Service Manual Ism, Isme, and Qsm11: Cummins Inc. Ail Rights Reserved Bulletin 3666322 Printed 22-June-2011
Service Manual Ism, Isme, and Qsm11: Cummins Inc. Ail Rights Reserved Bulletin 3666322 Printed 22-June-2011
Service Manual Ism, Isme, and Qsm11: Cummins Inc. Ail Rights Reserved Bulletin 3666322 Printed 22-June-2011
00201731
Read and follow all safety instructions. Refer to the WARNING in the General Safety Instructions in Section i
- Introduction.
The manual is organized to guide a service technician through the logical steps of identifying and correcting problems
related to the engine. This manual does not cover vehicle or equipment problems. Consult the vehicle or equipment
manufacturer for repair procedures.
The repair procedures in this manual are based on the engine or component removed from chassis. Some rebuild
procedures require the use of special service tools. Make sure the correct tools are used as described in the
procedures. ,
When a specific brand name, number, or special tool is referenced in this manual, an equivalent product can be used
in place of the recommended item.
A series of specific service manuals (for example: Troubleshooting and Repair, Specifications, and Alternative Repair)
are available and can be ordered by Contacting your local area Cummins Regional office. A Cummins Regional office
listing is located in Service Literature (Section L).
Cummins Inc. encourages the user of this manual to report errors, omissions, and recommendations for improvement.
Please use the postage paid, pre-addressed Literature Survey Form in the back of this manual for communicating
your comments.
The specifications and rebuild information in this manual is based on the information in effect at the time of printing.
Cummins Inc. reserves the right to make any changes at any time without obligation. If differences are found between
your engine and the information in this manual, contact a Cummins Authorized Repair Location or call 1 -800-DIESELS
(1-800-343-7357) toll free in the U.S. and Canada.
The latest technology and the highest quality components are used to manufacture Cumminsi engines. When
replacement parts are needed, we recommend using only genuine Cummins or ReCon® exchange parts.
Table of Contents
Section
Introduction ■ ■ :• '
Familiarization F
Troubleshooting Symptoms TS
Back ■ back
ISM, ISMe, and QSM11
Section i - Introduction Pa9e l"a
Section i - Introduction
Section Contents
Page
The troubleshooting and repair section of this manual is organized to provide an easy system installation and flow
from problem identification to problem correction.
System Installation
The installation guidelines section has been designed to provide instructions for installing the system. A technician
should read the instruction, learn the intent of the step, and install the component in a fashion that will comply to the
vehicle's configuration. Each deviation from the specific instructions provided in this procedure should be noted.
Refer to the OEM service manual for OEM specifications.
A list of troubleshooting symptoms containing the most common engine problems is in the Troubleshooting Symptoms,
Section (TS). The manual is designed to use the Troubleshooting Symptoms as a guide to locating the problem and
directing the end user to the correct procedure for making the repair. Complete the following steps to locate and
correct the problem.
Section 00 is organized into a logical sequence of engine disassemble/assemble, all other sections are in numerical
sequence. Refer to the Table of Contents at the front of the book to determine the section that details the desired
information.
General Information containing the basic service, maintenance, design and revision information necessary to assist
in the rebuild of an engine or a component
Procedure instructions for the disassembly, inspection, maintenance, and assembly that can be required to rebuild
an engine; additional procedures that are not necessary during every rebuild, but can be necessary, are included.
These procedures depend on the length of time an engine has been in service and the conditions of the parts.
All the procedures are identified with a name and a number. Each digit in the procedure number has a specific
meaning.
The first three digits of the number refer to the specific section that the procedure can be found within the manual In
this example, "001" represents Section 01 — Cylinder Block. This number will range from 000 to 022.
»M,lSM..andQ8M11 How to Use the^anua.
Section i - Introduction
The second three digits of the number are unique and refer to a specific subject. In this example, "028" represents
Cylinder Liner. This number will range from 001 to 999.
Refer to Section V for specifications recommended by Cummins Engine Company, Inc. for your engine. Specifications
and torque values for each engine system are given in that section.
NOTE- Discharge of oil or oily water into or upon the water is a direct violation of today's laws. Violators are subject
to a penalty of various monetary charges. Dispose of these substances in accordance with standard set by the trA.
Symbols
ISM, ISMe, and QSM11
Page i-4
Section i - Introduction
Symbols
General Information
The following symbols have been used in this manual to help communicate the intent of the instructions When one
of the symbols appears, it conveys the meaning
meaning defined below:
Illustrations
General Information
Some of the illustrations throughout this manual are
generic and will not look exactly like the engine or parts
used in your application. The illustrations can contain
symbols to indicate an action required and an acceptable
or not acceptable condition.
AwarningA
Improper practices, carelessness, or ignoring the warnings can cause burns, cuts, mutilation, asphyxiation
or other personal injury or death. *
Read and understand all of the safety precautions and warnings before performing any repair. This list contains the
ras&ssssytrbe f0"0W8d to provlde personal safeiy-specpai a*^-*; «■ b
Work in an area surrounding the product that is dry, well lit, ventilated, free from clutter, loose tools, parts ignition
sources and hazardous substances. Be aware of hazardous conditions that can exist. '
Always wear protective glasses and protective shoes when working.
Rotating parts can cause cuts, mutilation or strangulation.
Do not wear loose-fitting or torn clothing. Remove all jewelry when working.
fSonnf! th6 ba"ff\.(ne9ative H cable first) and discharge any capacitors before beginning any repair work
Disconnect the air starting motor if equipped to prevent accidental engine starting. Put a "Do Not Operate" tag in
the operator's compartment or on the controls. H y
nranShafThP!,p enQine barriu9 !echniques for manually rotating the engine. Do not attempt to rotate the
crankshaft by pulling or prying on the fan. This practice can cause serious personal injury, property damage or
damage to the fan blade(s) causing premature fan failure.
n "] thJ? air> Oi''Sel> and C00lin9 systems before any lines- fittin9s> or related items are removed
Dn no,IhS f i P°,sslb e Pressu/e when disconnecting any device from a system that utilizes pressure
Do not check for pressure leaks with your hand. High pressure oil or fuel can cause personal injury.
jy
?6 ^fbmy of suffocation and frostbite, wear protective clothing and ONLY disconnect liquid
nrnS v Pi !?? "I??.,"1,,* "?" Vent"ated area" T° prOtect tne e™r°nment, liquid refrigerant systems murt be
Stmn/nh Pp 2 andfllled usm9 ^'P^ent that prevents the release of refrigerant gas (fluorocarbons) into the
atmosphere. Federal law requires capturing and recycling refrigerant.
g '
In S?S5enrhm P0SS^y oi ^T,^' ^H^] use a hois* ™ 9* assistance when lifting components that weigh 23
9[ i?r i ^V"™ ^ deViCeS SUCh aS °hainS| hooks' or slin9s are 'n 9ood condition and L of
tiOned COrreCtly A' d b
S^^hSfluSSSEL? tT8' b6walert f°r hOt partS °n pr0dUCtS that nave Just be^n turned off. exhaust gas
now, and hot fluids in lines, tubes, and compartments.
Always use tools that are in good condition. Make sure you understand how to use the tools before oerformina
any service work. Use ONLY genuine Cummins® or Cummins ReCon® replacement parts Performin9
iWft (or equivalent) when replacing fasteners-Do
Souldo^p7aMpeH
should only be carried n"!
out hVal
be a fd re5'fCtment
trained technician.°f Before
any 9Uards COVerit19
removing rotatin9thecomponents,
any guards drives,
engine must and/oroffbelts
be turned and
any starting mechanisms must be isolated. All fasteners must be replaced on re-fitting the guards
Do not perform any repair when fatigued or after consuming alcohol or drugs that can impair your functioning.
General Safety Instructions
ISM, ISMe,andQSM11 uenera. aa y _ (_?
Section i - Introduction
. Some state and federal agencies in the United States of America have determined that used engine oil can be
carcinogenic and can cause reproductive toxicity. Avoid inhalation of vapors, ingestion, and prolonged contact
with used engine oil.
. Do not connect the jumper starting or battery charging cables to any ignition or governor control wiring. This can
cause electrical damage to the ignition or governor.
. Always torque fasteners and fuel connections to the required specifications. Overtightening or undertightening
can allow leakage. This is critical to the natural gas and liquefied petroleum gas fuel and air.systems.
• Always test for fuel leaks as instructed, as odorant can fade.
• Close the manual fuel valves prior to performing maintenance and repairs, and when storing the vehicle inside.
• Coolant is toxic. If not reused, dispose of in accordance with local environmental regulations.
. The catalyst reagent contains urea. Do not get the substance in your eyes. In case of ~^-'^J?^
eves with larae amounts of water for a minimum of 15 minutes. Avoid prolonged contact with skin In case
contact' lm3S5 wSh skin with soap and water. Do not swallow internally. In the event the catalyst reagent
is ingested, contact a physician immediately.
. The catalyst substrate contains Vanadium Pentoxide. Vanadium Pentoxide has been determined bjrt^ State of
California to cause cancer. Always wear protective gloves and eye protection when handling the catalyst assembly
Do not get the catalyst material in your eyes. In Case of contact, immediately flood fVes with large amounts of
water for a minimum of 15 minutes. Avoid prolonged contact with skin. In case of contact, immediately wash skin
and water.
with soap a
The Catalyst substrate contains Vanadium Pentoxide. Vanadium Pentoxide has been^errtin^ih® ^ °!
California to cause cancer. In the event the catalyst is being replaced, dispose of in accordance with local
regulations.
California Proposition 65 Warning - Diesel engine exhaust and some of its constituents are known to the State of
California to cause cancer, birth defects, and other reproductive harm.
General Repair Instructions |SM |SMe and m
Section i ■ Introduction
This engine incorporates the latest technology at the time it was manufactured; yet, it is desiqned to be repaired usina
normal repair practices performed to quality standards. uwHBneu 10 De repaired using
AcautionA*
Cummins Inc. does not recommend or authorize any modifications or repairs to enqines or comDonents
comoPon«nt,hcf ^^ '" ^T™5 Service lnfo'mation- '" P^cilar, unauthorized "epatrtrsafeTy^ated
rotated? 6 PerS°n mJUry °r Be'OW iS 3 Partial liSting Of comPonents classified as safety
1 Air Compressor
2 Air Controls
3 Air Shutoff Assemblies
4 Balance Weights
5 Cooling Fan
" Th?0^6 m*nufacturf r's recommendations for cleaning solvents and other substances used during the repair of
the engine Some solvents and used engine oil have been identified by government agencies as toxfc o
pScricn 23? ZZ^Tmg'in9estion and contact with such substanc-Al^• - ga0sod°sLUr
• Provide a clean environment and follow the cleaning instructions specified in the procedures
" wNrcTutnep?em^ure0we'ar"^ "^ * ^ *"" ^ ^ "^ Contami-tion of the engine or components
• Perform the inspections specified in the procedures
Replace all components or assemblies which are damaged or worn beyond the specifications
• Use genuine Cummins new or ReCon® service parts and assemblies
X ^SSSJTrSteS hrnnmnen W?en *° "" ^V* ^ comP°™^ and assemblies as possible. When
Cummins ReCon® rnmnnnl? X?th °r assemb|y> the Procedure is based on the use of new Cummins or
BS^?!S SmXn^i *6 rePa'r SemC6S d6SCribed " tWS manUal ^ aVailable fWm N Cummins
Follow the specified disassembly and assembly procedures to reduce the possibility of damage to the components
. _„. • General Repair Instructions
ISM, ISMe, andQSMH uems K Page i-9
Section i - Introduction
AcautionA
Disconnect both the positive (+) and negative (-) battery cables from the battery before welding on the
vehicle Attach the welder ground cable no more than 0.61 meters [2 feet] from the part being welded. Do no
connect the ground clampof the welder to any of the sensors, wiring harness, the ECM ^ZTt^sors
welding of any electronic engine component or engine mounted component must not be ^«^ *e"?"J
wiring harness, and ECM should be removed if nearby welding will expose these components to temperatures
beyond normal operation. Additionally, all ECM connectors must be disconnected..
General Cleaning Instructions ISM> ISMe; and QSM11
Pagei"10 Section i ■ Introduction
Parts must be free of debris that can contaminate any engine system. This does not necessarily mean thev have to
appear as new.
Sanding gasket surfaces until the factory machining marks are disturbed adds no value and is often harmful to forminq
a seal. It is important to maintain surface finish and flatness tolerances to form a quality sealing surface Gaskets are
designed to fill small voids in the specified surface finish.
Sanding gasket surfaces where edge-molded gaskets are used is most often unnecessary. Edge-molded gaskets are
those metal carriers with sealing material bonded to the edges of the gasket to seal while the metal portion forms a
metal to metal joint for stability. Any of the small amounts of sealing material that can stick to the parts are better
removed with a blunt-edged scraper on the spots rather than spending time polishing the whole surface with an air
sander or disc.
For those gaskets that do not have the edge molding, nearly all have a material that contains release agents to prevent
sticking Certainly this is not to say that some gaskets are not difficult to remove because the gasket has been in
place a long time, has been overheated or the purpose of the release agent has been defeated by the application of
some sealant. The object however is just to remove the gasket without damaging the surfaces of the matinq Darts
without contaminating the engine (don't let the little bits fall where they can not be removed).
Bead blasting piston crowns until the dark stain is removed is unnecessary. All that is required is to remove the carbon
build-up above the top ring and in the ring grooves. There is more information on bead blasting and piston cleaninq
later in this document. a
Cummins Inc. does not recommend sanding or grinding the carbon ring at the top of cylinder liners until clean metal
is visible The liner will be ruined and any signs of a problem at the top ring reversal point (like a dust-out) will be
destroyed. It is necessary to remove the carbon ring to provide for easier removal of the piston assembly A medium
bristle, high quality, steel wire wheel that is rated above the rpm of the pbwer tool being used will be just as quick and
there will be less damage. Yes, one must look carefully for broken wires after the piston is removed but the wires are
more visible^ and can be attracted by a magnet.
Oil on parts that have been removed from the engine will attract dirt in the air. The dirt will adhere to the oil If possible
leave the old oil on the part until it is ready to be cleaned, inspected and installed, and then clean it off along with any
attracted dirt. If the part is cleaned then left exposed it can have to be cleaned again before installation. Make sure
parts are lubricated with clean oil before installation. They do not need to be oiled all over but do need oil between
moving parts (or a good lube system priming process conducted before cranking the engine).
Bead blasting parts to remove exterior paint is also usually unnecessary. The part will most likely be painted again
so all that needs happen is remove any loose paint.
The keyword here is "abrasive". There is no part of an engine designed to withstand abrasion. That is they are all
supposed to lock together or slide across each other. Abrasives and dirt particles will degrade both functions.
AwarningA
Abrasive material must be kept out of or removed from oil passages and parts wear points. Abrasive material
in oil passages can cause bearing and bushing failures that can progress to major component damage beyond
reuse. This is particularly true of main and rod bearings.
?™ I™' ?°,?S "?[ecoTend the use of emery cloth or sand PaPer on anV Part of a" assembled engine or
component including but not limited to removing the carbon ridge from cylinder liners or to clean block decks or
couniGrDorss.
Great care must be taken when using abrasive products to clean'engine parts, particularly on partially assembled
SBn " hH3SIVe d6Tn9 Pr°dUCtS C°me in many fOrms and sizes" AN of them contain aluminum oxide particles
oSl q \? ur s°me °tner similar hard material. These particles are harder than most of the parts in the
hp?nmo!mheH^ ^tL^' 'f they are P,reSSed against softer material theV wi" either dam^ the material or
become embedded in It. These materials fall off the holding media as the product is used. If the products are used
rrTeqU'e P8 * ^ thr°Wn ab°Ut ^ en9in6" 'f ^ particles fa" between tw° moving parts, damage
If particles that are smaller than the clearance between the parts while they are at rest (engine stopped), but larger
than the running clearance then damage will occur when the parts move relative to eaoh other (engine started) While
the engine is running and there is oil pressure, particles that are smaller than the bearing clearance are likely to pass
£Kfmn thepfsw'
epfsw' ?out dama9e and be traPPed in the oil filter. However, particles larger than the bearing clearance
will remove material from one part and can become embedded in one of the parts.
parts Once embedded in one part it will
General Cleaning Instructions
ISM, ISMe, and QSM11 Page i-11
Section i - Introduction
downSrea^. She lubricating oil filters. Plug the holes instead of trying to blow the abrasive-particles and debns with
compressed air because the debris is often simply blown further into the oil drilling.
All old gasket material must be removed from the parts gasket surfaces. However, it is "^"f^WjjS^astel
AwarningA
5SS^SaS25SSSS
case when dealing with an assembled engine.
Gasket Surfaces
The object of cleaning gasket surfaces is to remove any gasket material, not refinish the gasket surface of the part.
Cummins Inc. does not recommend any specific brand of liquid gasket remover. If a liquid gasket remover is used,
check the directions to make sure the material being cleaned will not be harmed.
Air nnwprPri nasket scraDers can save time but care must be taken to not damage the surface. The angled part of
fhe s^1?mu^SWn?fla3S surface to prevent the blade from digging into the surface. Using air powered
gasket scrapers on parts made of soft materials takes skill and care to prevent damage.
Do not scrape or brush across the gasket surface if at all possible.
235 ■* it is a me.hod
AwarningA
The praCesS ,s
AcautionA
AcautionA
used to
General Cleaning Instructions
ISM, ISMe, and QSM11 , Page i-13
Section i - Introduction
AcautionA
other parts.
shell bead blast material is sometimes used to clean ferrous metals (iron and steel). Walnut shell blasting
SS^3SSSS^S?s»=Rasss
engine parts due to the risk media embedment and subsequent contamination of the engine.
Cummins Inc. now recommends glass bead media NOT used to clean any engine parts. Glass mediaals go
fs used to blow the media after it is removed from the blasting cabinet (blowing the part off inside the cabinet may
remove large accumulations but never removes all the media).
dry and oil free before bead blasting to prevent clogging the return on the blasting machine.
Always direct the bead blaster nozzle "across" rather than directly at the part. This allows the.beadI to get under the
c°arbon9«Hhe mlchiNn^*m*rK' onThe piston groove or rim have been disturbed then there has not been enough
movement of the nozzle and/or the air pressure is too high.
M6UPP hpari h,ast valve stems Tape or use a sleeve to protect the stems during bead blasting. Direct the nozzle across
thesea"^r^a^ ^mthStrSn straight at them. The object is to remove any carbon build up and continuing
to blast to remove the stain is a waste of time.
Fuel System
When servicing any fuel system components, which can be exposed to potential contamin'^ts- Pjior to dis .assembly
clean the fittings, mounting hardware, and the area around the component to be removed. If the surrounding areas
are not cleaned, dirt or contaminants can be introduced into the fuel system.
The internal drillings of some injectors are extremely small and susceptible to plugging from contamination Some
fuel Section systems can operate at very high pressures. High pressure fuel can convert simple partces ofhrt and
rust into a highly abrasive contaminant that can damage the high pressure pumping components and fuel injectors.
Electrical contact cleaner can be used if steam cleaning tools are not available. Use electrical contact cleanerrather
than compressed air, to wash dirt and debris away from fuel system fittings. Diesel fuel on exposed fuel system parts
attracts airborne contaminants.
fibred out are Smaller than can be seen with the human eye, a magnifying glass, or a low powered m.croscope.
The tools used for fuel system troubleshooting and repair are to be cleaned regularly to a^hc°^"^-"k« ^
system parts, tools that are coated with oil or fuel attract airborne contaminants. Remember the following points
regarding your fuel system tools:
ISM, ISMe, and QSM1 1
Section i-Introduction
• Fuel system tools are to be kept as clean as possible.
• Clean and dry the tools before returning them to the tool box.
• If possible, store fuel system tools in sealed containers.
• Make sure fuel system tools are clean before use.
Acronyms and Abbreviations
ISM, ISMe, andQSM11 Page i-15
Section i - Introduction
General Information
Acronyms and Abbreviations
ISM, ISMe, andQSM11
Page i-16
Section i - Introduction
PID
Parameter Identification Descriptions
PPm Parts Per Million
psi
Pounds Per Square Inch
PTO
Power Takeoff
REPTO
Rear Power Take Off
RGT
Rear Gear Train
rpm
Revolutions Per Minute
SAE
Society of Automotive Engineers
SCA
Supplemental Coolant Addith ie
SCR
Selective Catalytic Reduction
STC
Step Timing Control
SID
Subsystem Identification Descriptic
VDC
Volts of Direct Current
VS
Variable Speed
VSS
Vehicle Speed Sensor
ISM, ISMe, and QSM11 p E
Section E - Engine and System Identification M
Page
E-6
Engine Diagrams ■ E6
Engine Views E1
Engine Identification • • " EA
Cummins® Engine Nomenclature ■ ■ "
ECM Dataplate jjp
Engine Dataplate E5
Fuel Injection Pump Dataplate
_ _. ISM.ISMe, andQSM11
Page E-b Section E - Engine and System Identification
Engine Identification
Engine Dataplate
Automotive Applications
The engine dataplate shows important facts about your
engine. The engine serial number and CPL provide data
for ordering parts and service. The engine dataplate must
not be changed unless approved by Cummins Inc.
The dataplate is located on the fuel pump side of the
engine, on the rocker housing. Have the following engine
data available when communicating with a Cummins®
Authorized Repair Location. The following information on
the dataplate is mandatory when sourcing service parts:
Engine Identification
ISM, IS Me, and QSM11
Page E-2
Section E - Engine and System Identification
00200104
00200104
2 Model
3 Horsepower and rpm rating
4 CPL
ECM Dataplate
With CM870 and CM570
The CM870 is the primary electronic control module
(ECM) for the engine.
The ECM dataplate is located on the front of the ECM.
The abbreviations on the dataplate are explained as
follows:
© C? - . ■.-:;.
19200096
Advertised
Brake Horsepower
= Interact System
QSM 11 - C 335
The Cummins® engine nomenclature provides the data as
illustrated in the graphic.
I
NOTE: The following letters, designate some of the
different market applications for a Cummins® engine.
= Brake Horsepower
• A = agriculture
L=,Market Application (See Note)
- = Displacement (Liters) • C = construction
■—•=Engine Model Designation • M = marine
• G = generator drive.
00200103
Engine Identification
ISM, ISWIe, andQSWI11 Page E-5
Section E - Engine and System Identification
Marine Applications
The Cummins® engine nomenclature provides the data as
QSM 11 - C 335
illustrated in the graphic.
h tc. © Cummins Inc.
NOTE: The following letters designate some of the
different market applications for a Cummins® engine.
• A = agriculture -= Market Application (See Note)
• C = construction — = Displacement (Liters)
• M = marine
• G = generator drive.
00200103
Vi
Part No. Part No.
fpsplga
Engine Diagrams ISM, ISMe, and QSM11
Page E-6 Section E - Engine and System Identification
Engine Diagrams
Engine Views
The following illustrations contain information about engine components, filter locations, drain points, and access
locations for instrumentation and engine controls. The information and configuration of components shown in these
illustrations are of a general nature. Some component locations will vary, depending on applications and installations
Engine Diagrams
ISM, ISMe, andQSMH
Page E-7
Section E - Engine and System Identification
19
1615 14 13 12 11 01200110
2 ECM
3 Compressor air inlet
4 Blowby measurement
7 Engine dataplate
9 Starter
12 Centinel™ (optional)
13 Fuel inlet to pump
14 Fuel filter
15 Rail pressure
15
18 17 01200109
16 Oil drain
With CM870
8
00200113
7 Fan hub
8 Vibration damper
10 Alternator.
Engine Diagrams ISM, ISMe, andQSM11
PageE-10 Section E - Engine and System Identification
With CM870
00200114
3 Blowby tube
4 Engine dataplate
5 Fuel control module dataplate
6 Engine serial number
7 Fuel control module cooling plate
8 Engine oil temperature sensor (behind fuel control module cooling plate)
9 Starter
14 Fuel pump
15 Air compressor
With CM870
00200115
With GM870
3 4
21
11
20 19 18 1716 15 14 13 12 00200116
With CM870
2 3 4 5
rip
00200117
With CM870
11200034
With CM870
I Cummins trie*
10
10200086
10
00201727
8 0O201729
8 Air compressor
3 ECM
4 Flywheel housing 9 Oil pressure sensor
00201730
15
00201 728
8 Water pump
Engine Diagrams
ISW, ISNIe, andQSMH
Page E-20
Section E - Engine and System Identification
20
19
":,.(■' ..
01200141
15
01200109
19 18
Right-QSM11 Industrial and Generator Drive
14 Water pump pressure
1 Ether hookup
11 Heater return
24 Coolant temperature pickup
Marine Applications
17200015
Marine Applications
11
17200013
7 Oil pan
14 Oil fill.
Engine Diagrams
ISM, ISMe, and QSM11
Page E-24
Section E - Engine and System Identification
Marine Applications
15600831
Marine Applications
17200017
Back-QSM11 Marine
4 Flywheel housing
1 Turbocharger
5 Alternator.
2 Air cleaner
3 Flywheel
Engine Diagrams
Page E-26 ISM, ISMe, and QSM11
Section E - Engine and System Identification
Marine Applications
17
16 15 14 13 12 11
17200014
Marine Applications
fii t; ,
15d00841
08200244
8 Aftercooler
9 Aftercooler sea water inlet
10 Water cooled exhaust manifold.
Engine Diagrams
ISM, ISMe, and QSM11 Page E-29
Section E - Engine and System Identification
Marine Applications
08200245
6 Water pump
8 Aftercooler
17200016
Top-QSM11 Marine
1 Alternator 5 Coolant fill
2 Oil fill (alternate) 6 Air cleaner
3 Intake manifold temperature sensor 7 Turbocharger
4 Intake manifold pressure sensor 8 Exhaust elbow.
ISM, ISMe, and QSM11 Page F-a
Section F - Familiarization
Section F - Familiarization
Section Contents
Page
F-40
Air Intake System - Overview F 40
General Information • " F1
Complete Engine - Overview ""^
General Information : F_60
Compressed Air System - Overview F-60
General Information ,., ; p_25
Cooling System - Overview F 25
General Information -. ' F-1
Cylinder Block - Overview 'F ^
Theory of Operation "F 65
Electrical Equipment - Overview ■ F|65
General Information '. F_gg
Engine Testing - Overview • " g
Fuel Flow Measurement on Engine or Chassis Dynamometer j.^
General Information ■ : "F47
Exhaust System - Overview ■ F 47
General Information "F43
Flow Diagram, Air Intake System ; F43
Flow Diagram F_g3
Flow Diagram, Compressed Air System •- ■ F'63
Compressed Air System F 26
Flow Diagram, Cooling System ■ f;26
Flow Diagrams v
Flow Diagram, Exhaust System F"52
Flow Diagram....,' "F11
Flow Diagram, Fuel System • "F ^
Fuel System • ' F 2n
Flow Diagram, Lubricating Oil System F 20
Engine Views F2
Fuel System - Overview ■ -"-
Installation Recommendations ■
Injectors and Fuel Lines - Overview •■•• ; ■ F'g
Theory of Operation , F 15
Lubricating Oil System - Overview F]15
General Information F"71
Vehicle Braking - Overview ; F]71
General Information..., ■ F"_71
Engine Brake Solenoid
ISM, ISMe, andQSM11
Pa9e F"b Section F - Familiarization
AcautionA
Do not replace main bearing shells without performing this inspection. Engine damage is possible if the main
bearing shells are replaced without performing this inspection.
Fretting is micro-motion between the main bearing cap and block that results in material loss at the joint. This motion
causes a loss of crankshaft to main bearing running clearance that can lead to a spun main bearing, aspun connecting
rod bearing, and/or a broken crankshaft.
There is risk when overhauling or replacing the main bearings in a block that has incurred main cap fretting. Inserting
new standard main bearing shells into a joint that has sustained sufficient loss of material can lead to zero crankshaft/
bearing clearance. This can cause the crankshaft to lock in place.
Recent long-hour engineering tests have shown the addition of Loctite® 518, a block stiffener plate, and increased
main bearing clamp loads reduces torsional motions in the main cap/block joint. Loctite® 518 adds an additional shear
strength and seals the main bearing cap/block joint from oil and debris. The stiffener plate increases block stiffness
by 15 percent and the new torque-plus-angle method increases main bearing clamp load by 1588 kg [3500 Ib].
NOTE: The inspection must be performed with the original main cap and bearing shells. During the reduction of
bearing running clearance, the original main bearing develops a wear pattern, which is an indicator of main cap
fretting.
Plastigage™ provides a fast and accurate method to check bearing clearances. Plastigage™ is a special extruded
plastic thread of a definite diameter with accurately controlled crush properties. Plastigage™ is packaged in calibrated
envelopes 12 envelopes per box. These envelopes not only protect the plastic threads but also serve directly as
scales to measure the bearing clearance. Both sides of the envelope have a printed scale of graduations. One side
is calibrated in inches, the other in millimeters. The numbers on the scale are the bearing clearances in thousandths
of an inch or millimeter. When the width of a compressed section of Plastigage™ in a bearing or journal is compared
with the appropriate-numbered graduation, the bearing clearance can be read directly from the scale.
Plastigage™ is available from a local parts store in four styles to cover different clearance ranges. Both Plastigage™
thread and its matching envelope have a distinctive color for each clearance range.
Acceptance limits were developed to make sure of proper oil film thickness between the main bearings and crankshaft.
The minimum acceptable clearance is 0.05 mm [0.002 in] for the ISM series engines. The maximum acceptable
clearance is 0.13 mm [0.005 in] for the ISM series engines. Blocks not condemned can be up-fitted with the block
stiffener plate.
The block meets acceptance limits if the main bearing bore passes inspection and can be reassembled with new
standard bearing shells if all of the following conditions exist:
• Main cap and block mating surfaces exhibit little or no fretting
• Lower main bearing shells (2 through 6) do not show copper exposure or uneven wear
• Plastigage™ (if done) is equal to or greater than 0.05 mm [0.002 in] and equal to or less than 0.13 mm [0.005 in],
The block main bearing bore does not pass inspection when the two following conditions exist:
• Main cap and block mating surfaces exhibit fretting
• Plastigage™ clearance on any main bearing (2 through 6) is less than 0.05 mm [0.002 in] or greater than 0.13 mm
[0.005 In].
Fuel System - Overview ISM, ISMe, andQSMH
PageF-2 Section F - Familiarization
Repair options for blocks with one main journal that do not meet acceptance limits and have not spun a main bearing:
Repair options for blocks with multiple main journals that do not meet acceptance limits or have spun a main bearing:
• Replace block with service block kit
Installation Publications
Install a shutoff valve between the filter and the fuel tank.
fpSvohn
AwarningA
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.
If the fuel line valve is not used, the overhead tank can
drain when the fuel filter is changed. Spilled fuel is afire
hazard.
Fuel System - Overview
ISM, ISMe, and QSM11 Page F-3
Section F - Familiarization
© Cum
©Ci
©Cm toe,
AcautionA
Never exceed the maximum capacity of the gauge or
flow meter. If the maximum is exceeded, check the
gauge against a reference gauge.
Injectors and Fuel Lines ■ Overview
ISM, ISMe, and QSM11
Page F-5
Section F - Familiarization
2 Pulsation damper
3 Solenoid valve.
tpBOOpi
On CM876 engines, fuel flows from the fuel rifle at the rear
of the engine to the aftertreatment shutoff valve. It then
flows to the aftertreatment fuel injector.
When fuel is not flowing to the injector, fuel remaining
between the aftertreatment shutoff valve number 1 and
aftertreatment fuel injector passes through ,the
aftertreatment shutoff valve number 2 and goes to drain.
ti2000k
Injection Cycle
Fuel flows past the metering check ball and into the
metering chamber. This flow continues as long as the
timing plunger is moving upward, and the injector control
valve is closed.
fi800gd
tins Inc.
Solenoid
..Valve. .
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During this time, the bias spring makes sure the metering
plunger remains stationary; that it does not drift upward
as the timing plunger moves upward. This same force
against the metering plunger results in enough fuel
pressure below the piston to keep the metering check ball
seated.
Timing
R!
Solenoid
ins Inc .
fi8O0Ql
Metering Solenoid
Plunger Otototmbm In*.
fiaoogh
Solenoid
Metering
plunge*
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fiBOOgk
fi800gl
Solenoid
QCuNMHftMinc,
fi8009m
Metering. Solenoid
Plunger.:"
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Injectors and Fuel Lines - Overview ISM, ISMe, andQSMH
PageF-10 Section F - Familiarization
'£
filOOgr
Injector Drivetrain
1 Injector
2 Injector link
3 Rocker lever
4 Push rod
5 Cam follower
6 Camshaft.
Flow Diagram, Fuel System
ISM, ISMe, andQSMH PageF-11
Section F - Familiarization
05800084
3 Fuel filter
4 Injector
6 Fuel to injector
13
05200170
Marine Applications
O5200156
3 Fuel pump
5 Fuel to injector
7 Injector
8 Fuel cooler
05800084
3 Fuel filter
4 Injector
Suite 2200
Fax:(312)827-8737
07100061
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Lubricating Oil System Overview ISM, ISMe, and QSM11
Page F-16
Section F - Familiarization
Without EGR
The use of quality engine lubricating oils, combined with appropriate oil drain and filter change intervals is a critical
factor in maintaining engine performance and durability.
Cummins Inc. recommends the use of a high quality 15W-40 multiviscosity heavy-duty engine oil that meets the
eq7 ri SS^"9-"66 n"9 S,Pecification CES 20071 or CES 20076 (such as Valvoline™ Premium Blue®
m 5 f 20°°>-1Ameri°an Petroleum Institute (API) specification CH-4 can be used as an alternative to CES
fnflL?hS e mfet API specification CG-4 can be used, but at a reduced drain interval according to the Oil Drain
Intervals by Severity of Service mi [km] chart. The oil grades CC, CD, CE, or CF has been obsoleted by API and must
JlOl UC UbGQ.
wUhTrhSnlS^ii ?arVa'f Can> ?6 rTire? with ™n°9««te oils as determined by close monitoring of the oil condition
with scheduled oil sampling. Use of single-grade oils may affect engine oil control.
Synthetic engine oils, API category III, are recommended for use in Cummins® engines operatinq in ambient
temperature conditions consistently below -25°C [-13°F], Above this temperature it is recommended the prtSleum
based multigrade lubricants be used. Synthetic OW-30 oils that meet API category III can be used in operations where
the ambient temperature never exceeds 0°C [32°F]. OW-30 oils do not offer the same level of protection against fuel
di ution as do higher multigrade oils. Higher cylinder wear can be experienced when using OW-30 oils in high-load
situations.
*" explanation of engine lubricatin9 oils for Cummins® engines. Refer to Service Bulletin
Additional information regarding lubricating oil availability throughout the world is available in the Enoine
Manufacturing Association (EMA) Lubricating Oils Data Book for Heavy Duty Automotive and Industrial Engines The
aaia dook can be ordered from:
Phone: (312)644-6610
Fax: (312)827-8737
0710006
<—p.p"j'-j-'y;f;
°C -40 -30 -20-10 0 10 20 3D 40 50
oiSOOda
STEP 3F: Check for a pin-to-pin short circuit in the engine harness.
Condition:
Turn keyswitch OFF.
Disconnect the fuel control module actuator connector from the fuel control module.
Disconnect the engine harness from the ECM.
Remove the engine harness ring terminal from the fuel shutoff valve.
win
19202563