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 Bi-
metal 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 non-
lip style seal which utilize a built in wear
sleeve and a concealed sealing lip.

Because the rotating portion of the seal

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

No wear sleeve or oversize front crankshaft

seal is available.
 Rear Crankshaft Seal
 ISDe engine uses a double dust lip-
style rear crankshaft seal in which the
rotating portion of the sealing occurs at
the contact surface between the lip of the
seal and the crankshaft.

This is unlike 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 one-
piece cast iron, cross flow design with
four valves per cylinder.
 The cylinder head has an integral
• Intake manifold
• Thermostat housing
• Internal water bypass
 The four valve per cylinder design
allows for a centered injector in the
cylinder head (3).
 Valves and Valve Seat Inserts

New exhaust valve and valve seat

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

The cylinder head has integrally cast

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

The valve stem seals are of a “top hat”

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

Cylinder head gasket is a new design for the

increased displacement 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) Fuel pressure relief valve drain
2) High pressure fuel supply fitting
from fuel pump
3) Mounting bracket (s)
4) High pressure injector supply
fitting (s)
5) Fuel pressure sensor
Fuel Injector

 The injector is manufactured

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

Injector Theory of Operation

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

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

Designed to withstand the 1600

bar fuel pressure and
pulsations

Important to follow the

installation procedure in the
manual to prevent fuel line
failure

If a leak is suspected never use

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

 A crow's foot and socket

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

CYL
Head
Fuel Rail
ISB CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return Fuel
Return

Fuel
Return
Fuel
Hand Primer Pump Return
Fuel Out

Primary
Filter
Fuel Tank
Fuel Gear
H.P. Fuel Pump Pump
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
ISB CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return

Hand Primer Pump

Fuel Out
Primary

HP Pump

HP Relief

Injector
Filter

Return

Return
Return
Fuel Tank
Fuel Gear
H.P. Fuel Pump Pump
 High Pressure Common Rail

CYL
Head
Fuel Rail
ISB CM2150 Pressure
Block
Engine Relief Valve Off Injectors
Tool

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return

Hand Primer Pump

Fuel Out
Primary

Injector
Filter

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

 Oil Pressure:
- Low idle (minimum allowed) 69 kPa [10 psi]
- At rated (minimum allowed) 207 kPa [30 psi]
 Oil-regulating valve-opening pressure range 448 kPa [65
psi] to 517 kPa [75 psi]
 Oil filter differential pressure to open bypass 345 kPa [50
psi]
 Lubricating Oil Filter Capacity 0.95 liters [1 qt]
 Maximum Oil Temperature: 138°C [280°F]
 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