Isde Qualification Training En.pdf

ISDe Engine Qualification Course

General Engine Specifications 4 & 6 Cylinder versions Common Bore and Stroke 4.21 in [107 mm ] X 4.88 in [124 mm ] 6 Cyl Displacement 409 C.I.D. [6.7 liters] 6 Cyl Firing Order 1 5 3 6 2 4 4 Cyl Displacement 275 C.I.D. [4.5 liters] 4 Cyl Firing Order 1 4 3 2 Intake Valve Clearance 0.010 in [0.254 mm] Exhaust Valve Clearance 0.020 in [0.508 mm]

Engine Specifications Continued  Crankshaft Rotation (viewed from the front of the engine) Clockwise  Maximum Overspeed Capability (15 seconds maximum) 4200 rpm  Minimum Ambient Air Temperature for Unaided Cold Start 12.2°C [10°F]  Minimum Engine Cranking Speed 150 rpm  Engine Idle Speed Minimum 600 to maximum 800 rpm  Altitude Maximum Before Derate Occurs 3048 m [10000 ft]

ISDe Ratings

 140PS@2500RPM 450Nm@1400-1500RPM Truck (4cyl)  140PS@2700RPM 450Nm@1400-1500RPM Truck (4Cyl)  160PS@2700RPM 500Nm@1400-1500RPM Truck (4cyl)  200PS@2700RPM 550Nm@1200-1600RPM Special (4cyl)  230PS@2500RPM 900Nm@1200-1700RPM Truck/Bus (6cyl)

Filter Specifications Lube Oil  Venturi Design  No internal by-pass media

Fuel Filter (Suction/Pre-filter)  25 Micron

 Water In Fuel Sensor & Drain Required Fuel Filter (Pressure Side)  5 Micron

Cylinder Block Group

Bearings Connecting Rod Bearings  Lower Bearing Unchanged  Upper bearing is a Bimetal AS16 bearing Main Bearings  Also AS16 material

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

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 Bushing Camshaft Bushings at rear bore No camshaft bushing installed in other bores (parent bore 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 with ???? twist 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 the majority of previous B series cylinder blocks, the cylinder block is of a conjoined bore design

Traditional Cylinder Block Design (ISB & B3.9/B5.9)

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 ISB, ISBe 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 All engines use a block stiffener plate  Helps strengthen the cylinder block  Helps to reduce engine noise during engine operation.

Vibration Damper  ISDe 4.5 Liter engines may use a tone wheel only or a tone wheel with a rubber damper.

 ISDe 6.7 Liter engines are all equipped with a viscous damper and tone wheel assembly.

 The vibration damper and crankshaft speed indicator ring are a permanent assembly on the ISDe 6.7 liter engines.

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 nonlip 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  ISDe engine uses a double dust lipstyle 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 ISBe 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 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.

Cylinder Head Group

Cylinder Head As with previous 24 valve B series engines, the cylinder head is a onepiece 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 ISDe and 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 current increased displacement QSB 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  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 ISB, ISBe, & QSB common rail product  Sliding tappet

Push Rods are the same as previous ISB, ISBe, & QSB common rail product

Fuel System Group

Fuel System Specifications  Maximum Fuel Inlet Restriction 15 in-Hg [50.7 kPa] (Gear Pump Only) Fuel Rail Pressure 3626 to 23,206 psi [250 to 1600 bar] Maximum pressure drop across the fuel filter (pressure-side filter) 29 psi [200 kPa] (Gear Pump Only)

Maximum Fuel Drain Line Restriction 2.7 psi [19 kPa] Maximum Fuel Inlet Temperature 158° F [70°C]

 Suction-Side Filer 25 Micron  Pressure-Side Fuel Filter 5 Micron

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. As with ISB & QSB CM850, 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 



As was recently introduced for QSB CM850, the fuel pump actuator is a serviceable part. Troubleshooting procedures will be 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].

Fuel Lift Pump 





ISDe CM2150 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

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. •



New laser welded rail in comparison with ISB CM850 or ISBe

The fuel pressure relief valve is a cartridge located at the front end of the fuel rail, Fuel pressure relief valve 1) 2) 3) 4) 5)

Fuel pressure relief valve drain High pressure fuel supply fitting from fuel pump Mounting bracket (s) High pressure injector supply fitting (s) 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) results in more hydraulic advantage keeping the injector in the closed position

1

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 a leak path is opened in the fuel injector

Fuel from the leak path drains 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 determines fueling is again needed

+ -

1

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 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 retorqued.

High Pressure Common Rail CYL Head Fuel Rail Pressure Relief Valve

ISB CM2150 Engine

High Pressure Fuel Line to Rail

Injectors

High Pressure Connectors

Secondary Filter

Fuel Return

Fuel Return

Fuel Return

Fuel Return

Hand Primer Pump Fuel Out

Primary Filter

H.P. Fuel Pump

Fuel Gear Pump

Fuel Tank

Service Tools Need information on the Fuel system service tools specified for this engine

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 Pressure Relief Valve

ISB CM2150 Engine

High Pressure Fuel Line to Rail

Injectors

High Pressure Connectors

Secondary Filter

Fuel Return

Hand Primer Pump

H.P. Fuel Pump

Injector Return

HP Relief Return

Fuel Tank

HP Pump Return

Fuel Gear Pump

Primary Filter

Fuel Out

High Pressure Common Rail CYL Head Fuel Rail Pressure Relief Valve

ISB CM2150 Engine

High Pressure Fuel Line to Rail

Block Off Tool

Injectors

High Pressure Connectors

Secondary Filter

Fuel Return

Hand Primer Pump

H.P. Fuel Pump

Fuel Tank

Injector Return

Fuel Gear Pump

Primary Filter

Fuel Out

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]

System Oil Capacities

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] 4.5 liters [275 C.I.D.] Engines (Aluminum Oil Pan) - Pan only 13 liters [13.7 qt] - Total system 15 liters [15.9 qt] 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] 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] 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] 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]

Lubricating Oil Need information on oils specified for the ISDe engine

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 Dipstick will be application dependant

Lubricating Oil Pan

Need information on the oil pan options, types, and capacities

Lubricating Oil Suction Tube As with ISBe, 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] Minimum Recommended operating Temperature  160° F [71° C]

Front Engine Accessory Drive Same general layout as ISBe engines Water pump pulley driven by the smooth side of the belt

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  190 F Nominal Rating

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 Are there 12 and 24 volt versions of the engine? Is the heater in the air inlet connection, under the connection, or built into the intake manifold cover?

Turbocharger  Holset Turbo  Wastegated  Similar to many other Cummins applications  Fixed Housings (Cannot be rotated in field for Service)

Exhaust System

Exhaust System Specifications Maximum Back Pressure form piping and silencer combined 3 in Hg [76 mm Hg] Exhaust Pipe Size (inside diameter) 3 in [76 mm]

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

Compressed Air System

Air Compressor Low mount and High mount air compressor options will be available Need compressor specifications such as manufacturer, single or twin cylinder, and cooling information

Air Compressor Mounting Gasket

The air compressor oil supply port was relocated to the left side of the top mounting stud There are two types of accessory drive cover gaskets:  Three round oil supply passages and one elongated oil supply passage  Four round oil supply passages.

Engine Testing

INSITE Operations

 Cylinder Cutout Test  Cylinder Performance Test  Fuel System Leakage Test  Setup for Dynamometer  Electronic Actuator Installation and Calibration Test