longer
needed the injector
solenoid is de-energized +
by the ECM
• The electromagnetic -
force is removed
allowing the spring to
force the solenoid to the
closed position
• When the solenoid is
in the closed position
the leak path is
removed
• With the leak path
removed the greater
surface area of the
plunger causes the
plunger/needle to reseat
and end fuel injection
• Equal fuel pressure
is again sent to both
the plunger (1) and +
shoulder of the
needle (2)
-
• The greater surface
area of the plunger
(1) results in more
hydraulic force
keeping the injector in
the closed position
until the ECM 1
determines fueling is
again needed

2
• Fuel System
cleanliness is very
important for High +
Pressure Common Rail
Systems
-
• Contaminants can
lodge in the small
passages in the injector
preventing critical flows
• If the contaminate
particle lodges in the
passage to the plunger
area
•The result is the injector
will remain in the open
position and cause
engine damage due to
uncontrolled fueling of
the cylinder
 Fuel Injector / Connector
 The high-pressure connector and injector
must be replaced if failure is observed
• The high-pressure connector should be
replaced anytime the injector is replaced
 Be sure not to over torque the connector
retaining nut. Over torquing the retaining
nut may cause the connector to rotate
out of the connector retaining slot.
High Pressure Connector
High Pressure Supply Lines

Designed to withstand the 1600

bar fuel pressure and system
pressure pulsations

Important to follow the

installation procedure in the
manual to prevent fuel line
failure

If a leak is suspected never use

your hand to find the leak …
use paper or cardboard
 Fuel Injector Supply Lines
Injector supply lines designed
for the 1600 Bar fuel rail
pressure
 No isolators or external
supports
 Injector supply line torque
value is critical

 A crow's foot and socket

extension may be required
to remove and install the
fuel line fitting to the fuel
connector.
 Anytime a high pressure
injector supply line is
removed from the engine,
the fuel connector nut at the
cylinder head must be re-
torqued.
 High Pressure Common Rail
CYL
Head
Fuel Rail
ISB CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return Fuel
Return

Fuel
Return
Fuel
Hand Primer Pump Return
Fuel Out

Primary
Filter
Fuel Tank
Fuel Gear
H.P. Fuel Pump Pump
Fuel System Service Tools
Fuel System Leak Tester

 Commonly called a “Block-

off tool”
 Used to isolate individual
cylinders to determine the
location of any system
leakage
 Should be cleaned with
contact cleaner prior to use
to prevent high pressure fuel
system contamination
Fuel System Service Tools

Fuel Return Flow Hose

 Used to check leakage

form the high pressure fuel
rail’s high pressure relief
valve
Fuel System Service Tools

Fuel Return Flow Test Kit

 Allows isolation of high
pressure fuel pump and
injector return fuel flows
Fuel System Service Tools

Fuel Drain Hoses

 Male and female drain

hoses are available
 Allows testing from quick
disconnect 5/16” fuel fittings
Fuel System Service Tools

Fuel Tube Plug

 Used to plug male 5/16”

quick disconnect fuel lines
during system testing
Fuel System Service Tools

Torque Wrench

 Special torque wrench

used for tightening injector
terminal nuts
 13 in-lb Specification
 Over tightening the
terminal nuts can result in
injector solenoid damage
The solenoid is not a
serviceable part
Fuel System Service Tools

Fuel Connector Remover

 Used to remove high

pressure connectors from the
cylinder head
 Prevents damage to
connector bore and connector
from improvised tools
 Should be cleaned with
contact cleaner prior to use to
prevent high pressure fuel
system contamination
 Using The New Tools

Three return flows

 Injector Return
 High Pressure Pump Return
 High Pressure Relief valve Return

Isolating the flows with the allows us to determine which component is

has excessive leakage. Excessive leakage can cause:
 Hard or no start conditions
 Low power with fault codes indicating low rail pressure

Unlike previous ISB engines there is no manifold. The new tools allow the
leakage readings to be taken (same concept … different method)
 High Pressure Common Rail
CYL
Head
Fuel Rail
ISB CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return

Hand Primer Pump

Fuel Out
Primary

HP Pump

HP Relief

Injector
Filter

Return

Return
Return
Fuel Tank
Fuel Gear
H.P. Fuel Pump Pump
 High Pressure Common Rail
CYL
Head
Fuel Rail
ISB CM2150 Block
Pressure
Engine Relief Valve Off Injectors
Tool

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return

Hand Primer Pump

Fuel Out
Primary

Injector
Filter

Return
Fuel Tank
Fuel Gear
H.P. Fuel Pump Pump
Lubrication Oil
System Group
 Lubricating Oil System Specifications
 Minimum Allowed Oil Pressure –
 Low Idle 10 PSI (69kPa)
 At Rated 30 PSI (207kPa)
 Oil-regulating valve-opening pressure range 65-75 PSI
(448-517kPa)
 Oil Filter differential pressure to open bypass 50 PSI
(345kPa)
 Lubricating Oil Filter Capacity 1 qt (0.95 liters)
Specifications Continued …

 Oil Pressure:
- Low idle (minimum allowed) 69 kPa [10 psi]
- At rated (minimum allowed) 207 kPa [30 psi]
 Oil-regulating valve-opening pressure range 448 kPa [65
psi] to 517 kPa [75 psi]
 Oil filter differential pressure to open bypass 345 kPa [50
psi]
 Lubricating Oil Filter Capacity 0.95 liters [1 qt]
 Maximum Oil Temperature: 138°C [280°F]
 Lubricating Oil
Cummins Inc. recommends the use of a high-quality SAE 15W-40 heavy-duty
engine oil, such as Valvoline Premium Blue®, which meets or exceeds the
American Petroleum Institute (API) performance classification CH-4/SJ or CI-
4/SK and the Association des Constructeurs Européen d'Automobiles
(A.C.E.A.) performance classification E5 or E7.

American Petroleum
Cummins Engine European Classification
Institute Classification Comments
Standard Classifications (ACEA)
(API)
(CES)
OBSOLETE. DO NOT
API CD API CE ACEA E-1, ACEA E-2
USE.
Minimum acceptable oil
API CF-4/SG, API CG-
CES-20075 ACEA E-3 classification for
4/SH
Midrange engines. (1)
CES-20071, CES- Good oil classification
20072, CES-20076, API CH-4/SJ ACEA E-5, E-7 for Midrange engines
CES-20077 without EGR.
Excellent oil for
CES-20078 API CI-4/SK
Midrange engines.
 Lubricating Oil Cooler and Cover

 7 plate oil cooler

 Cover common with other

Cummins oil coolers

 Bypass valve – cold

weather start up conditions

 Pressure Regulator

 Dump to Sump Design

Lubricating Oil Pump

 The pump mounts to a bore machined

into the cylinder block

 Gear type pump

 Driven off the front gear of the

crankshaft
Lubricating Oil Filter and Dipstick

 Same lubricating oil filter as

ISB CM850, ISBe4 CM850
ISDe CM2150, ISB CM2150,
and ISBe CM2150
 Venturi Design
 No internal by-pass media

 Locking Dipstick Required for

crankcase breather to operate
correctly

 Filter Head and by-pass valve

are part of the oil cooler cover
 Lubricating Oil Pan
Oil Capacity of Standard Engine (four-cylinder)
4.5 liters [275 C.I.D.] Engines (Suspended Oil Pan)
Pan only....................11 liters [11.6 qt]
Total system....................13 liters [13.7 qt]
High to low (on dipstick)....................1.9 liters [2.0 qt]

Oil Capacity of Standard Engine (four-cylinder)

4.5 liters [275 C.I.D.] Engines (Aluminium Oil Pan)
Pan only....................13 liters [13.7 qt]
Total system....................15 liters [15.9 qt]
High to low (on dipstick)....................3.0 liters [3.2 qt]

Oil Capacity of Standard Engine (four-cylinder)

4.5 liters [275 C.I.D.] Engines (High Capacity Oil Pan)
Pan only....................16 liters [16.9 qt]
Total system....................18 liters [19.0 qt]
High to low (on dipstick)....................6.0 liters [6.3 qt]

Oil Capacity of Standard Engine (six-cylinder)

6.7 liters [409 C.I.D] Engines (Standard Oil Pan)
Pan only....................14.2 liters [15.0 qt]
Total System....................16.7 liters [17.6 qt]
High to Low (on dipstick)....................1.9 liters [2.0 qt]

Oil Capacity of Standard Engine (six-cylinder)

6.7 liters [409 C.I.D] Engines (Suspended Oil Pan)
Pan only....................17.2 liters [18.5 qt]
Total System....................19.7 liters [20.8 qt]
High to Low (on dipstick)....................2.8 liters [3.0 qt]

Oil Capacity of Standard Engine (six-cylinder)

6.7 liters [409 C.I.D] Engines (High Capacity Oil Pan)
Pan only....................23.9 liters [25.3 qt]
Total System....................26.4 liters [27.9 qt]
High to Low (on dipstick)....................7.4 liters [7.8 qt]
 Lubricating Oil Suction Tube

The lubricating oil suction tube is a

formed steel tube with a castor iron
mount at the cylinder block

The mounting of the lubricating oil

suction tube will vary with the type
lubricating oil pan used
 Front Sump
 Rear Sump
Cooling System
Group
 Cooling System Specifications

Coolant Capacity (Engine Only)

 2.2 gallons [8.5 liters]
 2.6 gallons [10 liters]

 Thermostat Modulation Range 190 to 207° F [88 to 97° C]

 Maximum Allowed Operating Temperature 107°C [225°F]

 Minimum Recommended Operating Temperature 71°C [160°F]

 Minimum Recommended Pressure Cap 50 kPa [7 psi]

Front Engine Accessory Drive

Water pump pulley driven by

the smooth side of the belt

Correct belt tensioner is

critical for cooling system
operation
Fan Belt Tensioner

 Provides automatic
tension of the water pump
and accessory drive belt

 In most applications the

tensioner also changes the
angle of the belt to increase
belt “wrap” on a drive pulley
 Thermostat

 Thermostat with increased flow capability

 Thermostat Modulation Range 190 to 207°
F [88 to 97° C]
 Cylinder block and head de-aeration occurs
through openings in the thermostat
Water Pump

 Belt driven by the engine

crankshaft

 External weep hole to

indicate seal leakage

 The Volute, or rear portion

of the pump is integral to the
cylinder block
 Coolant Heater

Two coolant heater options are

available
 Threaded coolant heater
• Located adjacent to the oil
cooler
 Flange mounted coolant heater
• Located in the last large cup
plug hole at the rear of the
engine on the exhaust side
Air Intake System
 Specifications

 Maximum Intake Restriction (clean air filter element) 254 mm H2O [10 in
H2O]
 Maximum Intake Restriction (dirty air filter element) 635 mm H2O [25 in
H2O]
 Charge Air Cooler Temperature Differential: - Minimum Differential (Intake
manifold - Ambient air temperature) 21°C [38°F]
 Maximum Charge Air Cooler Pressure Difference 20.6 kPa [3 psi]
 Intake Air Heater Operation

 An electric Pre-heat grid type air intake heater is optional

on the Tier 3 QSB engines. Installation requirements for the
grid heater will be covered in the Electronic Subsystem
Technical Package AEB 15.60, OEM Components. Intake Air
Heater (or Grid Heaters) aid starting during cold ambient
conditions. There are two phases of intake air heater
operation:
 Pre-heat (after key-on and before cranking)
 Post-heat (just after a successful engine start)
 There is no heat during cranking.
 A “Wait to Start” lamp is also controlled by the ECM and is
illuminated to indicate that it is not the optimal time to crank
the engine. This will not prohibit the engine from starting.
Turbocharger

 Holset Turbo
 Wastegated & non-
wastegated versions
 Similar to many other
Cummins applications
 Fixed Housings (Cannot
be rotated in field for
Service)
Exhaust System
Exhaust System Specifications

 Several exhaust manifold configurations will be offered to

support turbo locations.
 The exhaust valve springs and train have capability for
exhaust brake operation to 414 kpa (60 psi). No factory
exhaust brake option is planned.
 Minimum recommended exhaust pipe sizes (I.D.): QSB6,
QSB4 – 75 mm (3 in.)
 Maximum allowable exhaust restriction level at maximum
engine rated speed and load is 76mm (3.0 in) Hg.
Exhaust Manifold

Single Piece Manifold on 4

Cylinder Engines

Two Piece manifold on 6

Cylinder Engines

Optional Turbocharger
Mounting Locations

Exhaust Capscrews mounted

with spacers to increase bolt
“stretch” and eliminate exhaust
leaks
Engine Testing
INSITE Supported ECM Diagnostic Tests
 Cylinder Cutout Test
 Cylinder Performance Test
 EFC Actuator Override Test
 Fan Override Test
 Fast Idle Warm-up Test
 Fuel System Leakage Test
 Intake Air Heater Override Test
 Setup for Dynamometer
 Starter Lockout Relay Driver Override Test