Cummins Service Training School

Columbus, Indiana
Welcome to QSK38/50/60-CM850 MCRS
Technical Training
Technician Qualification
Requirements
ƒ QSK38/50-CM850 MCRS Requirements:
ƒ Completion of BETT & BETT Update
ƒ Completion of INSITE 6 & INSITE 6 Update
ƒ Successful completion of QSK38/50/60-CM850 MCRS Formal
Technical Training Class & Examination Assessments
ƒ QSK60-CM850 MCRS Requirements:
ƒ Completion of BETT & BETT Update
ƒ Completion of INSITE 6 & INSITE 6 Update
ƒ Completion of #3898777 QSK45/60 CVC
ƒ Successful completion of #99-01Q QSK45/60 Formal Technical
Training Class and Examination Assessments
ƒ Successful completion of QSK38/50/60-CM850 MCRS Formal
Technical Training Class and Examination Assessments
Tier 2 Industrial Products
ƒ Broadest range of engine platforms in the industry
with ratings maintained or improved for Tier 2
ƒ Longest life-to-overhaul in the industry
3500 hp
ƒ Multiple-life rebuildability offers lowest
QSK78
life cycle costs
1800 hp QSK60 3000 hp

1400 hp QSK50 2100 hp

1200 hp QSK45 2000 hp

900 hp QSK38 1500 hp

Mining Ratings
760 hp QST30 1200 hp

760 hp QSK23 950 hp

760 hp QSK19 800 hp Tier 2
510 hp QSK19 710 hp Tier 3
QSK38/50/60-CM850 MCRS
Manufactured in Daventry, UK
Daventry, UK
K38/50 QSK38/50 QSK45/60
QSK78 QSV81/91-G
Oyama, Japan
Seymour, IN. USA QSK23
V903 K19 QSK19 QST30
Chongqing, China
Clovis, NM. USA K19 K38/50
GTA19 GTA28 GTA38/50
Pune, India
K19 V28 K38/50 QSK60
Technical Support Everywhere
ƒ Over 100,000 HHP engines in-service
ƒ Global support

Cummins Distributors:
Company-owned

Joint Venture

Independent
Why The Change
to CM850 MCRS?
Improving Air Quality:
EPA Tier 2 MOH >751 hp

North America:
EPA Tier 2
MOH >751 hp
(Mobile Off-Highway)
01/01/2006
Rest of World
> 751 hp mining & industrial
equipment not regulated
Improving Air Quality:
EPA Tier 2 MOH >751 hp
US EPA M obile
Off Highway 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

302 - 602 HP T ier 1 T ier 2 T ier 3 T ier 4

603 - 751 HP T ier 1 T ier 2 T ier 3 T ier 4

> 751 HP T ier 1 T ier 2 T ier 4

European Union 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

302 - 602 HP Stage I Stage II Stage IIIA Stage IIIB

603 - 751 HP Stage I Stage II Stage IIIA Stage IIIB

> 751HP No Regulations in Effect

Tier 1 Tier 2 Reduction

NOx 9.2 NOx + HC 6.4 39%
HC 1.3 -- --
CO 11.4 CO 3.5 69%
PM 0.54 PM 0.20 63%
Regulated in grams per kW hour (g/kW-hr)
What Changed? (QSK50 Summary)
 New lube filter head to provide
fine and coarse oil filtration
with a single filterhead

New lube pump to

provide additional oil
to cool FCD pistons New LTA thermostat
housing & plumbing
required for two-
pump/two-loop cooling

Fuel filters,
filter head,
Gear housing & lift pump
cam gear for cam ECM’s, mounting
position sensing Fuel feed & & wiring harness
drain
Cummins plumbing FCD pistons & new
high pressure Combined jacket and LTA
cooling nozzles for
fuel pump water pump to gain
improved durability
hydraulic drive flexibility
 Turbo oil feed Air crossover and
Monarch flange plumbing support due to Cast iron intake manifolds
turbochargers for change in turbo and covers for improve
improved turbine location robustness
housing robustness
HX83
HP Turbos

HP turbo
coolant
plumbing
New key
Injectors & slotted
MCRS fuel Exhaust manifolds Exhaust gas crank & tone
Cylinder head temperature
system with monarch flange wheel Flywheel housing
and valve cover sensors
for new injectors with engine
and fuel drain position sensor
Technology Enabler:
Cummins MCRS
ƒ Modular Common Rail System purpose-designed for high load
factors / high hour with modular scalability across engine platforms
ƒ Accumulator is integral to injector - enabling serial connection to
pump without the need for a long fuel rail
ƒ Double wall fuel lines

ƒ Simpler & more durable

ƒ Enhanced power delivery:
- improved idle stability
- improved cold start
- faster response
Installation Impact Summary
K2000E (Tier 1) QSK50 (Tier 2)

Fuel System PT - Centry MCRS

Performance

Power – Hp (KW) 2000 (1491) 2000 (1491)

Torque – ft-lb (Nm) 5800 (7865) 5800 (7865)

Speed Range – RPM 725 – 2050 600 – 2150

Fuel Consumptions, rated/min – lb/bhp*hr 0.327 / 0.323 +7%

Heat Rejection to Coolant @ rated – BTU/hr 45878 +9%

Air Flow – ft3/min 4200 +9%

Altitude Capability 8000 (2438) 8000 (2438)

Application

Electronic Features Quantum Quantum

Supported Communication Protocols J1708 J1939

Electronics Connectors 2 – Deutsch (9 pin) 3 – Deutsch (31/23/16 pin)

Size (with 54 gallon sump)

Height – in (mm) 74 (1880) 74 (1880)

Length – in (mm) 110 (2794) 110 (2794)

Width – in (mm) 56 (1422) 58 (1464)

Wet Weight – lbs (kg) 12235 (5550) TBD (no more than +5%)
General Information
QSK50-CM850 MCRS

ƒ Production begins January 2006

ƒ T&R Manuals on QSOL now, printed versions soon

ƒ 3 QSK50 training modules: Salt Lake City, Daventry, Singapore

QSK50-CM850 MCRS
General Engine Data
ƒ Type: 4 cycle, 60 degree vee, 16 cylinders
ƒ Displacement: 50 L (3067 cu in)
ƒ Bore: 158.75mm (6.25 in)
ƒ Stroke: 158.75mm (6.25 in)
ƒ Compression Ratio: 15:1
ƒ Aspiration: Turbocharged and LTA
ƒ Approximate engine weight (dry): (Need Data)
ƒ EPA certification: Tier 2
What do you call it ??????
Three NAMES ! ! ! !
ƒ QSK50 -- Marketing Name
ƒ QSK50 Tier II --Technical Name (AEBs)
ƒ QSK50 CM850 MCRS -- INSITE Name
ƒ QSK50 CM850 MCRS- Electronic T&R Manual
ƒ K38/50/QSK50 --- Service Manual, with procedures referencing type
of component, (electronically or mechanically actuated injectors) etc: which
means you need to know your engine to know which procedure to use.
QSK50-CM850 MCRS
Technical Training
 HT100 low pressure turbos
New LTA (new part number) New HX83 water cooled
thermostat housing high pressure turbos
QSK60
aftercooler
elements

New cast iron New modular common

aftercooler rail system (MCRS)
housings fuel lines & injectors

New 16, 23 & 31 pin

interface connector
New fuel supply
assembly
plumbing

New camshaft
speed/position
sensor

New water
cooled ECM
cooling plate

New sealed
New CM850
wiring harness
New Cummins high New fuel filter head ECMs
pressure fuel pump New WIF and fuel filters New electric
sensor lift pump
 New AEM - advanced engine monitoring
(cylinder health monitoring)

Upgraded valve
metallurgy

Modified
cam followers
New return
fuel plumbing

New wiring
harness connectors

Enhanced
sensor package

Modified crank
w/tone wheel

Increased capacity
lube pump

New piston
FCD pistons New combined jacket and LTA
cooling nozzles
New lube filter head & New crankcase water pump & plumbing
combination filters pressure sensor 2 pump / 2 loop JWAC
 New Exhaust Manifolds
New Intake Air
And Thermocouples
Plumbing

Modified K Cylinder
New HP Turbo Heads With New
Coolant Plumbing Valve Guides
And Stem Seals

New Rocker Cover

Modified Upper
Rocker Assemblies
And Rocker Housing
 New Cylinder Numbering!
1,3,5,7,9,11,13,15 LB (odd numbers)
2,4,6,8,10,12,14,16 RB (even numbers)
2 4 6 8 10 12 14 16
1 3 5 7 9 11 13 15

Uniform numbering system

for cylinders, sensors, etc.

First LB from front is #1,

first RB from front is #2,
alternates LB to RB, front
to rear
Engine Dataplate
Located on front gear cover, LB
ESN Stamped on Block
Located on left rear pan rail
• Uses Round Nose Rocker Levers
And Guideless Crossheads

Same Valve Clearance Adjustment

Intake .36mm (.014 inch) Exhaust .69mm (.027”)
Cylinder Block
ƒ Existing K50 block has been modified to accommodate the
following:
- New fuel filter head assembly
- Fuel pump support bracket
Counterbore Ring
- Additional drillings in vee cavity
New Flywheel Housing

Facilitates new
crankshaft
speed/position
sensor
New Front Gear Housing Cover

Facilitates new
camshaft
speed/position
sensor
Crankshaft
ƒ New key slotted crankshaft incorporating a tone wheel for the new
crankshaft speed/position sensor. The tone wheel presses onto the
crankshaft and has a 60-2 tooth design
Crankshaft Speed/Position
Tone Wheel

Engine Speed
Indicator Teeth
Crankshaft Speed/Position
Tone Wheel

Position Indicator
LB Camshaft Gear
ƒ 24 drillings in camshaft gear face plus a dowel pin in one
of the drillings (24+1) for the new camshaft
speed/position sensor
No Offset Camshaft Keys
ƒ Straight camshaft key is the only key available. No need
for offset keys due to electronic injectors
Cam Followers
• Modified K50 cam followers
• Center injector follower has been removed
• Spacer has been added instead
• The shaft is unique to QSK50 – no injector follower oil hole
Power Cylinder

Ceramic Coated Top Ring (CKS)

• Increases fatigue strength
• Reduces scuffing

Positive Twist Second Compression Ring

• Has a top inside groove cut in it

Gas Nitrided And Plateau Honed Liner

• Improves durability

Targeted Piston Cooling Nozzle

• Prevent coking under bowl
• Reduces piston temperature

Unique bowl design for specific applications

Piston
Not Directional, Marking is for Analysis Only
Piston
Cylinder Liner
Cylinder Head
• Modified K50 cylinder head
• Accommodates new injectors, valves, valve guides, valve stem seals
and fuel drain lines
• Requires three less drillings: two used for mounting the fuel rail
and the third for fuel drain
• One fuel drilling retained but machined to accept metric banjo fittings
utilized by the fuel drain
• Cast iron valve guides and new stem seals
• Metric threaded hole for injector hold-down
QSK50 Valve Train
4-Valve Per Cylinder Design
ƒ Optimizes air/fuel mixture with faster response
across the rpm band

Simplified Valve Train

ƒ Reduced loading on camshaft & gear train
with removal of injector train for MCRS
ƒ Eliminates need for injector adjustment

Advanced Valve Metallurgy

ƒ Enhanced thermal durability
ƒ Intake valves with Nitride coating &
triballoy valve seats
ƒ Inconel exhaust valves with rotators
ƒ Stemless crossheads
ƒ Upgraded with cast iron valve
guides & chrome valve stems
Rocker Levers
• K50 rocker levers have been used
• Push rods and rocker levers associated with injection have
been removed
• Injection rocker levers replaced by spacers
Rocker Levers
Cooling System
Cooling System
ƒ Highly effective 2 Pump / 2 Loop Jacket Water Aftercooling
(JWAC) system demonstrates exceptional levels of reliability:
First loop - main engine loop controls engine jacket water
Second loop - cools Low Temperature Aftercooling (LTA)
circuit
ƒ New combined water pump incorporated for Tier 2 engine
features a single common shaft and 2 impellers / housings
ƒQSK50 CM850 MCRS engine external plumbing upgraded
for leak-resistance
ƒNew LTA Thermostat Housing
New Water Pump
 Water Pump Plumbing
LTA loop
bypass tube
Engine loop
bypass tube

LTA pump
outlet tube

Engine loop
suction tube

LTA loop
suction tube
Water Pump Removal
Water Pump Removal
Water Pump Removal
Water Pump Elbow Removed
Water Pump Removed

New coolant
pressure
sensor
location

New water pump

discharge flange
Water Pump Weep Hole
Water Pump Drive Oil Supply
New LTA Thermostat Housing,
2 Thermostats

LTA thermostats begin to open @ 115 degrees F, fully open @ 135 degrees F
 Engine Loop Thermostat
Housing, 4 Thermostats

Four coolant
filters

Engine loop thermostats begin to open @ 180 degrees F, fully open @ 202 degrees F
 New Aftercooler & ECM Cooling
Plate Coolant Plumbing
Coolant return
from aftercooler
Coolant return from elements
ECM cooling plate

Coolant supply
to aftercooler
elements

Coolant supply to
ECM cooling plate
HP Turbo Coolant Supply
& Return
Supply

Return
Cooling System Manual Vent
Points
LTA tubes
(2 vents)

HP turbos
(2 vents)
 Cooling System Drain Locations

Block drain Aftercooler element

drain

ECM cooling plate

drain
 Engine Loop Coolant Flow

7 PSI minimum radiator

pressure cap rating

212 degrees F maximum

allowed top tank temperature
LTA Loop Coolant Flow
Flow Through Thermostat
Housing

Thermostats
Open

Thermostats
Closed
Air System
4 Turbochargers on 2 Stage Engines
Two Holset HT100
low pressure turbos Two new Holest HX83
high pressure turbos;
water cooled, MWE &
titanium compressor
wheel
 HP Turbocharger
• An all new Holset HX83 turbocharger
• Larger compressor to provide higher air flows to meet emissions
• Extended compressor inlet, called a “Map Width Enhanced” compressor inlet, to
provide improved turbo stability by reducing air flow restrictions
• Increased compressor inlet length by 40mm (1.57 in.)
• Compressor cover material changed from aluminum to cast iron, thus it is heavier
and caution should be taken when handled (total turbo weight approximately 90 lbs)
• Compressor wheel material changed from aluminum to titanium
• Has a water cooled bearing housing (two stage engines only)
• Turbo speed sensor incorporated into design for one of the two turbos on single
stage engines

Old New
2 Turbochargers on Single
Stage Industrial Engines

ƒ Holset HX83
ƒ Not water cooled
ƒ Titanium compressor wheel
ƒ Map Width Enhanced compressor inlet
ƒ Turbo speed sensor on one turbo
 2 Stage Engine HX83 HP Turbo

Coolant Return Oil Supply

Coolant Supply Oil Return

New Cast Iron Aftercooler Housings
Aftercooler Element Same as QSK60 Element
New Air Crossover & LTA Coolant Plumbing
The Cast Iron Aftercooler Housings
are Very Heavy. Handle With Caution!
Hoist or Other Appropriate Lifting
Device is Highly Recommended
 Enhanced Industrial Engine
Intake Air Sensor Package

Four temperature
Two Danfoss sensors, one
pressure sensors, per quadrant
one per bank

Target maximum intake air temperature is 140 degrees F on a 77 degree F day

New Exhaust Manifolds
(Material & Turbo Mounting Change)
New EGT Thermocouples
EGT Thermocouple
EGT Thermocouple Signal
Converter, Four EGT Sensors
Configured to Each Converter
Intake Air Flow
Exhaust Flow
Lubrication System
Lubrication System
ƒ Four Venturi Combo filters for
improved filtration. LF9024
w/o Centinel, LF9034
w/Centinel
ƒ Eliminator filter option
available
ƒ Centinel option available
ƒ Pre and post lube filter
pressure sensors standard
on industrial applications
ƒ Increased capacity lube
pump
ƒ Increased capacity piston
cooling nozzles
QSK50-CM850 MCRS
Lubrication Filtration
Technology
Eliminator™ Filtration

ƒ Engine mounted oil filter which cleans itself as

it cleans the engine oil
ƒ Two-stage filtration system with a permanent core:
First Stage: full-flow filter
Second Stage: back-flush centrifuge

ƒ Eliminates the need for

disposable spin-on filters
ƒ Maintains the cleanest oil
in the industry
Eliminator™ Filtration

ƒ First Stage: full-flow stainless steel filter screen removes particles

down to 20 microns. Sends 95% of clean oil to engine
ƒ Second Stage: remaining 5% backflushes the filter.
ƒ Backflushed oil is routed to a 2 micron centrifugal separator
Extended Service:
Centinel™ Oil Management

ƒ Electronically controlled continuous oil

replacement system
ƒ Automatically replaces lube oil at load factor
dependent intervals
ƒ Burns the used oil with the fuel during
combustion as an additional energy source

ƒ Enables oil change intervals to be dramatically

extended using oil analysis
ƒ 1:1 removal / replacement based on fuel
consumption providing consistently high quality
for all applications
ƒ Major reduction in used oil disposal cost
Extended Service:
Centinel™ Oil Management
ƒ Self-monitoring, continuous oil replacement system controlled by engine ECM
Extended Service:
Centinel™ Oil Management
ƒ Achieves lube oil stabilization within safe zone condition
ƒ Proven to reduce wear in critical areas such as the engine
overhead by limiting soot accumulation & minimizing oil thickening

Danger Zone
Level of contamination

Caution Zone

Safe Zone

0 1X 2X 3X 4X

Typical oil change Centinel oil replacement

intervals
Centinel System

ƒ Note: The Centinel System is Not an Oil

Level Management System.
ƒ The Engine Oil Level Must be Checked at the
Recommended Intervals
Extended Service:
QSK50-CM850 MCRS Options
ƒ Dramatically reduces downtime and can lower lube
service costs by up to 90%
ƒ Enhance equipment capability for 24/7 operations
ƒ Ensure best possible engine lubrication
ƒ Major reduction in used oil & filter disposal

System: Oil Drain Filter Service

Fleetguard® ES 250 hrs 250 hrs
Spin-on disposable filters
Eliminator™ 1000* 500-2000
Centrifugal filtration system
Centinel™ indefinite* 1000
Oil replenishment system
Centinel™ & Eliminator™ indefinite* 1500-2000

* oil analysis required at 250 hour intervals for all

extended oil drain operations
 Prelube Standard On
Industrial Engines
Oil to main
oil rifle

Oil
from
sump
 Oil Pressure and
Temperature Sensors
Pre-Oil Filter
Pressure Engine Oil Rifle
Pressure

Oil Temperature
Oil Ports on Filter Head
Pre-Oil Filter
Oil Ports on Filter Head

Post Oil Filter

Increased Capacity
Lube Pump
Lubrication Flow

High Pressure Relief Valve

Opens @ 160 PSI, Dumps to Sump
Lubrication Flow
 Lubrication Flow

Water pump drive

bushing no longer
has an oil hole
Lubrication Flow

#4. Oil pressure regulator

40-70 PSI @ rated speed,
dump to sump

#7. Filter bypass valve,

opens @ 51 PSI,
dump to post filter gallery

#12. Piston cooling nozzle

regulator, 15-20 PSI
Eliminator Filter Flow
Fuel Pump is Oil Lubricated
Fuel System
MCRS Fuel System
Totally Different
New Terminology
ƒ Modular Common Rail System (MCRS)
ƒ Electric Lift Pump for Engine Fuel Supply
ƒ Fuel Delivery Pump (Gerotor)
ƒ Mechanical Dump Valve (MDV)
ƒ Fuel Pump Pressurizing Assembly (FPPA)
 Fuel Pump Notes

•The Q50 pump is called a 5 X 2; 5 pumping plungers and a 2 lobe profile

per plunger camshaft.
•The pump has retracting plungers unlike the Pegasus pump that has
floating plungers.
•The pumping plungers are not ceramic rather, they are metal with a 3
micron wear resistant coating. The coating process is quite common to
other Bosch components.
•The Gerotor drive shaft is a spline drive. It is lubricated by fuel. There are
back to back oil and fuel seals with a weep hole between them, like we have
done on the PT fuel pump.
 Fuel System Fuel Delivery Pump (Gerotor)
Accumulator (Produces 5-7 bar fuel pressure)

Fuel Pump
Pressurizing
Assembly

Fuel Pump
(Produces 1600 bar Electric Lift Pump
nominal maximum (Produces 3-5 bar
fuel pressure) fuel pressure)

Stage 1 Stage 2
Fuel Filter Fuel Filters
(15 micron) (5 micron)
Fuel Injectors
Modular Common Rail Arrangement
Fuel Flow
New – Current Fuel Flow Logic
Fuel Flow
Fuel Flow

Fuel from tank

into stage 1 filter

Fuel out of stage 1 filter

(lift pump or suction loop)
to fuel delivery pump

15 micron
Fuel Flow
Check valve
open
(lift pump
not running)
 Fuel Flow
Check valve
closed Lift pump runs for 2 minutes or
(lift pump until 200 bar accumulator pressure
running) is detected

Lift pump produces

3-5 bar supply pressure
 Fuel Filters
Stage 1
ƒ New filter FS1062
ƒ 906 media (15 micron)
ƒ Water drain
ƒ WIF sensor with resistor
ƒ FS1062 is similar to FS1007
structurally, but with different
media
Stage 2
ƒ New filter FF5607
ƒ 934 media (5 micron)
ƒ Nutplate (currently used on the
LF3000)
ƒ Shell (currently used on existing filter)
 Fuel Filters Stage 2
ƒ DO NOT fill this filter with fuel
Stage 1
when replacing/servicing.
ƒ Fill with fuel when Install dry to prevent possible
replacing/servicing contamination to fuel system.
This Is Critical!!
Fuel Flow

Water drain fitting

WIF sensor w/83K ohm resistor

Fuel Flow

Fuel into fuel delivery pump

Fuel Flow

Fuel delivery pump

Fuel delivery pump produces

5-7 bar fuel pressure

Fuel to fuel delivery pump

Fuel Flow

Fuel out of fuel delivery pump

to stage 2 fuel filters
Fuel Flow

Fuel from fuel delivery pump

to stage 2 fuel filters
Fuel Flow

Parallel flow

Fuel from stage 2

fuel filters to fuel Fuel to
pump pressurizing stage 2
assembly (FPPA) fuel filters

5 micron 5 micron
Fuel Flow

Stage 2 fuel filters

are in parallel
Fuel Flow

Fuel delivery pressure sensor

(pressure after fuel delivery
pump, before stage 2 fuel
filters)

Fuel temperature sensor

(after stage 2 fuel filters)
Fuel Flow

Fuel from stage 2 fuel filters

to fuel pump pressurizing
assembly (FPPA)
Fuel Flow

Fuel into FPPA

Fuel pump pressurizing assembly

(controls amount of fuel delivered
to high pressure pumping
chambers)
Fuel Flow

5 pumping plungers

1600 bar nominal maximum

fuel pump pressure, 300 bar
minimum for engine to start

Fuel enters HP pump

 Fuel Pump
Identification
To identify the fuel pump, you need to record the following:

1. Serial Number
2. Date Code - This is a number like 587 for July 2005, the year is the 5, the month is 80 +month, so 87
for July
3. Cummins part number
Fuel Flow

Mechanical dump valve

(fuel to return manifold when open)

Air bleed
(fuel to return
manifold)
Recirculation line
(fuel back to fuel delivery pump)
Fuel Flow

Air bleed line contains a 5 bar

one way check valve
Fuel Flow

5 bar air bleed

check valve
Fuel Flow

Mechanical dump valve,

opens at 1950 bar

Should not be open, only opens

when fuel pressure is above system
design limits
Fuel Flow

Injector metering rail

pressure sensor
Fuel Flow

Fuel to LB injectors

Fuel to RB injectors
Fuel Flow
All high pressure fuel lines are double wall.
Inner tube is high pressure fuel to injectors.
Outer tube is for fuel from a leaking high pressure
fuel line or high pressure fuel line fitting.
Warning! Do Not Reuse Any of the High
Pressure Fuel Lines Under Any
Circumstances. Whenever a High
Pressure Fuel Line Fitting is Loosened,
the High Pressure Fuel Line Must be
Replaced.
Fuel Flow
Fuel to LB injectors
Fuel Flow

Fuel to RB injectors
Fuel Flow

Fuel to RB injectors
Fuel Flow

Fuel pressure is common

to all injectors

Modular common rail system, fuel from

injector to injector

Each injector contains an accumulator

HP Line Between Injectors
HP Line Between Injectors

5 1

1. Outerwall Pipe
2. Vibralock Nut
3. Seal
8 4. Connector Fitting
3
5. O-Ring Groove
6. Sealing Cone
4
7. Innerwall Pipe
7 8. Pressurized Fuel

2
6
HP Line Between Injectors
T-connector

•Double walled pipe threads into T-

connector.
•3.5mm I.D.
•Green – fuel drain line
•Yellow – fuel inlet path
•When removing fuel line, (before
complete detachment) if some
Pressure still in line, fuel will go thru
drain path (Green)

O-ring
HP Line Between Injectors

•Double walled pipe threads into T-

connector.
•3.5mm I.D.
•Green – fuel drain path
•Yellow – high pressure fuel inlet path
•When removing fuel line, (before
complete detachment) if some
Pressure still in line, fuel will go thru
drain path (Green)
End of Line Plug

•M24 x 1.5 with 27mm Hex head

•0.799” x 0.103” viton o-ring

• Not just any Nut!

• Has a conical shaped end to

seal against Injector
Fuel Flow

Return fuel out of injector

15–18 % of fuel delivered to injectors returns through drain lines

Fuel Flow

RB return fuel

Fuel travels through drillings in

cylinder block and joins with return
fuel from LB injectors
Fuel Flow

Return fuel from

LB injectors

Return fuel
from LB & RB
injectors
Fuel Flow

Fuel return line check valve

Return fuel to fuel tank

Fuel Flow

Vent hoses for double wall fuel lines

Fuel will only be present leaking

from these hoses if there is a
high pressure fuel line leak
Fuel Injector
Operational Concept
 Fuel Injector
Identification
To identify a unique individual injector, you need to record the following:

1. Serial number
2. Date Code - This is a number like 587 for July 2005, the year is the 5, the month is 80 +month, so 87
for July
3. Cummins part number
 Fuel Injectors
How do they operate?
• The injection nozzle is being opened and closed by movements of a nozzle needle.
• The needle is balanced by pressures at the nozzle seat and at the needle control
chamber, at the opposite end of the needle.
• When the solenoid valve is energized (48 VDC) by the ECM, it opens the chamber to the
return fuel line.
• The pressure in the needle control chamber drops, the needle is lifted, the nozzle opens
and the injection begins.
• When the current in the solenoid valve drops to zero, the control valve returns to
its seat.
• The pressure in the needle control chamber increases and becomes equal to the
pressure at the nozzle seat.
• The needle closes due to a nozzle spring force and stops the injection.
• Optimal control of the system is achieved by calibrating several orifices in the hydraulic
assembly of the injector
• A flow limiter (check ball, seat, and spring) is used to prevent large volumes of fuel from
entering the cylinder, thus providing engine protection.
Fuel Injectors
• What makes fuel inject is not the High Pressure
Fuel Pump Plunger, but the accumulated pressure
inside the accumulator. The fuel actually compresses
by about 7%.
Fuel Injectors
Fuel to accumulator
and remaining injectors Fuel line outer wall
on that bank passages
Flow Limiter
This is a cutout view of what the injector flow limiter looks like
Injector Fuel Flow

Fuel enters the flow limiter region of the injector

Fuel fills up the area above the flow limiter’s check ball
Fuel flow pushes down on the check ball compressing the spring slightly
Fuel then enters the accumulator section of the injector
Fuel fills up the accumulator section of the injector
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat

The needle is balanced by pressures at the

nozzle seat and at the needle control
chamber, at the opposite end of the needle.
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat

When the solenoid valve is energized by the

ECM, it opens the chamber to the
return fuel line.
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat

The pressure in the needle control chamber

drops, the needle is lifted, the nozzle opens and
the injection begins.
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat

The pressure in the needle control chamber

drops, the needle is lifted, the nozzle opens and
the injection begins.
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat

The pressure in the needle control chamber

drops, the needle is lifted, the nozzle opens and
the injection begins.
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat

When the current in the solenoid valve

drops to zero, the control valve returns to
its seat.
Solenoid Control Valve Control Chamber
Injection Needle
Nozzle Seat

The pressure in the needle control chamber

increases and becomes equal to the
pressure at the nozzle seat. The needle closes
due to a nozzle spring force and stops the
injection.
 Flow Limiter
The flow limiter (check ball, seat, and spring) is used to prevent large volumes of fuel
from entering the cylinder, thus providing engine protection. If large volumes above
normal are suddenly demanded due to an injector malfunction, the check ball
compresses the spring to a point where it seals against the seat, thus cutting fuel
supply to the injector.
Injector Electrical
Connector

Bosch connector.
Injectors operate with
24 - 48 VDC
INJECTOR DRIVER MAPPING
60 pin ECM Q50/60 source Q50/60 source Q50/60 source
Conn Driver address 00 address 01 address 144
Cylinder # BANK # Cylinder # BANK # Cylinder # BANK #
45 Drv 1+ 2 1R 6 3R 1 1L
53 Drv 1-

54 Drv 2+ 10 5R 7 4L 15 8L Share same

51 Drv 2- Vboost supply

55 Drv 3+ 11 6L 14 7R
52 Drv 3-

56 Drv 4+ 8 4R 4 2R 3 2L
58 Drv 4-

46 Drv 5+ 16 8R 12 6R 13 7L Share same

60 Drv 5- Vboost supply

57 Drv 6+ 5 3L 9 5L
59 Drv 6-
Fuel Pump R&I

ƒ It is critical that all fuel system components

be kept extremely clean
ƒ 30 micron is the smallest particle that can be
seen with the human naked eye
ƒ The fuel pump is manufactured to clearances
as small as 6 micron
ƒ Keep it clean!
Warning
Never Remove the Fuel Delivery Pump.
The End Plate May be Removed, But Not the
Fuel Delivery Pump Itself

Fuel Delivery Pump

Warning
Never Remove These Bolts (10)
Fuel Pump
R&I Service Tool
Fuel Pump
Mounting Bolts (6)
Fuel Pump
Rear Support Bracket

There is a specific bolt

This bracket must be removed / tightening sequence for
installed with pump these bolts
Fuel Pump R&I
Service Tool Installed
Fuel Pump R&I
Fuel Pump R&I
Injector R&I

ƒ It is critical that all fuel system components

be kept extremely clean
ƒ 30 micron is the smallest particle that can be
seen with the human naked eye
ƒ The injectors are manufactured to clearances
as small as 6 micron
ƒ Keep it clean!
Clean the Injector Tee Fitting Connection
Area and Fuel Line Fittings. Clean the
Rocker Cover and Injector Cover Plate.
Loosen the Outer Tube Fittings and Pull
the Seals Away From the High Pressure
Fuel Line Fittings
Loosen the High Pressure Fuel Line
Fittings and Remove the Fuel Line
Follow the Procedure to Carefully Clean
the Injector Tee Fitting and Immediately
Plug the Injector Tee Fitting Connectors
Discard the HP Fuel Line.
Do Not Reuse!
Disconnect the Injector Electrical
Connector
Pry up on the Retaining Clip and Remove
the Injector Electrical Connector From
the Mounting Bracket
Remove the Retaining Capscrews and
Remove the Wiring Harness Mounting
Bracket From the Rocker Cover
Remove the Two Capscrews Securing the
Injector Cover Plate to the Rocker Cover
Pry the Injector Cover Plate From the
Rocker Cover and Remove
Remove the Three Remaining Rocker
Cover Capscrews and Remove the Rocker Cover
Using a 13mm, 6 Point, Flex Head Socket;
Loosen the Injector Hold Down Capscrew
Install the Cylinder Head
Plug Service Tool

Need Picture With Tool Installed

Remove the Injector Hold Down
Capscrew with a Magnet
Remove the Injector and Injector
Hold Down Clamp as an Assembly
Injector Hold Down Clamp
Cover the Exposed Overhead
Components
Clean and Inspect the Injector, Tee
Connector and Wiring Harness
Replace the Two Injector O-Rings and
the Injector Seal
Inspect the Injector O-Ring/Damper,
Replace if Damaged
Clean and Inspect the Injector Bore
Lubricate the Injector O-Rings and
Damper With Engine Oil
Install the Injector and Injector Hold
Down Clamp as an Assembly
Lightly Snug the Injector Hold Down
Capscrew
Injector Alignment Tool
Install the Injector Alignment Tool
and Align the Injector
Torque the Injector Hold Down Capscrew
to 50 ft-lb, loosen, tighten to 177 in-lb,
Rotate an Additional 60 Degrees
Clean the O-Ring Groove in the Rocker
Cover and Install a New Injector Cover
Plate O-Ring
Install a New Rocker Cover Gasket
and Install the Rocker Cover, Torque
the 3 Installed Capscrews

Do not install this

capscrew at this time
Install the Injector Cover Plate,
Torque the Two Capscrews
Install the Electrical Harness Bracket, Torque
the Capscrews and Connect the Injector Wiring
Harness
Remove the Protective Plug From
the Injector
Inspect and Install the New Fuel Line,
Tighten the High Pressure Fuel Fittings
Alternately and Evenly, Torque to Specification
Start the Engine, Perform the Fuel System
Leakage Test With INSITE and Check for
Fuel Leaks
If no Fuel Leaks Were Observed; Push the
Seals Into Contact With the High Pressure
Fuel Fittings and Tighten the Outer Tube
Fittings to Specification
Fuel System Vent Lines
If Fuel is Leaking From the Vent Lines,
There is a HP Fuel Line or HP Fuel Line
Fitting Leaking
The Fuel Leak Could be From any of the HP Fuel
Lines From the Fuel Pump to the Injectors.
Loosen the Outer Tube Fittings, Pull Back the
Seals, Start the Engine and Perform the Fuel
System Leakage Test with INSITE. Continue this
Procedure Until the Leak is Located.
Keep it Clean!

ƒ It is Critical that no Contamination be Allowed

to Enter the Fuel System
ƒ Use Appropriate Cleaning Procedures Before
Opening the Fuel System at any Component
ƒ This is Critical!
CM850 Electronic System
Electrical Wiring Interface

ƒ Three OEM connectors will be

required with the new
configuration
– Signal Connector #1
(Deutsch 31-pin connector)
– Signal Connector #2
(Deutsch 23-pin connector)
– Power Connector (Deutsch
16-pin connector)

ƒ OEM connection points located

on the left bank near the intake
manifold, pointing toward the
rear.
Electrical Wiring
Interface

31 Pin

23 Pin

16 Pin
Electrical Wiring Interface
ƒ Power Connector
– Deutsch HD36-24-16SE-059 (OEM Side)
– Sixteen 12 Gauge (AWG) Contacts, 100 AMP Capacity
– Discrete connections for all module power, grounds plus
keyswitch
ƒ Signal Connector #1
– Deutsch HD36-24-23PE-059 (OEM Side)
– Twenty Three 16 Gauge Contacts
ƒ Signal Connector #2
– Deutsch HD36-24-31SE-059 (OEM Side)
– Thirty One 16 Gauge Contacts
ƒ OEM Cense Connector Removed – Functionality in Advanced
Engine Monitoring but RS232 and R422 not supported
ƒ J1708 Communication Protocol not supported
Fuses (4)
10 Amp, Unswitched Supply

Datalink ECM 3 ECM 2 ECM 1

3 CM850 ECMs

ECM 1 ECM 3
Source Address Source Address
144 (Child) 00 (Parent)

ECM 2
Source Address
01 (Child)
CM850 ECM

50 pin
connector

60 pin
connector

4 pin
connector
1939 Backbone

1939 Terminators
J1939 Engine Network

SAE 1939 Datalink 2 Engine Network.

Dedicated datalink used only for data
transfer between the ECMs

Engine Network
Terminators
EGT Signal Converter

Converts the Resistance Value of the EGT Sensors into a

Voltage Signal. Each Signal Converter Facilitates 4 EGT
Sensors.
Advanced Engine Monitoring
(AEM) Features
ƒ Cylinder Health (EGTS Monitoring)
– High Temperature Faults
– High and Low Temperature Deviation Faults
ƒ Trend Data-log
– Calibrate-able Parameter List
– Sample @ Rated Condition
ƒ Shutdown Data-log
– Calibrate-able Parameter List
– Store Data-log when Engine Stops
– Saves the last two engine stops
Advanced Engine Monitoring
(AEM) Features
ƒ Fault Snapshot Data-log
– Calibrate-able Parameter List
– Store Data-log pre and post Fault
ƒ Start-Stop Data-log
– Real Time Stamp of Engine Starts and Stops
ƒ Data-logs Save Most Recent Data and Discard Old Data
ƒ Data-logs Exportable to Excel for Post Analysis and Graphing
ƒ Uses best features of CENSE Integrated into base engine
software
ƒ Standard on QSK50 and QSK60 Tier 2 mining engines
ƒ Uses standard electronic diagnostic tool
 Current Product Cense
K2000E
J1939 Public Vehicle
Communication

J1708
RS422 Modular Mining/
Proprietary
Centry/ Cense/ Dispatch/ Vehicle
CM400 CM530 Communication
J1708
Quantum Insite Public
RS232

Centry Sensors
(engine controlling Addt’l Cense Sensors Insite Cense
and protection) (no redundant)

Short range RF (Mining Gateway)

Engine

Operator
Panel Lamps
 Tier 2 AEM
QSK50/60
Insite
J1939 Public Vehicle
(Contains
functionality of Communication
INSITE Cense)
RS422 Modular Mining/
CM850
Child 2 X Dispatch/ Vehicle
Communication

Challenges:
Sensors (engine RS232 • RF Interface
controlling and CM850 • RS422 Interface for
protection) Child 1 X existing systems
• Data Storage/Streaming

CM850
Master
Short range RF (Mining Gateway)

Engine

Operator
Panel Lamps
Must use Inline 5 and
Insite v6.4 or Newer
9 Pin Datalink Connector
J1939 Communication Only

Pin D

Pin C
Sensors
Intake Manifold Intake Manifold
Pressure Sensor Temperature Sensor
(one of two) (one of four)
Sensors

Coolant Pressure Sensor

Coolant Pressure
Sensors

Coolant Temperature Sensor

Sensors
Engine Camshaft Speed/Position Sensor
Sensors

Engine Crankshaft Speed/Position Sensor

Sensors

Barometric Pressure Sensor

Sensors
Pre-Oil Filter Pressure Sensor

Engine Oil Rifle Pressure Sensor

Sensors

Engine Oil Temperature Sensor

Sensors

Crankcase Pressure Sensor

Sensors
Prelube Oil Pressure Switch
(No ECM Interface)
Sensors

Fuel Delivery Pressure Sensor

Sensors

Engine Fuel Temperature Sensor

Sensors

Injector Metering Rail

Pressure Sensor
Sensors

Water in Fuel
Indicator Sensor
Sensors

EGT Thermocouple
Additional Service Tools
Cylinder Leakage Tool
Cylinder Leakage Tool
Installed
Dyno Controller
Questions?