Serie 60 Historia del Desarrollo1980 - En una Hoja en Blanco Comienza el Diseo del ProyectoDesarrollo Para Encontrar el Criterio Especfico del MercadoTamaoPesoCostosSeguridadDurabilidadEconoma de CombustiblePotenciaTorqueEmisiones de EscapeRuidos

1987 - Serie 60 Comineza la Produccin

Serie 60

Serie 60

Serie 50

Informacin de ServicioSeries 50/60

Principios BsicosOperacin de Motor

Cambios de Energa en un Motor DieselQumicaCalorMecnica Lineal Mecnica Rotativa

COMBUSTION

Balance de Calor

Necesidades de Combustin

Aire desde el Mltiple de Admisin

Combustible atomizado por el Inyector

Encendido creado por la compresin de aire en el cilindro

Ciclo de Cuatro Carreras

Ciclo de Cuatro Carreras (Continuacin)

Nmero de Serie y Modelo

Nmero de Modelo

Nmero de Serie

Tiempo y Fecha

Nmero de Modelo6067PK28

6= Series 50/6006= Nmero de cilindros7= AutomotrizP= Premium 12LK= DDEC III/IV28= 1991 o posteriores

Nmero de Serie o ModeloSeries 50 8.5L 6047TK60Series 60 11.1L 6067EK28Series 60 12.7L Standard6067TK28Series 60 12.7L Premium6067PK28Series 60 14L6067HK28

Cambios en Nmero de Modelo 6067PK286= Series 50/6006= Nmero de cilindros7= AutomotrizP= Premium 12LT= Standard 12LE= 11LS= 11L Eficiencia de CombustibleW= 11L G= 12L H= 14L (H=Servicio Pesado)K= DDEC III/IV28= 1991 o posteriores

Cambios de Nmero de ModeloPara 19996067BK286= Series 50/6006= Nmero de cilindros7= AutomotrizB = Premium 12L (1999)M = Standard 12L (1999)L = 11L (1999)H = 14L (1999)K= DDEC III/IV28= 1991 o posteriores

Informacin Tapa de Vlvulas

Informacin Tapa de Vlvula

Informacin Tapa Vlvula

CONSTRUCCION GENERAL & ESPECIFICACIONES

Diferencias entre11.1L y 12.7L

10/11 Placa Enfriamiento AceiteFamilia de InyectoresPerfil de Eje Levas (Leva de Inyector)Eje CigealBielasTurboFreno Motor JacobsPin de Cigueal

Diferencia 14 Litros550 HP @1850Lbs/Ft6067HK28Ancho de BlockFamilia de InyectoresEje CigealBielasPistnDamper de VibracinTurboCamisaPolea Eje Cigeal

Vista Superior Series 60

Vista Frontal/Trasera Serie 60

Lado Derecho Serie 60

Lado Izquierdo Serie 60

Vista Frontal Serie 50

Lado Derecho Serie 50

Lado Izquierdo Serie 50

Vista Tunel Principal 12.7L

Vista Superior Culata Serie 60

Vista Superior Culata Serie 50

Componentes de Culata

Componentes de Vlvulas

Vlvulas Escape/AdmisinVlvula de Escape Cromada (MY2K)Cambios en Cara de Vlvulas(MY2K)

Eje Levas Serie 50/60

Componentes Eje Levas

Componentes Eje Leva

Ensamble Balancn

Balancines Admisin/Escape

Balancn Inyector

Eje Cigeal Series 50

Ejes Cigeal Series 60

Cojinetes de CigealSeries 50/60

Damper de Vibracin

Camisa

Refrigeracin Superior de Camisa (TLC)

Reduce T de Anillo de FuegoReduce Desgaste de Anillo y CamisaExtiende la Vida del AnilloReduce Costos de MantencinMaximisa la Vida para Overhaul

7/8/98 taz

Dimetro de Camisa en Bolck

Sellos de Camisa

Tapn/Orificio DerrameWeep Hole

Pistn Series 50/60

Pasador de Pistn y Cojintes Series 50/60

Bielas

Comparacin Anillos de Pistn

Pistn de Acero ForjadoSeries 60

Pistn de Acero ForjadoSeries 60

Bielas

Marcas de Sincronizacin

Perno/Pin Leva

Plato de Empuje (Variaciones)

Plato de Empuje (Variaciones)

Plato de Empuje (Variaciones)

Pin Idler / Cubo Retenedor

Ensamble Pion Toro

Pin Toro

Alineamiento Pin Toro

Pin Cigeal 12.7/S50

Pin Cigal 11.1L

Rueda de Pulso/Rueda de Sincronizacin

Ensamble Eje Balance Series 50

Ensamble Eje Balance Series 50

Ensamble Eje Balance Series 50

Bomba de Aceite

Bomba de Aceite

Componentes Bomba de Aceite

Montaje Motor & Polea

Polea de Accesorios

Polea de Accesorios

Sello Delantero

Sello Trasero

Carcasa de VolantePerno Cambio a14mm en 1998

Volante / PlatoArrastre

Compresor de Aire

Bomba de Agua

Bomba de Agua

Enfriador de Aceite

Base de Enfriador de Aceite

Mltiple de Escape

Carcaza de Termostatos

Turbo Cargador con Wastegated

Filtros de Aceite

Mltiple de Admisin

Mdulo de Control Electrnico (ECM)

Ubicacin Sensores DDEC

Filtros de Combustible

Inyector de Combustible

Inyector de Combustible

Inyector de Combustible

Overhaul / Precauciones de SeguridadSiempre Usar Lentes de Seguridad en Laboratorio

Asear le Piso cuando sea necesario mientras trabaje en el motor y alrededor de ste al terminar cada da

Devolver todas las herramientas y materiales al final del da

OVERHAUL

INSPECCION PARA OVERHAUL

Planicie de Block

Medicin de Tnel de Bancada

Medicin de Dimetro de Camisa

Saliente de Camisa

Desviacin de Cigeal

Juego Axial de Cigeal

Revisin Planicie Eje de Levas

Desviacin Eje de Levas

Juego Axial Eje de Levas

Plasti-Gage

Juego Entre Dientes

Camisa de Inyector

SISTEMAS

SISTEMA DE COMBUSTIBLE

Sistema de CombustibleRequerimientos de MotorFiltro de Combustible/Fuel Pro 380Bomba de CombustiblePlaca de Enfriamiento (Optional)Conexiones RestringidasInyectores de Combustible

Sistema Esquemtico de CombustibleSerie 60

Sistema Esquemtico de CombustibleSerie 50

Filtros de Combustible

Bomba de Combustible deDesplazamiento Positivo

Bomba de Combustible

Conexiones Restringidas

Placa de Enfriamiento

Fuel Pro 380

Inyector de Combustible

Inyector de Combustible

Inyector de Combustible

InyectorSeries 50 / 60Fuel outFuel inVoltage inSolenoidPlungerPoppet ValveNeedle ValveRocker ArmCam

Inyector en CorteO-RingsO-RingVoltage inNeedle Valve

Cdigo de CalibracinInyectorDDEC II No Calibration CodesDDEC III Calibration Codes From 00-99

Terminologa de Ciclo de Inyeccin IRT Tiempo Respuesta Inyector - Duracin del Tiempo (ms) requeridos para cerrar la Vlvula de Control

PW Ancho Pulso - Grados de Rotacin de Cigeal cuando el Combustible es Inyectado

Tiempo Respuesta Inyector

Corte de Cilindro

DiagnsticoSistema de Combustible

Diagnstico Sistema CombustibleBaja PotenciaInspeccionar lo Siguiente

Suministro de CombustibleRestriccin en FiltrosLneas de Combustible ObstruidasBomba de CombustibleBaja TemperaturaBurbujas en CombustiblePresin de Combustible

Diagnstico Sistema CombustibleHerramientasBomba Priming de CombustibleMedidor de Presin de CombustibleCubeta GraduadaCronmetroPirmetroBomba de SuccinCorte de Cilindro / Tiempos de Respuesta de Inyector

Priming

Presin Bomba de Combustible

Suministro de Combustible

Corte de Cilindro

Corte de Cilindro

Tiempo Respuesta de Inyector

SISTEMA DE AIRE

Admisin de Aire Serie 60

Admsin de Aire Serie 50

Sistema de AireIntercoolerFiltro de AireTurbo CargadorRespiradero de CrterMltiple de AdmisinSensor de Presin de TurboSileciadorVlvulas de AdmisinVlvulas de Escape

Sistema de Aire

Sistema de Aire

Filtro de Aire

Turbo Cargador

Intercooler

Componentes de Vlvulas

Vlvulas Admisin / Escape Vlvula de Escape Cromada (MY2K)Cambio en la Cara de la Vlvula (MY2K)

Mltiple de Admisin / Empaque

Respiradero de Crter

Mltiple de Escape / Empaque

DiagnsticoSistema de Aire

Diagnstico Sistema de AireBaja PotenciaInspeccionar lo SiguienteAdmisinFiltro de AireEnfriador de AireTuberasTurbo CargadorEscapeTuberas DefectuosasSilenciador ObstruidoSensor de Presin de TurboBaja Compresin

Diagnstico Sistema de AireHerramientasManmetro de AguaPirmetro / TermocuplaMedidor de PresinRestriccin en Entrada de AireContra Presin de EscapePresin de Crter

Manmetro de Agua

Pirmetro /Termocupla

Restriccin en Entrada de Aire

Contra Presin de EscapeBeyer EnterprisesTest Kit 200

Presin de CrterCaptador con Arns en Presin de Aceite

Usar Tabla para convertir Presin de Aceite para Presin de Crter

SISTEMA DE LUBRICACION

Requerimientos de Aceite

Sistema de LubricacinBomba de AceiteVlvula ReguladoraVlvula de AlivioAdaptador de Enfriador de AceiteEnfriador de AceiteFiltros de AceiteLnea de Suministro a Turbo CargadorPasajes en BlockPasajes en CulataPasajes en Componentes

Esquema de Aceite Serie 60

Esquema de AceiteSerie 60 Premium

Esquema de Aceite Serie 50

Bomba de Aceite

Inyector de AceiteTodos los Blocks de 1998 tienen pasajes taladrados dentro de la galera principal de aceite

Vlvula Reguladora

Vlvula de Alivio (Limitadora)

Adaptador de Enfriador de Aceite

Variaciones de Flujo en Enfriador de Aceite

Enfriador de Aceite (con Termostato)

Filtros de Aceite

DiagnsticoSistema Lubricacin

Baja Presin de AceiteInspeccionar lo SiguienteSuministroBajo Nivel de AceiteCalidad de AceiteFugasMecnicaVlvula Reguladora / Alivio PegadaExcesiva Holgura de RodamientosTemperaturaAlta Temperatura de RefrigeranteAlta Carga Ambiente

Alto Consumo de AceiteAlto ConsumoFugasComponentes DesgastadosProcedimientos de Revisin y LlenadoVelocidad de BombaRestriccin para flujo (partes desgastadas)

Alto Consumo de AceiteFugas ExternasFugas en Lneas de Aceite y ConexionesFugas en Empaquetaduras o Sellos de AceiteAlta Presin de CrterFugas InternasFuga en Enfriador de AceiteTurbo CargadorCompresor de AireDesgaste en Gua / Asiento de Vlvula

Alta Presin de AceiteControl de Aceite en CilindroAnillos de Control de Aceite desgastados, quebrados o instalados inapropiadamenteCamisas, Pistones o Anilos de Aceite marcadosExcesivo Aceite en CrterRetenes de Vlvulas desgastados o perdidos

Inspeccin de Humo AzulFiltro de AireSellos de Turbo CargadorDrenado de Aceite de Turbo CargadorSellos y Guas de Vlvulas de EscapeAnillos de PistnNivel de Aceite

HUMO AZUL ES CAUSADO POR EXCESIVO ACEITE EN EL CILINDRO

Inspeccin de Humo NegroFiltro de AireTurbo CargadorEmpaquetaduras de Mltiple de EscapeSilenciadorConductos de EscapeEnfriador de CargaSensor de Presin de TurboGrado de CombustibleSalida de InyectorEvitar Arrastrar el MotorInyectores Defectuosos

HUMO NEGRO OCURRE CUANDO EL COMBUSTIBLE NO ES COMPLETAMENTE QUEMADO

Inspeccin de Humo BlancoFiltro de AireConexionesGrado de CombustibleSalida de InyectorAire en CombustibleVlvulas de Escape QuemadasAjuste de Vlvulas de EscapeAnillos de Compresin

HUMO BLANCO ES CAUSADO POR FALTA DE ENCENDIDO EN LOS CILINDROS

SISTEMAS DE REFRIGERACION

Sistema de RefrigeracinRecomendacionesBomba de AguaCarcaza de Enfriador de AceitePasajes en BlockPasajes en CulataCarcaza de TermostatosTermostatosRadiador

Sistema de RefrigeracinSerie 60

Sistema de RefrigeracinSerie 50

Bomba de Agua

Carcasa Enfriador de Aceite

Filtro de Refrigerante (Externo)

Carcasa de Termostato

Termostatos / Sellos

Radiador

DiagnsticoSistema de Refrigeracin

Sistema de RefrigeracinProblemas de TemperaturaAlta TemperaturaNivel de RefrigeranteRelacin / Operacin de VentiladorManguerasBomba DaadaAmbiente / CargaPatinamiento de CorreasRadiador Tapado

Baja TemperaturaTermostatosCapacidad de Sistema de RefrigeracinVentilador Encendido Permanentemente

Sistema de RegfrigeracinHerramientas de DiagnsticoMedidor de Tensin de CorreasTester de Tapa Radiador / PresinPirmetroRefractmetro / Kits de Pruebas

Medidor de Tensin de Correas

Tester de TapaRadiador / Presin

Pirmetro / Termocupla

Refractmetro /Kits de Pruebas

Sistema de RefrigeracinProblemasCavitacinCorrosinSarroGreen GooFugas en SellosOrificios de DerrameCore SandCombustin

AFINAMIENTO MOTOR

Afinamiento de MotorAltura de InyectorJuego de VlvulasNuevo Procedimiento de Solape

Crculo SincronizacinSerie 50Vlvulas Cilindro #1Inyector Cilindro #4Vlvulas Cilindro #3Inyector Cilindro #2Vlvulas Cilindro #2Inyector Cilindro #3Vlvulas Cilindro #4Inyector Cilindro #1

Crculo SincronizacinSerie 60Vlvulas Cilindro #1Inyector Cilindro #6Vlvulas Cilindro #5Inyector Cilindro #2Vlvulas Cilindro #3Inyector Cilindro #4Vlvulas Cilindro #2Inyector Cilindro #5Vlvulas Cilindro #4Inyector Cilindro #3Vlvulas Cilindro #6Inyector Cilindro #1

Solape Serie 60Cilindro en Solape Vlvulas Inyector

615253436162524341

Ajuste de Juegode VlvulasVlvulas de AdmisinVlvulas de Escape

Ajuste de Altura de InyectorVariaciones en el perfil de la Leva determinarn el ajuste

Freno Motor Jacobs

Ajuste Jake Brake

Freno Plano Jacobs

Freno Plano Modelo 790

Jake Plano

Cambio de Eje BalancnJake BowlCara Maquinada

PesoPeso de freno reducido 30 lbs

Barras Espaciadoras eliminadas para una reduccin adicional de 8 lbs

Peso Instalado ser de 15 libras menos que el competidor (75 Vs 90 lbs)

Caractersticas de DiseoModelo 790Dos carcasas por motorCada carcasa cubre tres cilindrosLas carcasas delanteras y traseras NO son intercambiablesHierro dctil reemplaza a grafito compactadoPistones esclavos y tornillos de ajuste individuales7 Puntos mantienen el sistema abajoFlats on rocker shaft replace rocker shaft saddlesLonger end studs hold down brake and rocker shaft

BeneficiosPotencia de Frenado 405 HP @ 2100 rpm

450+ HP@ 2100 rpm con Wastegate cerrada

Menos carcasas para manipular durante el ensambleDos Vs TresNo ms barras espaciadoras

Injector Rocker ArmWill not require the brake precision ground rollerWill not require the pin to hold roller Will not require the assembly of the pin and rollerNew injector rocker geometry will be a drill point, no added assembly required to the armAdditional $$$ savings to DDC

SeguridadMejoras

Traslado del muelle de torsin

Traslado del puente

Potential deletion of lash device

No accumulator

Retarding ModulationBrake will have the same modulation levels as today Front and rear housings with one solenoid on one and two solenoids on the otherThe three cylinder brake design allows future option of six cylinder modulation for cruise control

Retarding Modulation

Cylinder compression release sequence is new - sounds are different4 cylinder mid-rangeOld sequence was 1, 5, 6, 2New sequence is 5, 3, 6, 42 Cylinder low-rangeOld sequence was 3, 4New sequence is 1, 2

Casting MaterialCurrent production uses compacted graphite Chosen as cost savings (Armoloy bore)Difficult to machine HeavyFlat brake will use Ductile iron casting Wear handled with articulating Master PistonBetter machinabilityHigher qualityBetter appearance, Lighter

DDC LOGO

I. WELCOME THE STUDENTS A. Introduce yourself to the class B. Register the students C. Mention breaks D. Distribute service manualsII. EXPLAIN WHAT IS TO BE COVERED A Basic engine operation B. Basic operation of each of the four systems C. The P.M. of each of the four systems in detail D. Troubleshooting of each of the four systems by: 1. Showing necessary special tools, gauges, manometers, and explaining their use. 2. Setting up practical engine problems and discussing and orderly processing of elimination to locate the cause of the problem 3. Pointing out that the primary objective in troubleshooting is to determine what the problem is and correct it in the least possible time 4. Inviting questions and comments throughout the program

SERIES 60

I. Left / Front of engine

SERIES 60

I. Right / Front of engine

SERIES 50

I. Right / Front of engine.

SERIES 50/60

SERVICE LITERATURE

I. SERVICE MANUAL A.Provides complete instructions on component removal and installation, operation, adjustment (tune-up), preventative maintenance mechanical troubleshooting and overhaul. B.Manual is divided into numbered sections, each devoted to a specific system or topic. C.Specifications, clearances, wear limits, and special tools may be found in Section 1.0.

II. SERVICE INFORMATION BULLETINS Service Information Bulletins (S.I.B.s) are published periodically for Detroit Diesel engines. Their intent is to expand upon, clarify, or stress the importance of existing service procedure.

BASIC ENGINE PRINCIPLES

I.MATERIAL TO BE COVEREDA.CombustionB.4-Stroke Cycle Diesel Operation

FOR COMBUSTION WE NEED

I. IN ORDER FOR AN INTERNAL COMBUSTION ENGINE TO OPERATE IT MUST HAVE:A.Air - Source of oxygen to burn fuel.B.Fuel - To supply force, pressure, or energy as it burns and expands.C.Ignition - In some form, to ignite the fuel.

4-STROKE CYCLE DIESEL OPERATION

I. THE FOUR OPERATIONAL EVENTS A.As the piston moves downward, intake air is drawn into the cylinder past the open intake valves. The exhaust valves are closed. B.Near B.D.C. the intake valves close. The piston moves up compressing the air to about 5400C (1004OF), hot enough to ignite the fuel. C.Near T.D.C. finely atomized fuel is injected into the cylinder. The expansion of the gases forces the piston downward. D.Near B.D.C. the exhaust valve opens. The piston moves up, pushing the exhaust gases past the open exhaust valves. E.The crankshaft makes two revolutions for every power stroke.II. CHARACTERISTICS AND EFFICIENCY A. Air is compressed to a relatively high ratio of 15.1 or higher. B. The high ratio yields higher temperatures, and therefore more complete combustion and higher thermal efficiency. C. This type of combustion generally contributes to low CO and Hydrocarbon emissionsFOUR STROKE CYCLE

I. Four Stroke Cycle

MODEL/SERIAL NUMBER

I. SERIAL NUMBER A. Dot Peened into a machined pad at the top center of the left side of the block. B.Also found on option label on the rocker cover C.06R00000004R0000001. Number of Cylinders: 04-Series 50, 06-Series 602. Engine Series: R-Series 50 or Series 603. Sequential Production Number4. Date and Time

MODEL/SERIAL MODEL CONTINUE

II. MODEL NUMBER A. Dot Peened into a machined pad at the top center of the left side of the block. B. Also found on option label on the rocker cover C. 6067GK60 = Pre 1998 6067PK60 = 1998 6067MK60 = 1999 + Series 50 = 6047GK26 1. Engine Series: 6-Series 50 or Series 60 2. Number of Cylinders: 04-Series 50, 06-Series 60 3. Application: 3-Industrial, 7-Automotive 4. Displacement: L-11.1 Liter, G=8.5, M or B= 12.7 Liter 5. DDEC Level: T-DDEC-I, U=DDEC-II, DDEC-III,IV=K 6. Customer Designation: 40-Pre 1991 Series 60; 60-1991 & Later Series 60; 26-Series 50 V-Dive; 28-Series 50 T-Dive

MODEL NUMBER CHANGES

I. History of Model Number Changes.

OPTION LABEL

I.PAPER OPTION AND EMISSION LABELS POINT OUT IMPORTANCE OF MAINTENANCE TO REMAIN FREE OF CERTIFICATION VIOLATION.A.Point out the following information:1.Model year of the Engine2.EPA Certification3.Model Number4.Serial Number5.Advertised Horsepower6.Minimum Idle Speed7.Injection Timing in Degrees8.Engine Family9.Manufacturing Date 10.Maximum Full Load Speed 11.Valve Lash in Millimeters 12.Rated Horsepower 13.Hotline NumberB.The labels will be covered with a laminate for protection.C.Replacement labels and modification labels are available from DDC through the engine history department.D.Distributors should provide distributor sourced labels that notify customers of distributor made changes to the engines.E.Two major pollutants, Carbon Monoxide (CO) and unburned Hydrocarbons (HC), increase rapidly with improper air or fuel system maintenance.

OPTION LABEL (Contd)

I.PAPER OPTION AND EMISSION LABELS POINT OUT IMPORTANCE OF MAINTENANCE TO REMAIN FREE OF CERTIFICATION VIOLATION (Contd)F.Heavy penalties may be levied if:1. Improper or insufficient maintenance is performed.2. Unauthorized modification of the air, fuel system or tune-up specifications, is performed.II.SERVICE INFORMATIONA.The latest service information must be used.1.To specify the correct injector timing dimension.2. To specify the maximum full load engine speed, and several other factors.III.INSTRUCTOR BACKGROUND INFORMATION;DEFINITIONSA.Carbon Monoxide (CO)1.A by product of the combustion of fuel oil and gasoline (among others) in an internal combustion engine.2.Generally, the less complete the combustion process the higher the CO.3.CO is poisonousa.400 PPM for several hours will cause headache,weakness, nausea, and dizziness.b.Continued exposure to 1000 PPM is fatal.

OPTION LABEL (Contd).III.INSTRUCTOR BACKGROUND INFORMATION;DEFINITIONS (Contd)B.Unburned Hydrocarbons (HC)1.Used to describe a wide range or organic materials that consist mainly of compounds found in diesel and other petroleum products. 2.Generally, the less complete the combustion (due to low compression, lack of air, excessive fuel, etc.) the higher the HC. 3.Most HC are poisonous only at several hundred PPM..Normal atmospheric concentrations seldom exceed 10 PPM. However, sunlight causes HC to combine with oxides of Nitrogen (NOX) to form Oxidants which are extremely damaging and some are toxic.C.Sulfur Compounds (SOX)1.All fossil fuels (including petroleum) contain sulfur which is converted to Sulfur Dioxide (SOX).2.D.D.C continues to recommend fuels with as low a sulfur content as possible.3.SOX aggravate and may cause respiratory disease.D.Oxides of Nitrogen (NOX)1.A combination of Nitric Oxide and Nitrogen Dioxide formed whenever air is heated to a high temperature.2.Once in the air NOX converts to Nitrogen Dioxide which is irritating to the throat and lungs at concentrations above about 50 PPM.

GENERAL CONSTRUCTION

I.SUBJECTS TO BE COVEREDA.Block Construction and Overhaul ProceduresB.Cylinder Kit Construction and Overhaul ProceduresC.Head Construction and Overhaul ProceduresD.CrankshaftE.Gear Train and Engine TimingF.Flywheel Housing and Flywheel

UNCOMMON COMPONENTS

I. UNCOMMON COMPONENTS There are only eight component difference between an 11.1 liter and a 12.7 liter engine. A.Crankshaft B.Crankshaft Timing Gear C.Connecting Rod D.Camshaft E. Turbocharger F.Oil Cooler G.Injector H. Piston/ Piston Cooling

14 LITER DIFFERENCE550 HP @ 1850 LBS/FT

I. 14L Differences

TOP VIEW OF CYLINDER BLOCK

1.There are 38 head bolts2.12 coolant passages on the block deck.3.Two holes for oil passage4.7 Drain back holes 5.2 Dowel pin holes

SERIES 60 FRONT/REAR VIEW

I.Front ViewA. Bull gear mount padB. Gear case mounting surfaceC. Oil passage to adjustable idler gear NOTE: Point out O ring in top front of block .II.Rear ViewA.Flywheel housing mounting surfaceB.Locating dowels

CYLINDER BLOCK RIGHT SIDE

I.Right Side1.Main oil gallery2.Coolant manifold3.Primary oil filter mount pads4.Oil dipstick locations

CYLINDER BLOCK LEFT SIDE

I.LEFT SIDE1.Primary fuel filter mount pads2.Secondary fuel filter mount pads3.ECM mount pads4.Model/Serial number/Date and TimeII.SERVICEA.Resurfacing of the block must be limited to a maximum of .010

SERIES 50 FRONT VIEW

I. Series 50 front view

RIGHT SIDESERIES 50 BLOCK

I. Use Series 60 information

CYLINDER BLOCK BOTTOM

I. BOTTOM VIEW A.Cylinder Bores B.Main Bearing Saddles1.Cast-in integral webs2.Thrust washersa.Thurstwashers are at No. 4 on Series 50b.Thrustwashers are at No. 6 on Series 60 C.Oil Pressure Regulator Bore D.Oil Pump Output Bore E.Number 1 Stamped on Pan railII. SPRAY NOZZLE OR CAPPED, DIFFERENCE BETWEEN 11, 12 LITER

CYLINDER HEADI. COMPONENTSA.Head Casting, top view1.Camshaft saddles and bearings2.Camshaft cap locating sleeves3.Oil supply holes4.Valve guides and seals5.Injector holes6.Mounting bolt holes7.Thermostat housing mounting surfaceB.Head Casting, Bottom view1.Fire deck2.Intake and exhaust valve ports (valve seats installed)a.Thinner valve seat inserts available to maintain valve face recession.3.Injector tip holes4.Expansion slots5.Coolant passages6.Mounting bolt holes7.Locating dowel holes8.Lube oil supply holesC.Valve Components1.Valve springs, seats, keepers and caps (rotators)2.Injector tube3.Valve guides and seals4.Valves and Valve Seats

SERIES 50 HEAD TOP VIEW

I. Use Series 60 informationVALVE COMPONENTSI.COMPONENTSA.Valve - may be refaced as long as the valve rim width is within specifications.B.Valve Seat - replacement valve seats are available in standard .010, .020 and .030 shallower than standard: Replacement valve seats are preground.C.Valve Guide - are replaceable using tools J34696 and J33191.D.Spring Seat - if reduced thickness valve seats are used correspondingly thicker spring seats must be used to maintain spring tension.E.Spring - check for pitting or cracks, and spring load.F.Valve Guide Oil Seal - use seal installer J35599.G.Valve RotatorH.Valve LocksII.INJECTOR TUBEA.A copper tube pressed into the injector bore which provides for heat transfer from the injector to the cylinder head jacket water. O-ring at the top and the flare at the bottom provide sealing.B.Remove and or install using tool kit J33880.INTAKE/EXHAUST VALVES

I. H= Hot Side, ExhaustII.A= Air Side, IntakeIII. The lower notch is for the keepers, the upper notch on the Exhaust Valve is for Inspection for the assemblersCAMSHAFT

1. The pin on the cam is used to properly line up the cam thrust plate to the cam2. Depending on the year of the engine there is a 18 mm or a (20 mm) ONE TIME USE bolt to hold the Cam Gear Hub to the Cam.CAMSHAFT COMPONENTS

1. The Race track Seal was added to the number 1 Cam Cap in the first quarter of 1999 for the Series 60 and second quarter of 1999 for theSeries 50 to help eliminate oil leaks. 2. The Gasket Eliminator that was used has been replaced by Three Bond Part number 23525919. Three Bond is to be placed in the machined notches on the front and rear of the number 1 cap.3. The number 7 cap still uses Gasket Eliminator CERAMIC INJECTOR ROLLER

I. Due to the extremely high injection pressure. The injector rocker arm incorporates a ceramic camshaft follower roller.

II.During injection the cam lobe forces the roller up, which forces the rocker arm down. The load is carried by the roller bushing against the pin. As injection pressures increase, the load on the bushing is increased and the oil film thickness is greatly reduced. This causes distress of the roller bushing.

III.The ceramic roller is able to operate without a bushing and can carry increased loads with minimal lubrication.SERIES 50 CRANKSHAFT

I. Use the information from Series 60 Crankshaft.CRANKSHAFTI.FEATURESA.One piece chrome alloy steel forging.B.Statically and dynamically balanced.C.Nose of crankshaft has six pilot holes for mounting damper and pulley.D.Pulse wheel is keyed to shaft.E.Timing gear is keyed and press fit to shaft and retains pulse wheel.F.Rear of shaft has twelve holes for mounting flywheel.G.Oil passages are drilled from main to rod journals without the use of plugs.II.INTERCHANGEABILITYA.11.1 & 12.7 liter crankshafts are different.B.The 11.1 liter crankshaft can be identified by two counterweights in the center.C.The 12.7 liter crankshaft can be identified by four counterweights in the center.D.11.1 & 12.7 liter timing gears are different.E.Series 50 engines use 12.7 liter timing gear.SERIES 50/60 CRANKSHAFT BEARING

I. The thrust washers are attached to the upper main bearing shell and they are located at the number 6 Main Journal.VIBRATION DAMPER AND PULLEY

I.VIBRATION DAMPER1.Consists of a heavy mass suspended in a viscous fluid.2.Two sizes used.a.12.34 (313.4mm) diameterb.13.50 (343.8mm) diameter3.Damper must be replaced at overhaul or if crankshaft breakage should occur.II.PULLEYA.Deep V designB.3/4 square hole in the center for barring engine.C.Use international Compound No. 2 on bolts.CYLINDER LINER

I.COMPONENTSA.Liner flangeB.Coolant passageC.Crevice seal groovesD.D ring seal grooves

II.INTERCHANGEABILITYA.The cross drillings in the block, supply coolant flow beneath the liner flange area and provides top liner cooling.B.Store liners on end to prevent warpage.C.Clean new liners with detergent and water.

BLOCK BORE LINER

I. The picture on the left shows the exit hole for coolant to flow to the cylinder head.CYLINDER LINER AND BLOCK CUTAWAY

I.SEALSA.Crevice sealB.D ring sealsC.Weep hole and plug

II.SEALINGSA.Coolant covers the outside of the liner above the crevice seal.B.The crevice seal and the upper D ring seal prevent coolant from entering the crankcase.C.If top D ring fails the coolant will go out the weep holes.D.The lower D ring will keep the leaking coolant out of the crankcase until repairs are made.E.Lubricate seals with clean petroleum jelly for installation.PISTON

I.COMPONENTA.Fire Ring (Keystone)1.2.5 mm and 3.5 mm rings are used2.Identification on top side3.Chrome facedB.Compression Ring (Keystone)1.4 mm2.Identification on top side3.Chrome facedC.Oil Control RingD.Oil Control Ring Expander (Spira-lox)E.Piston Crown1.Cast iron2.3 piece bushing serviced separatelyF.Piston Skirt1.Cast iron2.Tin platedG.Piston Pin (Special Bolts and Spacers)1.Lubricate bolts and spacers with international Compound number 2

CONNECTING ROD

I.COMPONENTSA.Connecting Rod1.11.1 and 12.7 liter use different length rods.2.Series 50 uses 12.7 liter rod.3.Oil supply hole is off center and must be installed opposite the oil cooler.B.Bearing Cap1.The number on the cap should be on the same side as the number on the connecting rod.C.Bearing Shells1.Upper shell has an oil supply hole, the lower shell is groovedD.Nuts and BoltsII.SERVICEA.Use plastic rods for installation (J-35945).B.Move connecting rod from crankshaft cheek to check to check side clearance.1.Use International Compound number 2 on bolts and spacers.2.Follow torque turn procedure in Section 1.6.3.Connecting rod to wrist pin bolts should not be reused.RINGS

1.There are three rings on the piston.2.The rings are fire, compression, and oil control rings.3.The fire ring can be 2.5 or 3.5 millimeter thick.4.The fire & compression are keystone in design.

PISTON

I.The new steal forged piston is a two piece design. The skirt is made of aluminum. The skirt also has notches on the bottom to allow for clearance of the spray nozzle.

II.The connecting rod floats on the wrist pin.

IIIThis style of piston is used in both the MK & BK models and is made by Mahle.PISTON COMPONENTS

1.Two Snap ring holds the Piston/Connecting Rod together2.Spray nozzle delivers oil under pressure to cool the piston3.Piston wrist pin CONNECTING ROD

1. Used in 12.7 Liter engines

2.Bearing Cap The number on the cap should be on the same side as the number on the connecting rod.

3. SERVICEA.Use plastic rods for installation (J-35945).B.Move connecting from crankshaft cheek to cheek to check side clearance.C. When pushing the Piston into the bore use extreme Caution not to damage the Spray Nozzle. If the engine is on a turn over stand, place cylinder number six at the top to aid in the clearance of the Spray Nozzle. D. As of 12/21/99 the connecting Rod incorporates a drilled passage through which oil is fed to the piston pin for enhanced lubrication.GEAR TIMING

I.GEAR TIMINGA.Crankshaft timing gear - right hand helixB.Oil pump drive gear - left hand helix, 1.19:1 drive ratioC.Bull gear - left had helix, .5:1 drive ratioD.The following are all right hand helix1.Water pump, 1.34:1 drive ratio2.Accessory pulley, 2.41:1 drive ratio3.Fuel pump, 1.95:1 drive ratio4.Air compressor, 1.19:1 drive ratioE.Camshaft idler gear, spur gear .5:1 drive ratioF.Adjustable idler gear, spur gear, 5:1 drive ratioG.Camshaft drive, spur gear, .5:1 drive ratioII.TIMINGA.The crankshaft and bull gear are timed to B.The Bull Gear and the adjustable idler gears are timed I to OC.The adjustable idler and camshaft drive gears are timed to CAM GEAR/BOLT

1.1999 The Cam Gear Bolt was updated to (20 mm) one time use from 18 mm.2.Use International Compound on first few threads & under the head of the bolt.3.The thrust plate has three bolts and a drain back.THRUST PLATE (VARIATIONS)

I. In 1998 the thrust plate incorporated a third mounting hole and a oil drain back hole to help prevent leaks around the new ribbed diamond sealCAMSHAFT DRIVE GEAR

I.COMPONENTA.Retaining Bolt1.Use International Compound number 2. B.Camshaft Drive GearC.Thrust Plate1.Dimple positioned at 12 oclock for installation.D.Seal Rings1.Lubricate with engine oil.E.Hub1.Keyed and pressed into camshaft drive gear with thrust plate between hub and gear.2.Doweled and piloted to camshaft and retained with a bolt. a.Most practical method of torquing bolt, or loosening, is with tool J-35652 (gear case cover must be in place to use this tool).

ADJUSTABLE IDLER GEAR

I.COMPONENTSA.Special flanged nuts (self locking) replace if removedB.Retaining plateC.Adjustable idler gear assembly1.Includes bushing type bearing which is not serviced separately.D.Mounting studs (replace at overhaul)E.Hub1.Hub has an oil supply hole on the back side.2.Hub must be installed properly to lube idler gear bushing (marked out).F.Lower hole is a close fit on the stud while the upper two have enlarged holes, allowing the hub to pivot left and right to adjust the backlash between the cam drive gear and the adjustable idler.1.Gear lash adjusting tool J-35596 used to make adjustment.G.Bull gear assembly must be removed before removing adjustable idler.H.Correct lash between all gears is very important.

BULL GEAR ASSEMBLY

I.COMPONENTSA.HubB.Inner BearingC.Spacer RingD.Common CarrierE.Idler GearF.Spacer RingG.Outer BearingH.Bull GearI.Retaining Nut Left Hand ThreadII.LUBRICATIONA.Hub is pressure fed oil via a hole in front of block to lubricate bearings.III.SERVICEABILITYA.Bull gear is a non serviceable assembly. If gearlash or pre-load is out of specification, replace assembly.B.Be sure O ring is in place before installing front cover

BULL GEAR

1.SRS pin is pressed in the Bull Gear the gap clearance is .020 between the sensor & the pin.2.The picture shows the Bull Gear nut & seal. The nut is a left threaded nut, the seal is secured using Hi-Tack.3.The Bull Gear is to be replaced at 750,000 miles 1995 or before or 1,000,000 after 1995.GEAR CASE

I.FEATURESA.Machined castingB.Adjustable idler gear mounting studs (replace at overhaul)1.Oil gallery - plugged on top DO NOT USE FOR OIL SUPPLY.C.Camshaft thrust plate boreD.Fuel pump drive assembly boreE.Air compressor drive assembly boreF.Synchronous reference sensor (SRS) boreG.Timing reference sensor (TRS) boreH.Accessory drive assembly boreI.Water pump drive gear boreJ.Special tool for locating (centering) the case on the block (J-35651)1.Gasket eliminator seals case to blockK.Mounting bolts are torqued in a specific sequenceCRANK GEAR 12.7/S50

I. The 12.7/ 14L S50/ Crank Gear has two timing marks the lines up with the Bull Gear.II. The 0 lines up with the Series 50 Balance Shaft Assembly.PULSE WHEEL/TIMING WHEEL

I.This Pulse Wheel is pressed on behind the crank gear. The Pulse Wheel has 36 teeth. The TRS Sensor measures crankshaft rotation every ten degrees.BALANCE SHAFT ASSEMBLY

I.Due to the inherent vibration that is present in all inline, four cylinder four stroke engines, the Series 50 incorporates a balance assembly. Two balance weights counter rotate at twice engine speed to cancel these forces. II.COMPONENTSA.Balance Shaft SupportB.Oil PumpC.Idler GearD.Balance Shafts1.Gears2.Thrust plates3.BearingsBALANCE SHAFT ASSEMBLY

III.REMOVALA. Set number one cylinder at top dead center..B. Install oil pump gear holding tool J-39816C. lower assembly from block using J-39814D. Follow same procedures for installation

IV.SERVICEA. Bearings are serviced using tool J-39814

SERIES 50 TIMING

I.THE SERIES 50 GEAR TRAIN IS TIMED USING THE SAME TIMING MARKS AS THE SERIES 60.A.Series 50 incorporates a balance mechanism which is driven by the crankshaft timing gear, and must be timed. The balance mechanism consists of the cradle, oil pump, and two counter rotating balance shafts. There are four gears in the assembly and should be timed:1.Idler gear and crankshaft gear are timed O to O.2.Idler gear and oil pump gear are timed Y to Y.3.Idler gear and balance shaft gear are timed X to X.4.Oil pump gear and balance shaft gear are timed Z to Z.ACCESSORY DRIVE

I.The Accessory Drive Gear is mounted on the Gear Case Cover and drives Alternator, A/C Compressor, ETC...FRONT SEALI.A new front seal was implemented in 1996 it is a one piece unitized seal. It is made by Chicago Raw Hide. Refer to the service manual for proper installation. REAR SEALI.A new rear seal was implemented in 1999 it is a one piece unitized seal. It is made by Chicago Raw Hide. Refer to the service manual for proper installation.

FLYWHEEL/SCUFFPLATE

I. The Scuff plate is a one time use only.II. Properly line up the Scuff plate, Improper alignment can cause damage to the Crank threads or Flywheel bolts. OIL COOLER

I.11.1 LiterII.12.7 LiterIII.MaintenanceTURBOCHARGER:

I.The turbocharger must accomplish two tasks for the delivery of air to the engine. First it must provide fresh air quickly during accelerations to prevent smoke production.Second, it must provide sufficient air at high speed and load conditions for proper air/fuel mixing to produce the desired top end power level. Typically, when using a conventional turbocharger, these two tasks are mutually exclusive of one another. If a turbocharger is sized to provide air quickly at the low end during accelerations, it will overboost the engine at the high end, leading to high compressor discharge temperatures and pressures, which have a deleterious effect on the charge cooler and lead to high peak firing pressures in the engine. This could result in shortened engine life. On the other hand, if the turbocharger is sized to work appropriately at the high speed and load conditions, the engine will suffer in its ability to accelerate.

II.Traditionally, this matching process was done through varying the turbine housing throat area, described as turbine A/A ratio. A larger ratio provided more flow at the high end at a lower boost level. A lower A/R provided a quicker response of the turbocharger to the acceleration needs of the engine.

III.By going to a wastegated turbine housing, DDC can more properly match the turbocharger to both of the required situations. When the wastegate is closed, the turbocharger behaves as a conventional turbocharger would. By using a smaller A/R, the acceleration characteristics of the turbocharger and the engine can be enhanced. This has the benefits of reducing visible smoke and reducing particulate, while improving transient response for the driver.

OVERHAUL

I.Review checks to be performed on major engine components at time of engine overhaul.

II.Review overhaul procedures and techniques.DECK FLATNESS

I.BLOCKA.Using a straight edge and feeler gauge, check block deck for flatness.B.Check front to rear flatness next to the cylinder liner flanges on both sides.1.Must be flat within .120 mm (.005).C.Check side to side flatness between the liner flanges.1.Must be flat within .076 mm (.003).II.HEADA.Follow same procedures.1.Check front to rear flatness in five places.2.Check side to side flatness in twelve places (Series 60) or, eight places (Series 50)

CRANKSHAFT MAIN BORES

I.PROCEDUREA.Set dial bore gauge with the master setting fixture.B.Use a dial bore gauge calibrated to .0001.C.With main bearing caps in place and torque, check bores as shown.CYLINDER BORES

I.PROCEDUREA.Set dial bore gauge with a setting master.B.Take readings on 900 axis at three levels.C.Use a depth micrometer to gauge the depth of the counterbores.LINER-TO- BLOCK HEIGHT

I.PROCEDUREA.Install liner and leave tool J-35597 in place holding liner down.B.Measure liner protrusion with a sled gauge as shown.C.Liner protrusion should be 0.000 to 0.003 with not more than a .002 variance between adjacent liners.CRANKSHAFT RUNOUT

I.PROCEDUREA.With crankshaft supported on No. 1 and No. 7 main journals, install dial indicator and check runout on intermediate main journals.B.Remove intermediate main bearing shellsCRANKSHAFT END PLAY

I.PROCEDUREA.Set up dial indicator at either end of crankshaft.B.Using a small pry bar, move the crankshaft forward and backward, read total movement.CAMSHAFT LOBE WEAR

I.PROCEDUREA.With a set of feeler gages and square hard block measure:1.The flat on the injector cam lobes2.The nose of the valve lobes3.Maximum depth is .003CAMSHAFT RUNOUT

I.WITH NO. 1 AND NO. 7 CAPS AND BEARINGS IN PLACE AND BOLTS TORQUED, MEASURE RUNOUT AT NO. 4 JOURNAL AS SHOWN.

CAMSHAFT END PLAY

I.PROCEDUREA.Set up dial indicator and push shaft forward and backward, read total movement.B.May be taken at either end of shaft.BEARING CLEARANCE

I.PROCEDUREA.Place strip of plastigage on the bearing shell as shown.1.Be sure proper size plastigage is used.B.Install rod or main cap (or camshaft bearing cap) and torque bolts/nuts.C.Remove the cap.D.Measure flattened plastigage with gage furnished.E.Remove plastigage from bearing or journal, lubricate generously with oil and reassemble the cap to the block rod or camshaft.GEAR TRAIN LASH

I.PROCEDUREA.Two types of indicators may be used.B.Both must be set up so that measurement is taken perpendicular to radius as shown.C.Gear not being measured must be held still.D. Check the Service Manual for the proper amount of lash.INJECTOR TUBE REPLACEMENT

I.INJECTOR TUBEA.A copper tube pressed into the injector bore which provides for heat transfer from the injector to the cylinder head jacket water. O-ring at the top and the flare at the bottom provide sealing.B.Remove and or install using tool kit J33880.

II.THIS PICTURE SHOWS THE INJECTOR HOLE WHERE THE INJECTOR TUBE IS LOCATED.A.Look in the service manual under fuel section on the proper procedure to replace.FUEL SYSTEM

I.MATERIAL TO BE COVEREDA.Fuel system schematicB.Fuel system componentsFUEL SYSTEM SCHEMATIC

I.FUEL SYSTEMA.Fuel is drawn from the tank(s) through the primary filter by the fuel pump.B.The fuel pump pushes the fuel through the secondary filter to the cylinder head.C.A rifle drilled passage delivers fuel to each injectors fuel inlet opening.D.A second drilling intersects with the injector fuel return openings and leads to the restricted fitting.E.The restricted fitting maintains pressure in the systems..F.The fuel return line delivers unused fuel back to the tank(s)..G.A manual shut-off valve is located on the outlet side of the secondary filter to prevent fuel siphoning when changing filters.II.SYSTEMS FUNCTIONSA.Fuel at the injectors must be clean, as cool as practical, and at least 35 psi (209 kPa) in order to1.Lubricate2.Cool3.Keep injectors filled with fuel4.Deliver maximum powerB.The fuel system is recirculatory and is self purging of air.

FUEL FILTERS

I.SPIN-ON FILTERSA.Primary fuel filters1.Die cast adapter - Primary is cast onto the top of adapter.2.Spin-on element - gasket attached3.Micron rating - 25 micron4.Recommended filterB.Secondary fuel filter1.Die cast adapter - Secondary is cast onto the top of adapter.2.Spin-on element - gasket attached3.Micron rating - 8 microns4.Recommended filterII.FILTER SERVICEA.Replace every 6 months or 15,000 miles (24,000 km)

FUEL PUMP

I.COMPONENTSA.GasketB.CouplingC.Pump BodyD.ShaftE.SealsF.Seal VentG.Drive GearH.Driven GearI.Needle BearingsJ.Relief Valve Assembly1.Valve2.Springs3.Pin4.O Ring5.PlugII.OPERATIONA.Fuel is drawn through the primary fuel filter into the suction side of the pump.B.A spring loaded relief valve opens when the pressure on the discharge side reaches approximately 65 psi.C.A drain hole is located between the oil seal and fuel seal to prevent fuel from diluting the oil.III.SERVICE - PUMP IS SERVICEABLE USING TOOL KIT J-38767 FUEL PUMP

I. The Weep / Vent hole is designed to alert the Technician that there maybe a possible problem.Note: Plastic cap should be removed. RESTRICTIVE FITTINGS

I.The R80 is used to keep fuel pressure in the Cylinder Head.II.It also allows the fuel to flow at a pre-determined rate so the fuel does not get too hot.COLD PLATE

A.The cold plate is attached to the face of the ECM.B.Fuel flows through the cold plate to keep the ECM from getting too hot.FUEL PRO 380

A.The fuel pro 380 or 382 is made by Davco in saline MI. It can be used in place of the primary and secondary fuel filters, the micron rating is 5-7. ELECTRONIC UNIT INJECTION

I.E.U.I. (Electronic Unit Injector)A.The EUI is identified by the part number. The last four digits are stamped on the load plate. There is a calibration code next to the partnumber in smaller size. Any Time the injector is changed the calibration must be updated in the Electronic Control Module (ECM). B.Drain and blow out fuel galleries before removing injector. C.Replace and lubricate O rings with petroleum jelly for installation.D.Use an Inch pound torque wrench to secure solenoid and terminals.E.Center crab and injector between valve springs.F.Crab washer is installed convex side down.II.SERVICEA.Injector solenoids may be replaced without removing the injector.B.Spacer plate is mated to the injector and cannot be switched.C.When removing an injector, drain and blow out fuel from the cylinder head first.FUEL INJECTOR

A.The top left picture shows the fuel outlet & two of the three O-rings.B.Right picture shows the new injector tip for 1998.C.Bottom left picture shows fuel inletFUEL INJECTOR

A.This is the injector solenoid. The 4 digit number is the last four digits of the part numberB.The number 39 is the Calibration code for this injector.SERIES 50/60 INJECTOR ANIMATION

This picture is labeled and will animate once the mouse is clicked a second time. It will show the four stroke cycle and plunger action.The number in white on the right shows an example of the amount of fuel used by the injector that will be calculated in the ECM.CYLINDER CUTOUT

I.CYLINDER CUTOUT TEST IS HELPFUL IN LOCATING A MISFIRING OR WEAK CYLINDER. CYLINDERS ARE CUT OUT ONE AT AT A TIME, AND THERE POWER CONTRIBUTION IS MEASURED BY THE IMPACT ON THE RUNNING CYLINDERS. (CHANGE IN PULSEWIDTH).A.Observe the average pulsewidth with all cylinders running.B.As each cylinder is cut out note the resulting change in pulsewidth in the remaining cylinders.C.The increase in pulsewidth should be approximately the same when each cylinder is cut out. If there is no or little change that cylinder is weak. Find and repair the problem.FUEL SYSTEM TROUBLESHOOTING

I.LOW POWER DUE TO LACK OF FUEL, CHECKA.No fuel (tank)B.Restricted (dirty) filtersC.Mechanical failure1.Pump2.Lines3.InjectorFUEL SYSTEM TROUBLESHOOTING TOOLS

I.TOOLSA.D 200 Magi.1.Used to measure fuel pump suctionB.Graduated container1.Used to take spill back checkC.Stop watchD.Pressure gauge and fittingsE.Pyrometer1.Used to isolate hot or cold cylindersF.Priming pumpPRIME THE FUEL SYSTEM

I.FIRST INSPECT THE TANK FOR SUFFICIENT FUEL

II.IF THE ENGINE CRANKS BUT WILL NOT STARTA.Check the air inlet system for major blockageB.Prime the systemC.If the engine still fails to start, refer to: DDEC Troubleshooting Guide Customer Complaint Charts.

III.IF A FUEL SPILLBACK CHECK IS TO BE PREFORMED, THE ENGINE MUST FIRST BE RUNNING.

IV.THE SYSTEM MUST BE PRIMED WHENEVER THE INJECTORS HAVE NO FUEL IN THE MANIFOLD (FROM INJECTOR REPLACEMENT, OVERHAUL, SIPHONING ACTION ETC.). DAMAGE TO THE INJECTORS IS VERY LIKELY AND THE ENGINE WILL NOT START IF IT IS NOT PRIMED.PUMP PRESSURE

I.FUEL PRESSUREA.Used to further isolate problems, usually after spillback test or if changing the filters does not solve the problem.B.Install gauge on:1.Inlet, then outlet of secondary filter2.Inlet to cylinder head3.Inlet, then outlet of ECM cooler plateC.Results of the above should isolate the problem.FUEL SPILLBACK CHECKI.METHODA.Run the engine at no load speed.B.Collect the fuel in a clean, graduated container for one minute.C.While collecting:1.Look for air bubbles (hold the line under the surface of the fuel in the bucket) - causes low power, uneven and noisy running.2.Check temperature of the return fuel 65.60C (1500F) maximum

II.REASONA.Other than a visual inspection (which should always be made before any work is done) this is the easiest fuel system check to make.B.The spillback check indicates the condition of the filters, pump and lines in a few minutes.NOTE: Shop practice or policy may call for changing fuel filters as easier than taking fuel spillback check. Or charging of filter before further tests, if spill rate is low.

CYLINDER CUTOUT

I.CYLINDER CUTOUT TEST IS HELPFUL IN LOCATING A MISFIRING OR WEAK CYLINDER. CYLINDERS ARE CUT OUT ONE AT AT A TIME, AND THEIR POWER CONTRIBUTION IS MEASURED BY THE IMPACT ON THE RUNNING CYLINDERS. (CHANGE IN PULSEWIDTH).A.Observe the average pulsewidth with all cylinders running.B.As each cylinder is cut out note the resulting change in pulsewidth in the remaining cylinders.C.The increase in pulsewidth should be approximately the same when each cylinder is cut out. If there is no or little change that cylinder is weak. Find and repair the problem.CYLINDER CUTOUT

I.CYLINDER CUTOUT TEST IS HELPFUL IN LOCATING A MISFIRING OR WEAK CYLINDER. CYLINDERS ARE CUT OUT ONE AT AT A TIME, AND THEIR POWER CONTRIBUTION IS MEASURED BY THE IMPACT ON THE RUNNING CYLINDERS. (CHANGE IN PULSEWIDTH).A.Observe the average pulsewidth with all cylinders running.B.As each cylinder is cut out note the resulting change in pulsewidth in the remaining cylinders.C.The increase in pulsewidth should be approximately the same when each cylinder is cut out. If there is no or little change, that cylinder is weak. Find and repair the problem.AIR SYSTEM

I.MATERIAL TO BE COVEREDA.Air system schematicB.ComponentsC.Air system maintenance

AIR SYSTEM SCHEMATIC

I.COMPONENTSA.Air cleanerB.Turbocharger Compressor (or impeller)C.Air-To-Air intercoolerD.Air inlet manifoldE.Intake valvesF.Exhaust valves and manifoldG.Turbocharger turbineH.MufflerI.Crankcase breatherII.FLOWA.Air is drawn through the air cleaner into the compressor housing of the turbocharger.B.The compressor wheel is connected by a shaft to the turbine wheel of the turbocharger, which is driven by exhaust gases.C.As the compressor wheel rotates the intake air is pressurized.D.The pressurized air is then cooled by the air-to-air charge cooler.E.The cooled air then enters the intake manifold and into the cylinder through the intake valves.AIR SYSTEM SCHEMATIC

I.COMPONENTSA.Air CleanerB.Turbocharger compressor (or impeller)C.Air-to-Air intercoolerD.Air inlet manifoldE.Intake ValvesF.Exhaust valves and manifoldG.Turbocharger turbineH.MufflerI.CrankcaseII.FLOWA.Air is drawn through the air cleaner into the compressor housing of the turbocharger.B.The compressor wheel is connected by a shaft to the turbine wheel of turbocharger, which is driven by exhaust gases.C.As the compressor wheel rotates the intake air is pressurized.D.The pressurized air is then cooled by the air-to-air charge cooler.E.The cooled air then enters the intake manifold and into the cylinder through the intake valves.

AIR SYSTEM

A.These pictures are meant to describe the air system by tracing the piping. AIR SYSTEM

A.These pictures are to compare the differences in a old style turbo compared to a wastegated turbo.AIR CLEANER MAINTENANCEI.AIR CLEANERA.Maximum allowable air inlet restriction is 20 H2O (water) (5.0 kPa).B.Dry type elements in on-highway applications changed at whichever occurs first:1.At one year2.100,000 miles3.20 H2O restrictionRESTRICTION INDICATORSI.RESTRICTION INDICATOR (NORMALLY USED WITH DRY TYPE AIR CLEANER)A.Components1.Cylindrical housing2.Indicator window3.PistonB.Purpose1.Indicates air filter restriction2.Provides visual indicator of developing problemC.Service whenever 20 inches of water is reached or when red shows in indicator window.TURBOCHARGER OPERATIONI.LOCATION AND PLUMBINGA.Mounted on exhaust manifold.1.Replace self - locking nuts when removed.2.Lube is supplied through a tube from the oil filter adapter.3.Lube is returned through a tube into the oil pan.4.11.1 liter and 12.7 liter turbochargers are different.5.Some Series 50 turbochargers have a ceramic turbine wheel. The ceramic turbine improves transient load response and improves emissions characteristics.II.OPERATIONA.Engine exhaust gases drive the turbine wheel.B.The turbine wheel through a shaft drives the compressor wheel.C.The compressor wheel draws in ambient air, compressor it, and directs it toward the cylinder.D.The compressed charge of air is used to:1.Compensate for horsepower loss at high altitude.2.Improve emission characteristics.III.SERVICEA.Inspect the turbine and compressor wheels for foreign object damage.B.Inspect wheels and housings for wheel to housing contact.C.Chick the shaft thrust float. The endplay should be within .003 - .005.D.Using tool J39164 check the shaft radial movement. The total indicator reading should be .005 - .0065.

AIR-TO-AIR INTERCOOLER

I.CHARGE-AIR COOLER (HEAT EXCHANGER)A.Usually mounted in front of engine radiator.B.Increases density of hot air out of turbocharger.1.Cooler dense air burns fuel more efficiently.2.The engine develops more power.3.Improved emissions

II.PREVENTATIVE MAINTENANCEA.At oil change intervals, inspect and repair as needed.1.Core for dirt or debris2.Mountings3.Ducts and connectionsVALVE COMPONENTS

I.COMPONENTSA.Valve-may be refaced as long as the valve rim width is within specifications.B.Valve Seat-replacement valve seats are available in standard .010, .020 and .03 shallower than standard:Replacement valve seats are preground.C.Valve Guide-valve replaceable using tools J34696 and J33191.D.Spring Seat - if reduced thickness valve seats are used correspondingly thicker spring seats must be used to maintain spring tension.E.Spring - check for pitting or cracks, and spring load.F.Valve Guide Oil Seal - use seal installer J35599.G.Valve rotatorH.Valve locksINTAKE/EXHAUST VALVES

I. H= Hot Side, ExhaustII.A= Air Side, IntakeIII. The lower notch is for the keepers, the upper notch on the Exhaust Valve is for Inspection for the assemblersAIR INLET MANIFORD

I.AIR INLET MANIFOLD - ALUMINUMA.Installed with gaskets (arrow point to front of engine)B.Observe bolt torquing sequence.C.Do not use any form of lubrication on air inlet duct hoses.D.Turbocharger boost sensor (TBS).1.Replace O-ring whenever TBS is removed.2.Lubricate O-ring with petroleum jelly.3.Maximum torque on screw is 3 LB.-ft.

II.SERVICEA.Check the manifold for flatness with a 12 straight edge, port to port.B.Maximum allowable warpage is .005 port to port.

CRANKCASE BREATHER

I.CRANKCASE BREATHERA.Oil separating steel wool pad.1.Retained in rocker cover.2.Allows air to escape from crankcase, preventing build-up of pressure.3.Clean annually or whenever high crankcase pressure is observed.4.Clean with fuel oil.AIR SYSTEM TROUBLESHOOTING

I.AIR SYSTEMA.Low power due to lack of air1.Restricted air inlet2.Restricted exhaust3.Loss of compressionB.DDEC measures turbo boost (air supply) and injects the maximum amount of fuel that can be burned in that air. If air supply is reduced, DDEC reduces fuel injected and less power is developed, and the engine does not smoke.AIR TROUBLESHOOTING TOOLS

I.WATER MANOMETERS AND D200 MAGIA.Used to test for:1.Air inlet restriction 2.Exhaust backpressure3.Crankcase pressureII.COMPRESSION GAUGEA.Used to check for:1.Leaking valves2.Worn piston rings3.Worn liner wallsMANOMETERSI.MANOMETER FLUIDSA.Mercury1.One pound per square inch equals 2.042 mercury at 60*F (1 kPa = 7.5 mm Hg @ 15.6*C).B.Water1.One pound per square inch equals 27.7 water (1 kPa = 101.85 mm H2O).C.Mercury-Water (conversion)1.1 mercury (Hg) = 13.58 water (H2O) (1 mm Hg = 13.58 mm H2O).II.MANOMETERA.U-shaped tube filled with water or mercury.B.Introduce pressure or vacuum to tube; vent other side of tube to atmosphere.C.Pressure or vacuum makes fluid inside move a measurable distance.D.Mercury heavy fluid, used for large pressures or vacuums.E.Water, light fluid, used for small pressures or vacuums.III.MANOMETER USEA.Water filled manometer read from valley of concave meniscus.B.Mercury filled manometer read from crest of convex meniscus.C.Read two sides, then add together for correct reading.D.Do not read one side and double it since irregularities in tube may cause one side to show a greater value than the other.THERMOCOUPLE

1.Use probes that plug into the thermocouple to read temperature.RESTRICTION INDICATORS

I.RESTRICTION INDICATOR (NORMALLY USED WITH DRY TYPE AIR CLEANER)A.Components1.Cylindrical housing2.Indicator window3.PistonB.Purpose1.Indicates air filter restriction2.Provides visual indicator of developing problemC.Service whenever 20 inches of water is reached or when red shows in indicator window.CRANKCASE PRESSURE

I.USED IN TROUBLESHOOTING LOSS OF POWERA.Preliminary check for loss of compressionB.May be helpful in supporting warranty repairs

II.USED IN TROUBLESHOOTING HIGH LUBE OIL USE (CONSUMPTION) PRELIMINARYA.Preliminary check for worn ringsB.May be helpful in supporting warranty repairsTHE LUBRICATION SYSTEM

I.MATERIAL TO BE COVEREDA.Lubrication flowB.Component part identification and locationLUBRICATING OIL SPECIFICATIONS

I.LUBRICATING OILA.Lubricating oil functions1.Lubricate2.Cool3.Clean4.SealB.Pass out copies of the current lube oil specification sheet or have students turn to section 13.3 in their service manuals.C.Read the main points1.Oil quality2.Type recommended (including limitations)3.Grade or weight recommended4.Oil change intervalsLUBRICATION SCHEMATIC - SERIES 60

I.FLOWA.Oil is picked up by the pump through the pick-up screen and is delivered to a vertical passage in the block.B.Oil pump output is controlled by the pressure relief valve, which is mounted to the oil pump outlet tube (100 psi).C.Oil then goes to the filter adapter and into the two full flow filters.D.A bypass valve opens if the filters become plugged (18-21psi).E.A small portion of the oil goes through the bypass filter and is returned to the sump (optional).F.Oil is supplied to the turbocharger from the oil filter and is returned to the sump.G.Most of the oil goes through the oil cooler, some through the cooler bypass.H.Oil then enters the main oil gallery and supplies the main bearings.I.Connecting rod bearings, piston pins, and the piston domes receive oil through the crankshaft.J.Vertical passages in the front and rear of the block deliver oil to the rocker arm shafts which lube the camshaft bearings and the overhead.K.Oil is pressure fed to the bull gear bearings through the front vertical passage.L.Oil pressure is maintained in the system by the regulator valve (45 psi).SERIES 60 PREMIUM LUBRICATION SCHEMATIC

I. FLOWA.The main difference between the standard and premium is the premium contains spray nozzles that constantly spray lubricating oil to the bottom side of the piston crown for cooling and to aid in lubricating the piston pin.LUBRICATION SCHEMATIC - SERIES 50

I.FLOWA.Oil is picked up by the pump through the pick-up screen and is delivered to a vertical passage in the block.B.Oil pump output is controlled by the pressure relief valve, which is mounted to the balance support assembly (100psi).C.Oil then goes to the filter adapter and into the two full flow filters.D.A bypass valve opens if the filters become plugged (15 psi).E.Oil is supplied to the turbocharger from the oil filter adaptor, and returned to the sump.F.Most of the oil then goes through to oil cooler, some through the cooler bypass.G.Oil then enters the main oil gallery and supplies the main bearings.H.connecting rod bearings, piston pins, and the piston domes receive oil through the crankshaft.I.Vertical passages in the front and rear of the block deliver oil to the rocker arm shafts which lube the camshaft bearings and the overhead.J.Oil is pressure fed to the bull gear bearings through the front vertical passage.K.Oil travels through the balance support assembly and lubricates the intermediate balance shaft bearings.L.The balance shafts are rifle drilled and deliver oil to the front and rear bearings.M.Pressure is maintained in the system by a regulator valve mounted to the balance assembly (55psi).

OIL PUMP - SERIES 60

I.COMPONENTSA.Pump bodyB.ShaftC.Drive GearD.Driven GearE.Cover and boltsF.BushingsG.Locating dowelsII.OPERATIONA.Oil is drawn through the screen in the pick-up tube and into the pump.B.Oil under pressure leaves the pump, and enters a vertical passage in the block to the oil filter adapter.C.A relief valve mounted on the pump outlet pipe opens at approx.. 100 psi.D.The oil pump drive gear is driven by the crankshaft timing gear.III.SERICEA.Gears and bushings are serviceable.B.Shims may be used to get desired gear backlash measurement between oil pump drive and crankshaft timing gear.OIL SPRAY NOZZLE

1.This picture shows a spray nozzle on the left.2.All blocks in 1998 have the drilled passage.3.The right picture shows a capped off passage of the 11.1L.PRESSURE REGULATOR/RELIEF VALVES

I.COMPONENTSA.Valve bodyB.Retaining pinC.SpringD.Spring seatE.Relief and regulator valves use the same internal parts.F.Regulator valve body oil passage are enlarged by machining.G.Relief valve pin is placed at innermost hole1.Series 50 - 100 psi2.Series 60 - 100 psiH.Regulator valve pin is placed at the outer hole1.Series 50 - 55 psi2.Series 60 - 45 psiII.SERVICEA.Clean components in fuel oilB.Inspect spring for fracturesC.Inspect valve body for scores.PRESSURE REGULATOR/RELIEF VALVES

I.COMPONENTSA.Valve bodyB.Retaining pinC.SpringD.Spring seatE.Relief and regulator valves use the same internal partsF.Regulator valve body oil passage are enlarged by machiningG.Relief valve pin is placed at innermost hole1.Series 50 - 100 psi2.Series 60 - 100 psiH.Regular valve pin is placed at the outer hole1.Series 50 - 55 psi2.Series 60 - 45 psiII.SERVICEA.Clean components in fuel oilB.Inspect spring for fracturesC.Inspect valve body for scoresOIL FILTER ADAPTER

I.COMPONENTSA.Adapter1.Adapter to block o-rings2.Bypass valve3.Filter insertsII.OPERATIONA.Oil enters the oil filter adapter and is directed to the full flow filters.B.If the filters are plugged the bypass valve opens at 18-21 psi (Series 60), or 15 psi (Series 50).C.The majority of the oil goes to the oil cooler and oil cooler bypass and into the main oil gallery.D.A portion of the oil is fed directly to the turbocharger.E.The remainder of the oil is directed to the bypass filter.III.SERVICEA.Apply sealant to inserts and torque.B.Replace o-rings and coat with vaseline when installing.C.Clean bypass valve in fuel, inspect for wear.OIL COOLER FLOW VARIATIONS

1.The left shot shows a 12.7 liter Oil Filter Adapter . The small opening in the middle is for a back passage for oil to come out. 2.The picture on the right is for a 500 hp. The Absence of the small center hole is as indication that all the oil is flowing through the cooler. OIL COOLER (WITH THERMOSTAT)

1.This cooler allows the engine oil to reach 2250F before it will open to allow cooling.LUBE OIL FILTERS

I.SPIN-ON FILTERSA.Full flow filters1.Two full flow filters used2.Micron rating is 30 microns3.Recommended filter4.Units without a bypass filter use two full flow filters

II.SERVICEA.Replace filters every 6 months or 15,000 miles(24,000 km) whichever occurs first.B.Tighten until the seal contacts adapter, then turn an additional 2/3 turn.OIL PRESSURE IS AFFECTED BY:

I.LOW PRESSUREA.If the operator can be questioned do so, otherwise investigate the following:1.What is engine speed when pressure is low?2.What was engine coolant temperature when low oil pressure was noted?3.What was the actual pressure reading?a.If there is only an idiot light, chick the oil level, install a gauge and take readings.b.How heavily was the engine loaded at the time of low pressure readings? For how long?c.What were the ambient conditions?B.If not already done; check lube oil level and verify that there actually is low oil pressure.C.Check engine service records.1.Oil viscosity effects pressurea.When was oil last changed?b.What were results of last used oil analysis? High fuel oil level in lube?c.Has oil supplier been changed recently? Did he supply wrong oil?2.Has engine recently been taking more make-up oil than normal? (see item D below also).3.Worn engine parts affect oil pressure. When was engine last overhauled? Does last oil analysis indicate an overhaul may soon be needed?4.Restricted oil cooler (either side) will affect pressure. Was cooler replaced or thoroughly cleaned at last overhaul?HIGH LUBRICATING OIL CONSUMPTION

I.EXCESSIVE OIL CONSUMPTIONA.It is good practice to document oil consumption in a verifiable manner.B.Check oil level and investigate checking and refilling practices.C.Check for external leaks.1.Broken oil lines or leaking connections.2.Gasket or seal leaks.3.High crankcase pressure, passing oil out of breather tube.D.Check for internal leaks.1.Oil cooler leaking oil into the coolant2.Turbocharger leaking oil past the oil seals.3.Air compressor passing excessive oil into the air tanks.4.Valve guide seals may be worn/broken, or excessive valve stem to guide clearance.E.Check for oil control at cylinder.1.Broken rings, improper installation of rings.2.Scored or worn liner.BLUE SMOKE

I.BLUE SMOKE IS THE RESULT OF LUBRICATING OIL BEINGBURNED. CHECK FOR:A.Air system1.Restricted air cleaner can cause the turbocharger to suck oil past the oil seal into the intake system.2.Worn turbo oil seals3.Restricted turbo drain line causing oil to build up in center housing and seep past the oil seals.B.General1.Worn valve guides/seals.2.Piston rings may be worn, stuck, improperly installed.3.Excessive oil levels.BLACK SMOKE ANALYSIS

I.Black smoke occurs when fuel is not completely burned in the cylinder.It can be caused by an excess of fuel in the cylinder or by an in adequate charge of air to the cylinder possible causes to be checked: A. Air System - reduced air flow will not allow fuel to be completely burned. Check for:1.Restricted air cleaner or charge cooler.2.Leaks in the piping between the air cleaner and the turbocharger.3.Damaged turbocharger - bearing failure, damaged wheel.4.Leaking exhaust manifold gasket.5.High back pressure will reduce inlet air flow.6.Check muffler for obstruction.7.Exhaust piping may have to many bends or incorrect size piping.B.Fuel System - excessive fuel injected into cylinders will cause black smoke. Check:1.Injector output - perform cylinder cutout test to determine contribution of each injector.2.Poor grade of fuel.C.Turbo boost Sensor - a faulty or inoperative sensor could allow engine to overfuelWHITE SMOKE ANALYSIS

I.WHITE SMOKE IS CAUSED BY INCOMPLETE COMBUSTION. IT CAN BE CAUSED BY INSUFFICIENT OR LOW CETANE FUEL, LOW AMBIENT TEMPERATURE, OR MISFIRING CYLINDERS. THE FOLLOWING SHOULD BE INSPECTED:A.Fuel system1.Cetane rating of fuel.2.Check fuel return for aerated fuel.3.An inoperative fuel pump may deliver an insufficient amount of fuel.4.Perform cylinder cutout to check injector output injector timing.5.Injector timing.B.Low compression1.Valve settings may be beyond specifications.2.Burnt or leaking valve.3.Worn or broken compression rings.4.Head gasket coolant into cylinder.THE COOLING SYSTEM

I.COOLING SYSTEMA.Material to be covered1.Purpose2.Component3.Coolant RecommendationsCOOLING SYSTEM SCHEMATICS

I.COOLANTA.Remove radiator pressure capB.Check coolant level1.Check for sludge, dirt or scale inside radiator.2.Check for dirty or blocked fins on outside of radiator.C.Check coolant quality1.Determine inhibitor/antifreeze level.2.Check unit service records for type of inhibitor/antifreeze and frequency of renewal.D.Run the engine and check1.Coolant temperature (compare with unit gauges).2.Temperature of thermostat opening.3.Coolant does not flow at lower temperature (stat closed).4.Coolant flows at higher temperatures (stat open).5.For air bubblesa.If present, chemical analysis for combustion gases should be done.6.Fan operation as engine warms up.Caution: It is absolutely necessary to open desertion valve (petcock) on top of the thermostat housing while filling the cooling system. Air will be trapped in the cylinder block coolant passages if this is not done. Severe engine damage could result.Note: Due to the use of air-to-air intercooler with Series 50 or Series 60 engines, radiator shutters and other radiator covers cannot be used.

WATER PUMPI.COMPONENTSA.Drive gear and boltB.Roller bearings and drive shaft1.Drive shaft is threaded internallyC.Oil seal and water sealD.HousingE.ImpellerF.O-ring and coverII.OPERATIONA.The water pump draws coolant from the radiator and pushes it to the oil cooler.B.The water pump drive gear is driven by the bull gear.C.A drain hole in the bottom of the housing allows any coolant which seeps past the water seal to drain.D.Pre-1991 Series 60 engines have a gear case cover mounted water pumpIII.SERVICEA.Use tool kit J-35998-B for removal and installation of bearings and seals.B.Use tool J-38977 to check water pump gear backlash.COOLANT FILTER

I.This style filter is usually mounted the Gear Case CoverII.There is a block of coolant that will maintain the proper additive in the coolant systemIII.The filter is not designed for the new Noat or Oat coolants.THERMOSTATS AND HOUSING

I.THERMOSTATS AND HOUSINGA.Bores in cylinder head (inlet)B.Thermostats1.Full blocking weir design2.Controls coolant temperature surges within a narrower bandthan other full blocking types.C.Seals (installed in housing)1.Replace seals when thermostats are replacedD.Housing1.Deaeration plugs2.Main outlet3.Bypass outletBLOCKING THERMOSTAT OPERATION

I.BLOCKING TYPE THERMOSTAT OPERATION - TYPICALA.Closed1.Coolant from cylinder head passes through thermostat to bypass.2.Leakage to radiator prevented by seal.B.Open1.Coolant from cylinder head passes by thermostat to radiator.2.Thermostat seals against top of cover preventing bypass flow.HIGH OR LOW TEMPERATURE

I.COOLING SYSTEMA.High temperature due to:1.Low coolant level2.Scale build-up/coolant quality3.Fan malfunction 4.Hoses collapsed5.Pump failure6.High load/ambientB.Low temperature due to:1.Thermostats stuck open (check by filling neck of thermostat housing after coolant is drained below that point)2.Too much cooling capacity for load and/or ambient conditionsCOOLING SYSTEM TROUBLESHOOTING TOOLS

I.TOOLSA.Belt tension gaugeB.Radiator/pressure cap tester1.Test radiator cap2.Pressurize cooling systemC.Pyrometer that will read temperatures as low as 710C (1600F) or an accurate thermometer that will read up to 1040C (2200F)1.Used to check actual temperature of coolant against gauges2.Used to test thermostatsBELT TENSION GAGE

1.This Gage will grip onto the belt and read the tension on the beltRADIATOR CAP PRESSURE TESTER

I.PRESSURE TESTERA.Select adaptor, install pressure cap and install on tester.1.Set gauge to cap valve opening pressure.2.Pressurize and note pop-off pressure.3.Remove cap and adaptor.4.Install an adaptor on the radiator, connect tester and pressurize (do not exceed one or two psi above pressure rating of cap).5.Note gauge reading and look for external leaks.6.Recheck gauge reading.A.If it is steady or falling very slowly, indicates a leak. If no leak is visible on the out side of the engine, the leak is internal (headgasket or oil cooler).THERMOCOUPLE

1.Use probes that plug into the thermocouple to read temperature.REFRACTOMETER/TEST KITS

1.The Refractometer will read the freeze point of the coolant. Place a few drops of coolant on the designed holder and thenhold the refractometer toward a light source.2.Test kits are used by dipping a strip in the coolant and compare it to the bottle is Color- Strip on the side of thebottle. Note: There is a limited time to allowed to make this check.COOLING COMPLAINTS

I.TEMPERATURE HOT ABOVE 2070F (970C)A.Ask questions of the operator if possible1.How hot (specifically) does it get? Under what conditions (uphill, loaded, unloaded, cold days only in the morning or)?2.How often is coolant added and how much? What is the source of the water used (dirty water - or hard - increases scale build-up)?B.Make a visual inspection of the cooling system.1.Check for low coolant level.2.Check for dirty radiator inside and out.3.Check for loose fan belts.4.Check for contaminated coolant - oil or carbon (Combustion leak).5.Check for faulty thermostat by running the engine with the pressure capremoved and observe coolant flow.6.Check for collapsed hose; before starting engine check for weak hose; after starting watch for hose to collapse (with radiator cap on).7.While running engine, observe temperature gauge - if it jumps to high reading and back again to normal or cold - an air bound pump is probable.C.Perform physical inspections1.Test pressure cap2.Pressure test system for leaks3.Check for fan or radiator being too small4.Check for wrong or faulty thermostat5.Check for scale build-up by removing the thermostat housing and insert an inspect-a-light with mirror. Also, a bore scope may be usedSETTING VALVE LASH

I.VALVE LASHA.Bar the engine over.B.Slide the feeler gage between the tips of the intake valve stems and the buttons on that cylinder. Use a .203 mm (.008) step-type gage (.007-.009 Go/No-G0).1.Check for a smooth even drag or pull on the gage.2.Snugging the lockout during adjustment can reduce the number of attempts required to get the correct feel.C.Slide a .660 mm (.026) feeler gage between the tips of the exhaust valve stems and the buttons on the same cylinder (.025-.027 Go/No-Go).1.Adjust as needed in the manner above.TIMING CIRCLE

I.TIMING CIRCLEA.Bar the engine over in the direction of rotation until an injector follower has begun to move down.B.Set the intake and exhaust valve lash on that cylinder.C.Set the injector timing height on the cylinder shown in parenthesis.D.Bar the engine over until the next injector in the firing order has begun to move down and set its valves.E.Repeat until all cylinders have been adjusted.OVERLAP SERIES 60

I.The overlap procedure was introduced in 1998 and applied to the 11L engine only. In 1999 all engines old & new use the overlap procedure. Use the service manual & follow the procedure as it is outlined there.JAKE BRAKE

I.Some Series 50 and Series 60 use Jacobs engine brakes (JAKE BRAKE). The Jake brakes opens the exhaust valves near the top of the compression stroke releasing the compressed cylinder air to exhaust. The release of compressed air prevents the return of energy to the engine piston yielding an energy loss which retards engine speed.

II.The Jake brakes rest on the cam caps and a spacer block and straddle's the cam and rocker arm assembly.

III.The Jake brake is a hydraulic system and uses engine lube oil to operate the valve opening mechanism.JAKE BRAKE OPERATION

I.OPERATIONA.The solenoid is energized permitting engine oil to flow to the master and slave piston.B.Oil pressure forces the master piston down to rest on the injector rocker arm roller.C.The camshaft forces the master piston up directing high-pressure oil to the slave piston.D.High pressure oil forces the slave piston down, momentarily opening the exhaust valves when the piston is near the top if its stroke.E.At the bottom of its stroke the slave piston opens a valve permitting oil to flow into the accumulator, reducing oil pressure and closing the exhaust valves.JAKE BRAKE OPERATION

I.OPERATIONA.The solenoid is energized permitting engine oil to flow to the master and slave piston.B.Oil pressure forces the master piston down to rest on the injector rocker arm bowl.C.The camshaft forces the master piston up directing high-pressure oil to the slave piston.D.High pressure oil forces the slave piston down, momentarily opening the exhaust valves when the piston is near the top if its stroke.E.At the bottom of its stroke the slave piston opens a valve permitting oil to flow into the accumulator, reducing oil pressure and closing the exhaust valves.F.Low Cylinder 1.2 energizedG.Medium cylinder 3,4,5,6 energized cylinder 1,2. EnergizeH.High cylinder 1,2,3,4,5,6