QSK78 Script

CATEGORY SUBCATEGORY SCENE AUDIO

QSK78 QSK78 Overview 09800 The overall goal of this course is to assist the student in gaining the
Introduction knowledge and skills necessary to properly service the new QSK78 Engine
from Cummins.
At the conclusion of this course, the student will be prepared to:
Describe the features of the QSK78 Engine
Describe the features and operation of the fuel system
Trace the flow through the lubrication, cooling, air and fuel systems
Describe and perform unique service and troubleshooting procedures
Enter the qualification phase of QSK78 Engine training
QSK78 QSK78 Overview 10000 This program introduces the newest members of the Cummins high
Introduction horsepower family - the QSK78 engine.
This engine builds on the success of Cummins' QSK45 and 60 engines.
However, this engine does have some internal and external hardware that
is different from it predecessors.
QSK78 QSK78 Overview 10100 The QUANTUM engine control system is used on the QSK78 engine. This
Introduction electronic control system is designed to optimize engine control and reduce
exhaust emissions.
This system has the flexibility to provide precise control in a variety of off-
highway equipment applications.
QSK78 QSK78 Overview 10200 While many of the controls may be familiar to you from your work on the
Introduction QSK45 and QSK60 engines, the QSK78 has only a few interchangeable
parts with those engines.
QSK78 QSK78 Overview 10300 The QSK78 engine is a vee eighteen cylinder design with 60 degrees
Introduction between the cylinder banks and an engine displacement of 77.6 liters.
The stroke of the QSK78 is the same as the QSK45 and QSK60 engines,
190 mm. The bore of the QSK78 is increased to 170 mm.
QSK78 QSK78 Overview 10400 In order to deliver 3,500 horsepower at any altitude the QSK78 engine
Introduction utilizes a two-stage turbocharger system. For this engine, six low pressure
turbochargers supply intake air flow through two intercoolers to the six high
pressure turbochargers. The air leaving the high pressure turbochargers
passes through one of the six aftercoolers and from there, into the
cylinders. Passing the intake air through two turbochargers increases
boost to provide increased horsepower.
We will look at the turbocharger arrangement in detail in the air system
portion of this program.
QSK78 QSK78 Overview 10600 The QSK78 has a horsepower rating of 3,500 Horsepower at 1,900 RPM
Introduction and delivers a peak torque of 10,157 pound-feet at 1,500 RPM.
QSK78 QSK78 Overview 10700 The capscrews used on the QSK78 engine have a flanged head design.
Introduction This design helps to hold the capscrews in position without the use of
lockwashers. All capscrews used on the QSK78 are metric.
The torque/turn method of tightening is used in all critical applications such
as head bolts and the rod and main cap bolts.
QSK78 QSK78 Overview 10900 Lets begin by taking a look at the major components of the QSK78 engine.
Introduction The overall engine block is 254.9 mm longer than the QSK60 engine. All
threaded ports are designed for metric straight thread o-ring fittings.
QSK78 QSK78 Overview 11000 The QSK78 cylinder liner is a top counterbore lower press fit design. It
Introduction utilizes two O-ring seals and a lower crevice seal. However, the brass
sealing ring used at the top of the QSK45 and QSK60 engines is not used
on this engine.
QSK78 QSK78 Overview 11100 The block contains ten main bearing saddles.
Introduction The bearings are all the same width and are interchangeable with the main
bearings on the QSK45 and 60.

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QSK78 QSK78 Overview 11200 The crankshaft is made of forged high tensile steel. The front of the
Introduction crankshaft is 184 mm in diameter, the same size as the QSK60. The main
journal diameter is the same as the QSK60; however, the rod journal
diameter has increased to 127 mm.
The crankshaft counterweights bolt on the crankshaft. These
counterweights are matched to the crankshaft and are weighted for each
location.
QSK78 QSK78 Overview 11400 The thrust bearings on the QSK78 install on the number 6 main bearing
Introduction cap. Dowel pins are used to hold the bearings in position.
QSK78 QSK78 Overview 11500 The main caps are positioned in the block by dowel rings. The caps attach
Introduction to the engine block using two capscrews through the cap and then into the
block and also by two capscrews that come through the side of the block
and into the cap.
QSK78 QSK78 Overview 11600 The ferrous cast ductile pistons are one piece units. There are three rings
Introduction per piston.
The connecting rods are a split angle design for easier removal and
installation. The connecting rods are the same length as the rods used on
the QSK60 and may look similar. However, the part numbers are different
since QSK78 connecting rod must accept a bigger piston pin than those
used on the QSK60.
The piston pin used in this engine is hollow for reduced weight.
Two connecting rods, one from each bank, install on each crankpin journal.
QSK78 QSK78 Overview 11700 The split angle rods and the connecting rod caps have serrations on the
Introduction mating face to provide a larger clamping surface. Dowel rings locate the
rod caps that are held in place with four capscrews. The rod journal size is
larger than the QSK60 to handle the additional power and torque of this
engine.
QSK78 QSK78 Overview 11800 Each piston in the QSK78 is cooled by a pair of cooling nozzles. These
Introduction nozzles direct oil from the piston cooling rifle to the underside of the piston
head.
Cooling nozzles are all mounted on the outboard side of the cylinder for
easy access during service.
QSK78 QSK78 Overview 11900 A block stiffener plate mounts to the bottom of the block. This plate
Introduction improves the overall strength of the block and reduces engine noise.
QSK78 QSK78 Overview 12000 The oil pump contains the pressure relief valve as part of the pump
Introduction assembly. The pump mounts to the bottom of the block. An idler gear,
mounted on the pump housing connects the crankshaft gear to the oil
pump drive gear.
QSK78 QSK78 Overview 12100 The oil transfer tube connects the oil pump to the cylinder block drillings
Introduction that feed the Eliminator oil filter mounted on the right side of the block.
QSK78 QSK78 Overview 12200 The length and configuration of the oil suction tube depends on the location
Introduction and type of oil sump used. There are two options for the QSK78.
QSK78 QSK78 Overview 12300 The oil pan adapter mounts on the pan rail.
Introduction
QSK78 QSK78 Overview 12400 The addition of an oil sump increases oil system capacity and helps the
Introduction engine meet angularity requirements. The QSK78 double-deep sump gives
the oil pan a capacity of 76 US gallons.
The mounting location for the sump can vary depending on the needs of
the specific application.
QSK78 QSK78 Overview 12500 The front gear housing is unique to the QSK78 but the gasket is the same
Introduction as the QSK60.
QSK78 QSK78 Overview 12600 The camshaft bushings install into the bores in the cylinder block. The
Introduction camshaft journals are 105 mm in diameter.
QSK78 QSK78 Overview 12700 The camshafts go in next.
Introduction
QSK78 QSK78 Overview 12800 The camshaft thrust plates install on the nose of the camshafts. These
Introduction directional thrust plates must be installed with the thin side toward the
outside of the engine block.

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QSK78 QSK78 Overview 12900 The timing key installed in the nose of the camshaft adjusts the position of
Introduction the camshaft relative to the camshaft gear. This key is used to precisely set
the engine static timing.
QSK78 QSK78 Overview 13000 The camshaft gears, along with rest of the gear train, feature spur gears.
Introduction
QSK78 QSK78 Overview 13100 The water pump idler gear mounts using three bolts.
Introduction
QSK78 QSK78 Overview 13200 The right bank camshaft idler gear mounts using 4 bolts.
Introduction
QSK78 QSK78 Overview 13300 The left bank camshaft idler gear installs with 6 bolts and the accessory
Introduction drive idler gear mounts using 4 bolts. Both of these gears are compound
gears to provide the necessary modification to the gear ratio. The small
gear on each of these compound gears installs toward the engine block.
QSK78 QSK78 Overview 13400 The gear cover is located using dowel pins in the lower corners.
Introduction
QSK78 QSK78 Overview 13500 The camfollower assembly for each cylinder consists of an intake, exhaust
Introduction and injector camfollower installed on a common shaft.
This assembly mounts on the side of the engine block and is located on
two dowel rings.
QSK78 QSK78 Overview 13600 Each camfollower cover installs over three sets of camfollowers.
Introduction
QSK78 QSK78 Overview 13700 A variety of hand hole covers are used to seal the round opening in the
Introduction side of the block by each cylinder. These covers provide the desired
dipstick locations, oil fill tubes, and mounting for the oil breather tubes.
Other locations use blank covers. Each of the covers is sealed using an o-
ring.
QSK78 QSK78 Overview 13800 A single two-stage breather is located on the left bank of this engine. The
Introduction breather drains oil back into the oil pan adapter below oil level.
QSK78 QSK78 Overview 13900 While the oil coolers used in the QSK78 are the same part number as
Introduction those used in the QSK60, the QSK78 uses five of the coolers. The coolers
mount in the coolant passage located in the vee of the block. Coolant flow
around the coolers and oil flow through the coolers are both parallel. This
helps to maintain a more nearly uniform oil temperature throughout the
engine.
QSK78 QSK78 Overview 14000 The water header covers mount over the oil cooler elements and seal off
Introduction the coolant passages in the center of the engine. Brackets attached to the
water header covers help support the low pressure turbocharger frame.
QSK78 QSK78 Overview 14100 Individual head gaskets for each cylinder utilize grommets for better sealing
Introduction around the oil and coolant passages.
QSK78 QSK78 Overview 14200 These cylinder heads are similar to those used on the QSK60. They mount
Introduction using the same seven bolt pattern used on the QSK60 but two extra bolts,
located at the push rod cavity, improve clamp loading and durability.
QSK78 QSK78 Overview 14300 Replaceable valve guides and valve seats install in the cylinder head.
Introduction Four valves per cylinder install into each head.
QSK78 QSK78 Overview 14400 Valve stem seals control the flow of oil past the valve stems.
Introduction
QSK78 QSK78 Overview 14500 The springs are then held in place using spring retainers and collets.
Introduction
QSK78 QSK78 Overview 14600 The fuel injectors are a QUANTUM style open nozzle design. Each injector
Introduction is held in place by a holddown clamp.
QSK78 QSK78 Overview 14700 Cast passages in the rocker housings installed over each cylinder are
Introduction connected together with water tubes to form the water manifold.
QSK78 QSK78 Overview 14800 Guided adjustable crossheads install over each pair of intake and exhaust
Introduction valves.
QSK78 QSK78 Overview 14900 The push rods used on the QSK78 engine are unique to this application.
Introduction

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QSK78 QSK78 Overview 15000 Rocker levers for each cylinder mount on a common shaft. The intake and
Introduction exhaust rocker levers are equipped with a ground nose and are not
interchangeable with the QSK45 and 60.
QSK78 QSK78 Overview 15100 The aluminum rocker covers do not have provisions for the cylinder cutout
Introduction tool. However, CENSE is standard on the QSK78 and supports cylinder
monitoring.
QSK78 QSK78 Overview 15200 The aerodynamically designed exhaust manifolds mount toward the vee of
Introduction the engine using towers and capscrews. The sections of the exhaust
manifold connect together using stainless steel bellows to allow for thermal
expansion of the manifold. Each exhaust port in the manifold contains an
exhaust temperature sensor.
QSK78 QSK78 Overview 15300 The fuel pump drive mounts on the left bank through the back side of the
Introduction front gear housing.
QSK78 QSK78 Overview 15500 The fuel pump installs directly to the fuel pump drive.
Introduction
QSK78 QSK78 Overview 15600 Two fuel filter heads are mounted in parallel to the pan rail and contain
Introduction provisions for fuel warmers.
Six fuel filter canisters install onto the filter heads.
QSK78 QSK78 Overview 15800 Each aftercooler assembly attaches to three cylinder heads.
Introduction
QSK78 QSK78 Overview 15850 A fuel manifold attaches to the side of the aftercoolers on each bank and
Introduction runs the length of the engine.
QSK78 QSK78 Overview 15875 On the right bank a fuel block is located behind the Eliminator. Two
Introduction external fuel lines transfer this fuel to the fuel manifold.
On the left side of the engine, the fuel for the metering and timing is
directed to the fuel manifold by external plumbing.
QSK78 QSK78 Overview 15900 The Electronic Fuel Control Valve Assembly, or ECVA, attaches to the side
Introduction of the engine block. This assembly contains fuel passages, sensors, a
shutoff valve, and actuators to control the flow of timing and metering fuel
to the engine.
QSK78 QSK78 Overview 16000 Fuel lines connect the fuel pump to the ECVA.
Introduction
QSK78 QSK78 Overview 16300 An external fuel drain line connects to the fuel manifolds. Return fuel is
Introduction carried back to the tank.
QSK78 QSK78 Overview 16600 The flywheel housing gasket on the QSK78 is not reversible. The
Introduction Eliminator for this engine mounts on the right side of the engine and the
flywheel housing gasket directs the flow of oil from the Eliminator to the oil
mounting cavity in the mounting face of the flywheel housing.
QSK78 QSK78 Overview 16700 A piston cooling regulator installs on each side of the flywheel housing.
Introduction These regulators control the flow of oil from the oil manifold to the piston
cooling nozzle rifles.
QSK78 QSK78 Overview 16800 A crankshaft seal retainer on the rear of the engine holds the unitized
Introduction crankshaft seal in position.
QSK78 QSK78 Overview 16900 The flywheel, or flexplate, installed on the rear of the crankshaft has valve
Introduction set marks on the inboard side. These marks are viewed by removing the
upper starter on the right side of the engine.
QSK78 QSK78 Overview 17100 The Eliminator oil filter is standard on this engine and is always mounted on
Introduction the right side of the engine.
QSK78 QSK78 Overview 17500 The water pump drive and gear driven primary engine water pump install
Introduction on the rear of the gear cover on the right bank.
QSK78 QSK78 Overview 17600 The water inlet connection supplies coolant to the water pump from the
Introduction bypass connection or the engine radiator.
QSK78 QSK78 Overview 17700 A secondary gear driven water pump, mounted on the front of the gear
Introduction cover, provides flow to the intercoolers and aftercoolers for the LTA cooling
system.
QSK78 QSK78 Overview 17800 The unitized front crankshaft seal mounts to the gear cover.
Introduction

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QSK78 QSK78 Overview 17900 If the engine is not equipped with a water pump pulley or an accessory
Introduction drive pulley, a steel cap installs over the shaft.
QSK78 QSK78 Overview 18000 If pulleys are used on the water pump and accessory drive, drive seals
Introduction install in place of the steel cap.
QSK78 QSK78 Overview 18100 A one piece front engine support installs around the front gear cover
Introduction trunion.
QSK78 QSK78 Overview 18300 The crankshaft adapter installs on the front face of the crankshaft. This
Introduction adapter is located in the proper position by the dowel pin installed in the
crankshaft.
QSK78 QSK78 Overview 18400 The QSK78 engine uses a pulley and double vibration dampers.
Introduction
QSK78 QSK78 Overview 18500 A timing pointer installs on the gear cover. This pointer aligns with marks
Introduction on the vibration damper to position the engine correctly for engine timing or
valve set procedures.
QSK78 QSK78 Overview 18600 The engine coolant thermostat housing installs onto the top of the engine
Introduction block at the front of the engine.
QSK78 QSK78 Overview 18700 The eight engine thermostats install in the openings in the thermostat
Introduction housing.
QSK78 QSK78 Overview 18725 The LTA thermostat housing is separate from the engine thermostat
Introduction housing on the QSK78.
QSK78 QSK78 Overview 18750 Four thermostats control the temperature of the coolant in the LTA coolant
Introduction circuit.
QSK78 QSK78 Overview 18800 The water filter head installs on the right side of the engine. The two water
Introduction filters help to maintain the engine cooling system with the proper amount of
cooling system additives.
QSK78 QSK78 Overview 18900 Both the engine cooling system and the LTA system have water inlet and
Introduction outlet connections on their respective thermostat housings.
QSK78 QSK78 Overview 19000 The engine water pump bypass line connects the outlet of the thermostat
Introduction housing directly to the water pump.
QSK78 QSK78 Overview 19100 The LTA water pump also has inlet and bypass connections leading to the
Introduction LTA cooling system thermostats and radiator.
QSK78 QSK78 Overview 19200 The fan clutch for this engine is a Rockford series 270 fan clutch. It is
Introduction capable of driving fans that require up to 150 horsepower.
QSK78 QSK78 Overview 19300 The fan belt idler adjusts to apply pressure on the belt to maintain proper
Introduction belt tension.
QSK78 QSK78 Overview 19400 The fan belt idler adjusts using a turnbuckle assembly.
Introduction
QSK78 QSK78 Overview 19500 The optional alternator bracket and alternator assembly install on the gear
Introduction housing.
QSK78 QSK78 Overview 19600 The drive belt for the fan is located on the front of the engine.
Introduction
QSK78 QSK78 Overview 19700 The ECM mounts on top of the Electronic Fuel Control Valve Assembly.
Introduction
QSK78 QSK78 Overview 19800 The majority of the Quantum sensors are found on the left side of the
Introduction engine.
QSK78 QSK78 Overview 19900 The engine wiring harness connects the ECM to each of the sensors and to
Introduction the output devices.
The CENSE module and connecting harness attaches to the right rear side
of the engine.
QSK78 QSK78 Overview 20000 The engine barring device installs on the front of the flywheel housing, on
Introduction the right side of the engine, in the lower opening.
QSK78 QSK78 Overview 20050 The engine pre-luber installs on the right rear side of the block, just above
Introduction the pan rail.
QSK78 QSK78 Overview 20100 The standard lifting arrangement requires the use of four lifting hooks.
Introduction
QSK78 QSK78 Overview 20200 The six QSK78 high pressure turbochargers install onto the exhaust
Introduction manifolds.

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QSK78 QSK78 Overview 20300 The turbocharger frame support brackets attach to the sides of the cylinder
Introduction heads and support the frame assembly for the six low pressure
turbochargers.
QSK78 QSK78 Overview 20400 The bellows connections attach to the exhaust outlet of each of the
Introduction turbochargers.
QSK78 QSK78 Overview 20500 The transfer connections install onto the turbocharger frame and connect to
Introduction the bellows.
QSK78 QSK78 Overview 20600 The six, low pressure turbochargers install onto the transfer connections.
Introduction
QSK78 QSK78 Overview 20700 Bellows connections attach the low pressure turbochargers to the two
Introduction exhaust outlet connections.
QSK78 QSK78 Overview 20800 An intercooler installs at both the front and rear of the engine.
Introduction The air inlet and outlet pipes connect the intercoolers to the low pressure
and high pressure turbochargers.
QSK78 QSK78 Overview 20900 The air crossover connections direct the flow of air from the high pressure
Introduction turbochargers to the aftercoolers.
QSK78 QSK78 Overview 21000 All of the turbochargers are cooled and lubricated using engine oil. The
Introduction turbocharger oil supply lines deliver oil to the turbochargers from the oil
manifold. The oil drain lines return oil from the turbochargers to the engine
block.
QSK78 QSK78 Overview 21100 The six high pressure turbochargers also have water cooled bearing
Introduction housings. Coolant is supplied from three of the water header plates in the
vee and returned from the turbochargers to the water manifolds.
QSK78 QSK78 Overview 21200 Coolant lines from the LTA water pump supply coolant to the intercoolers,
Introduction and aftercoolers.
QSK78 QSK78 Overview 55000 This completes our overview of the Cummins QSK78 engine.
Introduction
QSK78 QSK78 Overview 60000 (NO AUDIO-Continuous Build of Engine)
Introduction
Base Engine Familliarization 09000 The vee of the block is set to a 60 degree angle.
Base Engine Familliarization 09900 Each of the 140 mm hand hole openings is sealed using a cover plate and
o-ring. The covers on the QSK78 are interchangeable with the covers for
the QSK45 and 60 engines. The round openings improve the strength of
the block while providing access for service to the rod bearings and piston
cooling nozzles.
Base Engine Familliarization 10000 The QSK78 block casting is 254.9 mm longer than the QSK60 engine.
Base Engine Familliarization 10100 The block includes integral crossover passages connecting the fuel
metering and timing supply, from the left side to the right side of the block.
Base Engine Familliarization 10200 The block has essentially the same coolant flow around the cylinder liners
as the QSK60. This design results in a counterbore depth of approximately
14 mm.
Base Engine Familliarization 10500 The fittings in the block utilize straight-thread o-ring metric fittings for better
sealing capability when compared with tapered pipe-thread fittings.
Base Engine Familliarization 10600 The engine has replaceable cylinder liners. The liner is the same in length
as the QSK45 and 60 liners since this engine has the same stroke as
those. The lower press fit area under the liner flange "locates" the liner in
the block.
Base Engine Familliarization 10800 The QSK78 liner is unique in several ways. In addition to the large bore it
utilizes the counterbore to liner contact area to provide a seal. Liner
protrusion on the QSK78 is also unique. The specified liner protrusion is
between 0.07 to 0.15 mm.
Base Engine Familliarization 10825 A crevice seal and two "O" shaped rings install on the liner.
The crevice seal and the middle, black ring provide the lower coolant cavity
seal.
The bottom, red ring prevents the oil from migrating into the coolant around
the liners.
Base Engine Familliarization 10900 The crankshaft has a 184 mm crankshaft nose. This makes the front
crankshaft nose and the rear crankshaft flange the same diameter.
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Base Engine Familliarization 11100 The main crankshaft journals are the same diameter as the journals on the
QSK60 engine. Rod journals on the QSK78 are 127 mm an increase in size
from the 120.6 mm journals used on the QSK60.
Base Engine Familliarization 11200 The main caps are all the same width and are located by dowel rings. The
caps are matched to each of the bearing saddles.
The thrust bearings are held in position by dowel pins on the side of the
number 6 cap on the QSK78. Each of the caps are held in place by four
capscrews, two that install through the cap and into the block on each side
of the saddle, and two that install through the side of the engine block and
into the side of the cap.
Base Engine Familliarization 11300 The main caps are torqued using the torque plus turn method of
installation. The main bearing capscrews are torqued to specification first.
After all of the main capscrews are torqued, the side capscrews for the right
bank are torqued first and then the side capscrews for the left bank. Refer
to the service literature for complete details.
Base Engine Familliarization 11400 The pistons are ferrous cast ductile for durability.
Base Engine Familliarization 11500 The piston pin bore diameter has been increased. Bronze bushings in the
pin bores improve thermal resistance and load carrying capacity. The
assembly uses a hollow piston pin to reduce weight.
Base Engine Familliarization 11600 QSK78 pistons use a conventional three ring pack design. The top ring
material is Nitride Stainless Steel using a keystone design.
The intermediate ring is made of steel using a keystone design.
The bottom, or oil control ring is steel using an "I" cross section design and
a coil type expander. Oil drain back holes in the piston oil control ring
groove allows oil to return to the oil sump.
Base Engine Familliarization 11700 The split angle design connecting rod provides for easier installation and
removal. The matched rod and rod cap assembly uses dowel rings for
alignment. The serrated rod to cap mating face provides for additional
clamping surface. The 320.6 mm rod is the same length as the QSK60 rods
when measuring between the center of the rod bores. The rod bearing
diameter has been increased to handle the greater loads created by the
larger bores and dual staged turbocharging.
Base Engine Familliarization 11800 Four capscrews hold each of the connecting rod caps to the connecting
rods. The capscrews install using the torque plus turn method of
installation.
Base Engine Familliarization 12000 Two piston cooling nozzles for each cylinder spray oil to lower the piston
crown temperature. The galleries in the piston direct the flow of oil from the
nozzles across the piston to provide improved cooling.
Base Engine Familliarization 12100 The block stiffener plate mounts to the engine pan rail. The plate provides
additional strength to the block.
Base Engine Familliarization 12200 The QSK78 utilizes one crankcase breather. It is located on the left bank of
the engine. This breather drains back to the oil pan adapter below the oil
level.
A single blowby sensor installs on the breather outlet tube.
Base Engine Familliarization 12250 The camshaft journals are the same diameter as those on the QSK60;
however, the camshaft is longer with significantly different valve lobe
profiles.
Base Engine Familliarization 12300 The camfollowers and shafts install onto the side of the engine block over
dowel rings. The shaft and bore diameter are the same as on the QSK60.
The shafts have a lubrite coating for improved shaft wear characteristics
from contact with the parent bores in the camfollowers.
Base Engine Familliarization 12400 The pin holding the micro-finished complex crown rollers in the followers
must be frozen in liquid nitrogen prior to installation. Due to this tight press
fit, the camfollower rollers are not serviceable in the field.

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Base Engine Troubleshooting 10000 Some troubleshooting, repair, and service procedures for the QSK78
and Repair engine require specialized service tools. Although similar in function with
previous QSK service tools, these tools may have been redesigned to
accommodate changes made on the QSK78 engine. Service tools used
when working on the components of the engine block include:
Lifting Straps and Engine Lifting Fixture
Liner Puller
Liner Press Tool
Camshaft Pilot and C-clips
Connecting Rod Piston Assembly Pusher
Piston Ring Expander
Piston Ring Compressor
The use of some of these tools are covered in more detail in
troubleshooting procedures in this section.
Base Engine Troubleshooting 10100 The lifting straps and engine lifting fixture shown here are used on the
and Repair QSK78 engine. These straps are designed to hold over three times the
weight of the engine. Although these straps have additional lifting capacity
than the previous lifting chains, they weigh considerably less.
When lifting the engine, the brackets mounted to the rocker lever housing
must be torqued to specification to avoid injury or engine damage.
Additional lifting straps are supplied with each engine. These straps attach
to the engine mounted brackets.
Base Engine Troubleshooting 10500 The Camshaft Pilot helps to align the camshaft for proper removal and
and Repair installation. In addition to the pilot, C shaped clips fit over the camshaft
valve lobes to assist with camshaft removal and installation. These tools
are needed due to the large camshaft bore diameter and camshaft weight.
Since the flywheel housing now covers the bore, the pilot tool was
designed for installation and removal through the opening in the side of the
block.
Base Engine Troubleshooting 10600 Installation of the C-clips on the camshaft is vital to ensure that the
and Repair camshaft is properly supported during removal or installation. Without the
clips, or with the clips installed incorrectly, the camshaft drops as it moves
through the length of the block. This could cause damage to the lobes or
the bushings.
Base Engine Troubleshooting 10650 The first step in camshaft removal is to remove the rocker levers, push
and Repair tubes, and camfollowers. Then remove the thrust plate capscrews.
Base Engine Troubleshooting 10700 Bar the engine until the camshafts' keyways are close to the 12:00 position.
and Repair Timing marks on the camshaft gears will align with the alignment holes in
the gear housing. The right camshaft gear alignment hole is in the 1 o'clock
position. The left camshaft gear alignment hole is in the 11 o'clock position.
Base Engine Troubleshooting 10750 The C-clips install on the valve lobes opposite the lobe peak.
and Repair
Base Engine Troubleshooting 10800 For the QSK78 right and left bank camshafts, install the C-clips on the
and Repair valve lobes as indicated by this chart. Installing the clips will require the
camshaft to be rotated slightly in one direction or another. Check the clips
to ensure they are centered on the shaft. However, the camshaft should
always be returned to the position with the key at 12:00 before pulling the
camshaft.
Base Engine Troubleshooting 11000 With the C-clips in place, move the camshaft forward until the rear
and Repair camshaft bearing journal is in the next bore forward. This provides access
to the rear of the camshaft through the rear camfollower opening.
Base Engine Troubleshooting 11100 Insert the pilot tool. Push the pilot forward until it is flush with the end of the
and Repair camshaft. Tighten the nut until it is snug. This keeps the pilot in the bore as
the camshaft is being removed.

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Base Engine Troubleshooting 11200 A slight back-and-forth rotation movement will be required to free the shaft
and Repair during removal and installation. However, do NOT excessively rotate the
camshaft as it is pulled from the engine. Excessively rotating the camshaft
causes the C-clips to "lock-up" in the camshaft bore.
Steadily pull the camshaft forward until about one-half of the camshaft
extends outside the block.
Base Engine Troubleshooting 11300 Using nylon slings and a hoist, support the camshaft. Apply a slight upward
and Repair pressure to maintain camshaft alignment as it is removed from the bore.
Continue to pull on the camshaft until it is out of the block.
Base Engine Troubleshooting 11500 When installing the camshaft, make sure the camshaft is clean and
and Repair properly lubricated. Place the C-clips in the same position used for
removal. Install the pilot in the rear of the camshaft. Support the camshaft
with a nylon sling and a hoist until one-half of the camshaft is installed in
the engine. Position the thrust plate with the wide section toward the center
of the engine, for correct alignment. Remember to push the camshaft
straight in. Excessive rotation can cause the C-clips to become locked in
the camshaft bore.
Base Engine Troubleshooting 11600 When the rear camshaft journal is in the next to last camshaft bore, remove
and Repair the pilot from the rear of the camshaft.
Base Engine Troubleshooting 11700 With the camshaft fully installed, thread the t-handle tool into the clips and
and Repair use it to remove the C-clips.
Base Engine Troubleshooting 11800 Complete the procedure by installing the camshaft thrust plate capscrews.
and Repair Then, check the injection timing. Refer to Ends Troubleshooting and Repair
in this program for additional information on this procedure.
Base Engine Troubleshooting 25000 To remove the piston and liner, begin by removing the cylinder head. Refer
and Repair to the Head Troubleshooting and Repair section for more information about
this procedure.
Remove the components to access the rod caps. This can be done through
the hand hole covers or by removing the oil pan.
Base Engine Troubleshooting 25100 If there is any indication that the piston cooling nozzle may be misaligned,
and Repair the nozzle must be replaced. Operating an engine with a misaligned
cooling nozzle will damage the cylinder due to piston overheating. Both
nozzles for a cylinder are mounted individually on the outboard side of the
engine.
Base Engine Troubleshooting 25200 Bar the engine to locate the piston in the best position for removing the
and Repair piston cooling nozzles.
Base Engine Troubleshooting 25300 Remove the capscrews that mount the nozzles to the block and remove the
and Repair nozzles.
Base Engine Troubleshooting 25350 Handle the piston cooling nozzles with care. If the nozzle is damaged, or if
and Repair it is suspected that the nozzle may be bent, the nozzle must be replaced.
Base Engine Troubleshooting 25400 The rod and cap must have the cylinder number marked on it.
and Repair
Base Engine Troubleshooting 25500 Bar the engine toward top dead center for the piston being removed, to
and Repair provide access and clearance for connecting rod removal.
Base Engine Troubleshooting 25600 Loosen the capscrews until there is 6 mm of clearance between the rod
and Repair cap and the capscrew head.
Base Engine Troubleshooting 25700 Using a mallet, tap the connecting rod capscrews until the connecting rod
and Repair cap and the rod separate. Remove the capscrews and the cap.
Base Engine Troubleshooting 25800 Install the piston assembly pusher tool into the connecting rod to assist in
and Repair removing the piston assembly. Push the piston and connecting rod up until
the piston rings are above the cylinder liner.
Base Engine Troubleshooting 25850 Remove the piston assembly pusher tool.
and Repair
Base Engine Troubleshooting 25900 Carefully remove the piston and rod assembly. The clearance between the
and Repair rod and the liner is relatively small.
Base Engine Troubleshooting 26000 A redesigned liner puller is used to remove the cylinder liner from the
and Repair engine block. The center bar puller with a larger foot is needed to fit the
larger bore of the QSK78 liner.

9
 QSK78 Script
Base Engine Troubleshooting 26100 Install a puller in the cylinder liner and pull the liner.
and Repair
Base Engine Troubleshooting 26600 Refer to the service literature for liner and counterbore cleaning and
and Repair inspection procedures.
Base Engine Troubleshooting 26700 Liner protrusion is determined by the thickness of the liner flange, and the
and Repair counterbore depth in the engine block. There is no brass sealing ring under
the liner flange on this engine. However, liner shims may be used during
repair to correct liner protrusion.
These shims vary in thickness and may be different for each cylinder being
repaired.
Base Engine Troubleshooting 26900 Install the crevice seal. The beveled-edge of the seal must be positioned
and Repair toward the bottom of the liner. Install the black o-ring in the middle groove.
Install the red o-ring in the bottom groove.
Base Engine Troubleshooting 27000 Use vegetable oil to lubricate the liner rings and lower bore.
and Repair
Base Engine Troubleshooting 27050 Slide the liner into the bore. Snap it into place.
and Repair
Base Engine Troubleshooting 27100 The liner press tool, is used to install the QSK78 cylinder liners. The press
and Repair tool has been designed to accommodate the metric bolt pattern of the
QSK78 cylinder head. The press will only install on 1 or 2 bolt patterns. Use
the tool to press the liner into the bore.
Base Engine Troubleshooting 27200 With the liner press tool in place, measure the liner protrusion. If the
and Repair protrusion is not correct, the liner must be removed. The protrusion can be
adjusted by machining the counterbore ledge and installing the correct
thickness shim.
Refer to the service literature for the liner bore measuring procedure and
specifications.
Base Engine Troubleshooting 27400 Using a lint free cloth, clean the connecting rod and the bearing shells.
and Repair Install the rod bearing in the connecting rod and the lower bearing shell in
the rod cap. Make sure the tangs are positioned in the slot of the rod and
cap. Position the ends of the bearings even with the mounting surfaces.
Lubricate the bearing surfaces with clean engine oil.
Base Engine Troubleshooting 27600 Lubricate the connecting rod capscrews with clean engine oil.
and Repair
Base Engine Troubleshooting 27700 Lubricate the entire bore of the cylinder liner with clean engine oil.
and Repair
Base Engine Troubleshooting 27850 Install the rings on the piston. Lubricate the piston rings with clean engine
and Repair oil until the rings are covered. Allow excess oil to drip off the piston.
Base Engine Troubleshooting 27875 Rotate the crankshaft and position the journal for the rod being installed to
and Repair provide access and clearance for connecting rod installation.
The connecting rod is installed with the long side of the rod and the bearing
tang towards the inboard side of the cylinder.
Base Engine Troubleshooting 27900 Rotate the rings until the ring gaps are 120 degrees apart. Make sure that
and Repair none of the gaps align with the piston pin bore.
Base Engine Troubleshooting 28000 Install the QSK78 piston ring compressor on the piston with the tapered
and Repair end toward the piston skirt.
Base Engine Troubleshooting 28200 Align the rod with the crankshaft journal. Install the rod and piston until the
and Repair ring compressor touches the block. Hold the ring compressor firmly against
the block. Use a wooden hammer handle to push the piston into the liner.
Base Engine Troubleshooting 28300 Push the piston into the bore until the rod bearing contacts the crankshaft
and Repair journal.
Base Engine Troubleshooting 28400 Install the connecting rod cap. Install the capscrews.
and Repair
Base Engine Troubleshooting 28500 Tighten the connecting rod capscrews alternately and evenly to seat the
and Repair cap. Torque the capscrews to specification.
Base Engine Troubleshooting 28600 Check the side clearance between the connecting rods.
and Repair

10
 QSK78 Script
Base Engine Troubleshooting 28800 Install both piston cooling nozzles using the appropriate capscrews.
and Repair Torque to specification.
Base Engine Troubleshooting 29100 Install all of the remaining components removed for this procedure.
and Repair
Cylinder Head Familliarization 10000 QSK78 engine uses one head per cylinder. The head is bolted down with
seven bolts around the combustion area. Two additional bolts at the push
rod cavity improve load clamping and therefore cylinder head durability.
Cylinder Head Familliarization 10100 The cylinder head is made of gray cast iron. The air passages are designed
to improve fuel economy, performance, and emissions.
Cylinder Head Familliarization 10200 Replaceable valve guides install into the cylinder head.
The replaceable valve seat inserts install in the combustion face of the
cylinder head.
Cylinder Head Familliarization 10250 The cylinder head contains three integral fuel passages - timing, metering,
and drain.
Cylinder Head Familliarization 10300 The intake valves are nitrited for durability. Premium exhaust valves are
used.
Cylinder Head Familliarization 10350 Due to the natural tendency for the valves in this engine to rotate, no valve
rotators are necessary on the QSK78.
Cylinder Head Familliarization 10400 The seals installed on the top of the valve guides seal the valve stems and
control the amount of oil lubricating the valve guide.
Cylinder Head Familliarization 10500 The same part number single valve springs are used on both the intake
and exhaust valves.
Cylinder Head Familliarization 10600 The head gasket is a steel plate with grommets around all of the oil
passages, coolant passages, and capscrew holes.
Cylinder Head Familliarization 10700 The rocker levers are unique to the QSK78. These levers have a ground
nose.
Cylinder Head Familliarization 10800 The guided, adjustable crossheads transfer the downward force from the
valve rocker levers to the pairs of intake and exhaust valves for each
cylinder.
Cylinder Head Familliarization 15261 The push rods are unique to the QSK78.
Cylinder Head Troubleshooting 12000 Some troubleshooting, repair, and service procedures for the QSK78
and Repair engine require specialized service tools. Although similar in function to
QSK45 and 60 service tools, some of these tools have been redesigned to
accommodate changes made on the QSK78 engine. Service tools used
when working on the components of the cylinder head include:
Injector Puller
Injection Timing Tool Adapter
Cylinder Head Capscrew Length Gauge
Valve Spring Compressor
Valve Stem Seal Installation Tool
The use of some of these tools are covered in more detail in
troubleshooting procedures in this section.
Cylinder Head Troubleshooting 12200 The Injector Puller is used to remove the injector from the QSK78 engines.
and Repair This puller fits the QSK45, 60 and 78 style injector. This injector style is the
same as the injector used on the QSK19 engine.
Cylinder Head Troubleshooting 12500 The Cylinder Head Capscrew Length Gauge is a measuring device used to
and Repair determine if a cylinder head capscrew can be reused or if it has been
stretched beyond its usable length. Simply place the head of the capscrew
on the notched end of the gauge and if the threaded end of the capscrew
touches the gauge it is stretched beyond its usable length and must be
discarded.
Cylinder Head Troubleshooting 12700 The valve spring compressor compresses all four of the valve springs so
and Repair that the collets, retainers, and valve springs can be removed without
removing the cylinder head. This tool fits the QSK78 valve arrangement
and uses the appropriate metric thread to match the cylinder head.
Cylinder Head Troubleshooting 13000 The Valve Stem Seal Installation Tool is used to properly seat the valve
and Repair stem seals.

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 QSK78 Script
Cylinder Head Troubleshooting 13200 Remove the fuel drain line from the front of the fuel manifold. Disconnect
and Repair the fuel supply lines at the center of the fuel manifold. Remove the six
capscrews attaching the fuel manifold to each aftercooler.
Cylinder Head Troubleshooting 13300 Remove the sensor connectors and retainer clips.
and Repair
Cylinder Head Troubleshooting 13310 Remove the turbo air supply tube to the aftercooler.
and Repair
Cylinder Head Troubleshooting 13320 Remove the retainer bolts for the water tube supply and return.
and Repair
Cylinder Head Troubleshooting 13330 Remove the top interconnection between the aftercoolers.
and Repair Remove the retainer clip for the lower interconnection and slide the tube
into the adjacent cooler.
Cylinder Head Troubleshooting 13340 Attach a lifting device. Remove the aftercooler bolts. Pry the aftercooler
and Repair supply and return coolant lines out of the water manifold.
Remove the aftercooler.
Cylinder Head Troubleshooting 13450 Remove the water tube clips. Remove the LTA water tubes.
and Repair
Cylinder Head Troubleshooting 13500 Remove any remaining debris around the cylinder head that is being
and Repair removed.
Cylinder Head Troubleshooting 13525 On some cylinder heads it may be necessary to remove a lifting bracket
and Repair before continuing with the rest of the procedure.
Cylinder Head Troubleshooting 13550 Remove the rocker cover and rocker levers for the cylinder head being
and Repair removed. Remove the crossheads and push rods.
Remove the injector and holddown clamp from the engine.
Cylinder Head Troubleshooting 13600 Remove the turbo water return from the turbo and the manifold. Remove
and Repair the clips from the water tube. Lubricate the water tube o-rings with
penitrating oil. Push the tubes on the left bank toward the rear of the engine
and push the tubes on the right bank toward the front of the engine.
Cylinder Head Troubleshooting 13620 Before removing a cylinder head, clean the top of the engine. On the
and Repair QSK78 engine it may be necessary to remove a two stage frame support
bracket before removing a rocker housing and cylinder head.
Cylinder Head Troubleshooting 13630 The rocker lever housing is located by dowel pins. Remove the rocker lever
and Repair housing and discard the gasket.
Cylinder Head Troubleshooting 13635 The water manifold tube can be removed to gain access to the exhaust
and Repair bolts.
Remove the exhaust manifold mounting capscrews for the cylinder head
being removed.
Cylinder Head Troubleshooting 13640 Remove the nine cylinder head mounting capscrews and remove the
and Repair cylinder head. Remove and discard the cylinder head gasket.
Cylinder Head Troubleshooting 13650 Clean the top of the cylinder block, cylinder liners, and capscrew holes.
and Repair
Cylinder Head Troubleshooting 13655 Refer to the service literature for additional information concerning cylinder
and Repair head inspection.
Cylinder Head Troubleshooting 13657 Before installing the cylinder head, use a molybdenum based lubricant on
and Repair the capscrews threads and under the head of the capscrew.
Cylinder Head Troubleshooting 13660 When installing the cylinder head, use the torque plus turn procedure and
and Repair steps listed in the service literature.
The two smaller diameter capscrews have a different specification for
installation.
Cylinder Head Troubleshooting 13670 When installing the fuel manifold, it must be torqued to the aftercoolers in
and Repair the proper sequence. Refer to the service literature.
Cylinder Head Troubleshooting 13680 Install the remaining components removed for this procedure.
and Repair
Cylinder Head Troubleshooting 14000 Two crankshaft revolutions are required to adjust all of the valves and
and Repair injectors. Both intake and exhaust valves for three cylinders and the
injectors for three different cylinders are adjusted at the same index mark
before rotating the crankshaft to the next mark.

12
 QSK78 Script
Cylinder Head Troubleshooting 14200 Each cylinder has three rocker levers. When facing the engine from the
and Repair side the rocker lever on the left is the intake lever and the lever on the right
operates the exhaust valves. The center rocker is for the injector.
Cylinder Head Troubleshooting 14300 The engine has valve and injector adjustment marks located on the
and Repair vibration damper. These marks align with a pointer on the front cover to
indicate engine position.
Valve and injector adjustment marks are also located on the inboard side of
the flywheel. When using the flywheel marks it is necessary to remove an
upper starter.
Cylinder Head Troubleshooting 14350 The valve and injector adjustment chart located in the service literature
and Repair indicates which cylinders are adjusted at each adjustment mark.
Cylinder Head Troubleshooting 14400 Remove the clip and push the barring device shaft toward the flywheel. The
and Repair barring device must be rotated counterclockwise to turn the crankshaft in
the direction of normal rotation. Use the barring device and rotate the
engine until one of the index marks is aligned with the indicator mark or
pointer.
Cylinder Head Troubleshooting 14500 The valves are ready to be adjusted on the three cylinders that have both
and Repair intake and exhaust valves closed. Loose rocker levers indicate the valves
are closed.
Cylinder Head Troubleshooting 14600 However, if the rocker levers have just been installed and have not been
and Repair adjusted, hold both rocker levers for each of the indicated cylinders against
the crosshead. Turn down each of the adjusting screws until it just touches
the push rod. Turn down the locknuts until they just touch the levers. A
cylinder that has the push rods at approximately the same height is ready
for valve adjustment. The number of threads visible above the adjusting nut
will not be the same. There will be more threads visible on the intake
adjusting screw than on the exhaust.
Cylinder Head Troubleshooting 14700 Crosshead adjustment must always be made before attempting any valve
and Repair adjustment.
Start by loosening the crosshead adjusting screw locknut. Back off the
crosshead adjusting screw at least one full turn.
Cylinder Head Troubleshooting 14725 Hold the crosshead down against the guide.
and Repair Turn the adjusting screw in until it just touches the top of the valve stem but
does not raise the crosshead.
Cylinder Head Troubleshooting 14750 Hold the adjusting screw in this position and tighten the locknut to the
and Repair specified torque. The adjusting screw must not turn when the locknut is
tightened.
Cylinder Head Troubleshooting 14800 To adjust the valves, select a feeler gauge for the correct intake valve lash
and Repair specification. Insert the gauge between the pad of the intake rocker lever
and the crosshead.
Cylinder Head Troubleshooting 14900 Turn the adjusting screw down against the feeler gauge. The "torque"
and Repair method or the "feel" method may be utilized. Refer to the service literature
for more details.
Cylinder Head Troubleshooting 15000 Hold the adjusting screw in position and tighten the locknut. Torque the
and Repair locknut to specification. Remove the feeler gauge. If the gauge cannot be
removed the lash is too tight.
Cylinder Head Troubleshooting 15100 Repeat the setting procedure, using the correct feeler gauge, for the
and Repair exhaust rocker lever.
Cylinder Head Troubleshooting 15200 Refer to the valve and injector adjustment chart to determine the proper
and Repair mark to adjust the injector for each cylinder.
Cylinder Head Troubleshooting 15300 Be sure the parts of the injection train are in alignment and squeeze the oil
and Repair out of the injector by tightening the adjusting screw to the value shown in
the service literature specification. If the screw chatters during injector
setting, repair the screw and lever as required.
Cylinder Head Troubleshooting 15400 Loosen the adjusting screw at least one full revolution. Tighten the
and Repair adjusting screw again to the final setting listed in the service literature.
Cylinder Head Troubleshooting 15700 Do not hold the adjusting screw in position while tightening the adjusting
and Repair screw lock nut. Torque the locknut to specification.

13
 QSK78 Script
Cylinder Head Troubleshooting 15900 Rotate the engine to the next setting position and continue until all of the
and Repair valves and injectors have been set.
Ends Familiarization 10200 The gear housing attaches to the front of the engine block and contains the
QSK78 gear train.
Ends Familiarization 10250 The gear cover to housing gasket is an edge molded gasket.
There are also two smaller gaskets that install on the gear cover. These
gaskets provide a seal to allow oil to flow into the cover and then on to the
three bushings in the cover.
Ends Familiarization 10300 The front gear train features spur gears.
Ends Familiarization 10400 The crankshaft gear uses the force of the turning crankshaft to drive all of
the other gears.
The crankshaft gear is a two piece gear with different tooth counts on the
front and rear pieces. The front portion of the gear has 65 teeth and drives
the accessory compound idler and cam compound idler gears. The rear
portion of the crankshaft gear has 78 teeth and drives the water pump idler
and lube pump idler gears.
Ends Familiarization 10500 The oil pump drive gear attaches to the oil pump. The oil pump mounts on
the pan rail at the front of the engine block with the oil pump idler gear
meshing with the bottom side of the crankshaft gear.
Ends Familiarization 10550 The idler gear shafts install in the front gear housing. The left bank
compound idler shaft mounts with the oil holes positioned vertically. The
other idler shafts have the oil holes positioned differently. The thrust
washers install with the oil grooves facing toward the gears.
Ends Familiarization 10600 The Water Pump Drive Idler Gear installs using three capscrews. The gear
for the water pump drive meshes with this idler.
Ends Familiarization 10700 The other two idler gears that mesh with the crankshaft gear are compound
gears. The cam compound idler mounts using six capscrews while the
accessory compound idler mounts using four capscrews. With both idler
gears the smaller portion of the gear is the inboard side of the gear and the
larger, outer gear portion meshes with the crankshaft.
The right bank camshaft idler gear also mounts using four bolts.
Ends Familiarization 10800 The smaller inboard gear of the Accessory Drive Idler meshes with the
Accessory Drive Gear. The Accessory drive gear is used to drive the fuel
pump and the LTA water pump.
Ends Familiarization 10900 The smaller inboard gear of the Left Bank Camshaft Idler meshes with the
Left Bank Camshaft Gear, rotating the left bank camshaft in a clockwise
direction.
Ends Familiarization 11000 The smaller inboard gear of the Left Bank Camshaft Idler also meshes with
the Right Bank Camshaft Idler Gear. This idler gear drives the Right Bank
Camshaft Gear, in a counterclockwise direction.
Ends Familiarization 11300 For engine timing, the crankshaft gear, left bank compound idler, and
camshaft gears all must be timed. The camshaft gears are timed using pins
placed in the gear housing to hold the camshaft gears in the desired
location.
Final setting of the static engine timing is accomplished using camshaft
offset keys.
Ends Familiarization 11400 The vibration dampeners and adapter are doweled to the end of the
crankshaft for positive location. It is necessary for the position of the
vibration damper to be controlled since the marks on the damper are used
for engine position during overhead adjustment.
Ends Familiarization 11450 The accessory drive, water pump, and front and rear crankshaft seals are
all of a unitized seal design.
Ends Familiarization 11500 Although the front and rear crankshaft seal diameters are the same, the
mounting flanges prevent each of the seals from being installed on the
wrong end. The directional grooves in the seal require that the different
seal is used on each end.
Ends Familiarization 11550 If the accessory drive or the water pump drive does not utilize a pulley, a
steel cap is installed instead of the unitized seal. This cap fits over the
component shaft and seals this area of the front cover.
14
 QSK78 Script
Ends Familiarization 11600 Optional pulleys can be installed on the water pump to drive an optional
alternator, freon compressor, or other accessories.
Ends Familiarization 11700 If a belt driven cooling fan is installed, it mounts on a fixed center hub and
is belt driven by the crankshaft pulley.
Ends Familiarization 11800 The fan drive utilizes a turnbuckle style belt tensioner installed on the front
of the engine.
Ends Familiarization 15000 The flywheel housing for the QSK78 is the same housing that is used on
the QSK60. An oil manifold on the inboard side of the flywheel housing
supplies oil to the main oil rifle, piston cooling rifles, camshaft rifles, and
turbochargers. The manifold also has provisions for oil sensor locations
and OEM taps.
Ends Familiarization 15100 An edge molded steel plate gasket provides the seal between the flywheel
housing and the block. Because the Eliminator is standard on this engine
and always mounts on the right side of the block the gasket is not
reversible.
Ends Familiarization 15200 The flywheel housing seals the end of the engine block at the back of each
of the camshafts.
Ends Familiarization 15300 The front face of the flywheel housing has four mounting locations for
various components. Three of these holes are used for starters. An engine
barring device is installed in one of the lower holes of the flywheel housing.
A starter must be removed from one of the upper access ports to view the
valve set marks.
Ends Familiarization 15400 The flywheel housing offered for the QSK78 is an SAE "00" housings that
has three magnetic pickup locations, at 10, 11, and 1 oclock positions as
viewed from the rear. Two magnetic pickup holes are currently dedicated
for use by OEM/customers. One location is currently used for the engine
ECM and CENSE monitoring/control in the 11 oclock position. All magnetic
pickup holes available are M22 STORM threads.
The QSK78 "00" flywheel has a 168 tooth ring gear and is unique to this
engine due to the valve set markings.
Ends Troubleshooting 10200 Some troubleshooting, repair, and service procedures for the QSK78
and Repair engine require specialized service tools. Service tools used when working
on the components of the front and rear end include:
Pulley Installation Tool
Front and Rear Crankshaft Seal Removal and Installation Tool
Camshaft Gear Puller
The use of some of these tools are covered in more detail in
troubleshooting procedures in this section.
Ends Troubleshooting 10501 The Pulley Installation Tool is used to install the water pump drive and
and Repair accessory drive pulleys on the drive shafts on the front gear train. This tool
accommodates the increased shaft lengths and the metric mounting
hardware.
Ends Troubleshooting 10701 The front and rear crankshaft seal installation tool is used to remove and
and Repair install the new front and rear crankshaft oil seals.
Ends Troubleshooting 10901 The robust Camshaft Gear Puller is used to remove either of the camshaft
and Repair gears. This tool has been designed to accommodate the size of these
camshaft gears and to withstand the press fit of the gears.
Ends Troubleshooting 11000 With the addition of the crankshaft puller kit, the camshaft puller kit can also
and Repair be used to remove the crankshaft gear from the crankshaft.
Ends Troubleshooting 11050 After removing the front gear cover and any accessories that may interfere
and Repair with the camshaft gear removal, remove the two capscrews from the
camshaft thrust bearing.
Ends Troubleshooting 11075 Bar the engine to align the camshaft timing marks, to the position indicated
and Repair by the holes in the front gear housing.
This will position both camshaft keyways at 12 o'clock.
Ends Troubleshooting 11100 To remove the camshaft drive gear, remove the left bank camshaft idler
and Repair gear.
Ends Troubleshooting 11200 If the right bank camshaft gear is being removed, also remove the right
and Repair bank camshaft idler.
15
 QSK78 Script
Ends Troubleshooting 11400 Install three of the studs of the camshaft gear puller into the camshaft gear.
and Repair Install the puller plate and retaining nuts. Place the hydraulic ram on the
nose of the camshaft. Install the fourth stud and retaining nut. Center the
ram on the plate and tighten the retaining nuts. Activate the ram and
remove the gear.
Ends Troubleshooting 11500 Check and record the direction of the key offset compared to its camshaft
and Repair gear rotation. The left bank camshaft gear rotates clockwise and the right
bank camshaft gear rotates counterclockwise. Remove the key.
Ends Troubleshooting 11600 Record the part number of the camshaft key.
and Repair
Ends Troubleshooting 11700 Refer to the service literature for reuse guidelines and inspect the camshaft
and Repair gear for reuse.
Ends Troubleshooting 11800 Before installing the camshaft gear, position the thrust plate with the wide
and Repair section toward the center of the engine, for correct alignment.
Ends Troubleshooting 11900 Install the appropriate camshaft key in the nose of the camshaft, making
and Repair sure that the offset is in the correct direction.
Ends Troubleshooting 12000 Heat the camshaft gear to specification. Align the keyway in the gear with
and Repair the camshaft key and install the camshaft gear.
Ends Troubleshooting 12200 Rotate the camshaft as needed and install the thrust plate mounting
and Repair capscrews. Tighten the capscrews to specification.
Ends Troubleshooting 12300 Use a dial indicator and measure the camshaft's end clearance. If the
and Repair camshaft end clearance is not within specification, check for debris
between the thrust plate and the block and check for the proper location of
the gear on the camshaft.
Ends Troubleshooting 12350 With the camshafts properly timed and the timing pins installed, install the
and Repair camshaft idler gears.
Ends Troubleshooting 12400 Check the engine timing. Refer to the service literature or the information
and Repair presented later in this section.
Ends Troubleshooting 19000 Prior to removing any of the idler gears, the engine should be barred to
and Repair align the timing marks on the camshaft drive gears.
Ends Troubleshooting 19100 With the front gear train positioned correctly, the idler gears can be
and Repair removed by removing the capscrews, retainer, thrust washer, gear, second
thrust washer, and idler shaft.
Ends Troubleshooting 19200 The water pump idler gear is driven by the rear section of the split gear on
and Repair the crankshaft. The gear will not slide off of the idler shaft due to the
interference with the front section of the split gear. To remove this idler
gear the water pump and water pump drive must be removed. With the
idler the shaft retaining bolts removed, use a slide hammer to remove the
front section of the idler shaft. The gear and the rear section of the idler
shaft can now be removed.
Ends Troubleshooting 20000 All of the other gears that are installed from the front of the engine must be
and Repair installed prior to installing the idler gears. When installing the idler gears,
begin by installing the camshaft timing pins into the gear housing to hold
the camshaft timing marks in the proper position.
Ends Troubleshooting 20200 Install the accessory idler shaft with the oil hole in the shaft aligned to the
and Repair 10:00 position. Lubricate the gear bushing, shaft, and thrust washer with
Lubriplate 105. Install the thrust washer with the grooves facing toward the
gear. Install the accessory idler gear with the small gear toward the engine
block. Install the second thrust washer with the grooves toward the gear.
Install the retainer and capscrews. Torque the capscrews to specification.
Use a dial indicator to check the end clearance and backlash for the gear.
Ends Troubleshooting 20250 For the water pump idler gear, install the rear section of the idler shaft.
and Repair Position the rear thrust washer and gear. Install the front section of the idler
shaft with the oil hole oriented horizontally. Repeat the remainder of the
procedure for idler gear installation, as done for the accessory idler gear.
Ends Troubleshooting 20300 Install the right bank camshaft idler shaft with the oil hole in the 1 o'clock
and Repair position. Install the remainder of the idler gear assembly, as previously
described for the accessory idler gear.

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 QSK78 Script
Ends Troubleshooting 20400 All of the other gears in the front gear train must be installed prior to
and Repair installing the left bank camshaft idler gear. Install the left bank camshaft
idler shaft with the oil hole in the shaft oriented vertically. Lubricate the gear
bushing and thrust washers. Make sure that the timing mark on the idler
gear aligns with the crankshaft timing mark. Install the second thrust
washer with the grooves toward the gear. Install the retainer and
capscrews. Torque the capscrews to specification. Use a dial indicator to
check the end clearance for the gear.
Ends Troubleshooting 30000 After installing the front gear train, the backlash between each mating gear
and Repair should be checked. The same procedure is used to check each gear.
Position a dial indicator. Do not allow the mating gear to turn. Refer to the
service literature for the backlash specifications.
Ends Troubleshooting 40000 In this section we will look at the procedure for checking injection timing.
and Repair Refer to the service literature for additional details on this procedure.
Injection timing is the relative measurement of the distance remaining
between the injector plunger and the injector cup when the piston is 5.16
mm, or 19 degrees, before top dead center on the compression stroke.
This measurement is expressed as the amount of remaining push rod
travel.
Ends Troubleshooting 40100 The injection timing code appears on the engine dataplate. These
and Repair alphabetic codes relate to numerical specifications. These specifications
can be found in the Control Part List, or CPL, manual.
Ends Troubleshooting 40200 Advanced timing means the fuel is injected earlier into the cylinder during
and Repair the compression stroke. Retarded timing means the fuel injection occurs
when the piston is closer to top dead center.
Ends Troubleshooting 40300 The amount of pushrod travel determines the time of fuel injection relative
and Repair to the piston position. A low numerical value of pushrod travel remaining
indicates a greater degree of timing advance. A high numerical value of
pushrod travel remaining indicates a greater degree of retarded timing.
Ends Troubleshooting 40400 Injection timing changes are accomplished by advancing or retarding the
and Repair camfollower action relative to the piston position. This is accomplished by
changing the orientation of the camshaft lobe to the camfollower using
different camshaft gear keys.
Ends Troubleshooting 40500 The camshaft key provides a method of indexing the camshaft relative to
and Repair the gear. Offset keys allow the camshaft profile to be rotated slightly while
the gear train timing remains the same. The more the offset in the camshaft
gear is offset in the direction of camshaft normal rotation, the more the
injection timing will be retarded and the pushrod travel numerical value
increases.
Ends Troubleshooting 40600 When setting injection timing, it is recommended practice to use a slip fit
and Repair gear.
The offset keys can be identified by measuring the amount of offset and
referring to the information provided in the service literature. Each 0.025
mm or one thousandths inch of offset causes a 0.0127 mm or one half
thousandths inch change in the pushrod travel.
Ends Troubleshooting 40800 When checking the timing, the first and last cylinders on each bank are to
and Repair be checked. With the rocker levers and injectors removed, install the
locator spacer and the timing tool in the injector bore. Use only the
crankshaft to turn the engine. The use of any other gear may result in a
false reading.
Ends Troubleshooting 40900 With the tool installed, bar the engine in the direction of normal rotation until
and Repair both plungers begin moving upward at the same time. This indicates that
this cylinder is on its compression stroke.
Position the piston gauge.
Ends Troubleshooting 41000 Establish top dead center by slowly rotating the crankshaft in the direction
and Repair of normal rotation. The plunger will move up, stop and then start downward.
The stop point of the plunger is TDC. After positioning the piston at top
dead center, zero the piston gauge. Then position the pushrod gauge over
the stem.
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 QSK78 Script
Ends Troubleshooting 41100 Rotate the crankshaft in the direction of normal rotation until the pushrod
and Repair indicator stops rotation. The camfollower is now on the outer base circle of
the camshaft and the piston is approximately 45 degrees after top dead
center. Zero the pushrod gauge.
Ends Troubleshooting 41200 Then, rotate the crankshaft opposite normal rotation through top dead
and Repair center, until the piston gauge reads 0.250 in. or 6.35 mm. This indicates
that the piston is 0.250 in. or 6.35 mm before top dead center.
Ends Troubleshooting 41300 Rotate the engine in the direction of normal rotation until the piston gauge
and Repair reads 0.203 in. or 5.161 mm. before Top Dead Center. Read the pushrod
gauge. This is the actual injection timing.
Ends Troubleshooting 41400 If the timing is correct install the camshaft drive gear.
and Repair
Ends Troubleshooting 41500 If the timing is not correct, refer to the offset key chart and worksheet in the
and Repair service literature to determine the correct key to install.
Ends Troubleshooting 45100 Use alignment dowel pins on the gear housing to support the gasket and
and Repair align the front cover during installation. Install the gasket.
Ends Troubleshooting 45200 Two oil passage gaskets and seals are used to seal the internal oil transfer
and Repair passages to the front cover. Install these gaskets to the front cover.
Ends Troubleshooting 45300 The front cover contains three bushings for the drives that extend through
and Repair the front cover. Lubricate these bushings and corresponding shafts.
Ends Troubleshooting 45400 As the front cover is installed, it must be pushed evenly onto the dowels
and Repair and shafts. This is done to protect the bushings from damage.
Select the correct capscrews for the appropriate mounting brackets to
properly secure the gear cover to the housing. Torque the capscrews to the
proper specification.
Ends Troubleshooting 50100 The front crankshaft seal is installed in the front gear housing cover and
and Repair must be removed before the gear housing cover is removed.
The front crankshaft seal is removed and installed using the seal service
tool.
Ends Troubleshooting 50200 Begin by removing the fan belt, fan and fan spacers.
and Repair Remove the vibration dampers and fan drive pulley.
Remove the crankshaft adapter.
Ends Troubleshooting 50300 Remove the five hex head capscrews that retain the seal.
and Repair
Ends Troubleshooting 50400 Bolt the seal tool to the front of the crankshaft and install self tapping
and Repair screws through the small pilot holes in the seal tool into the seal carrier.
Ends Troubleshooting 50500 Turn in the center bolt of the seal tool to remove the seal.
and Repair
Ends Troubleshooting 50600 With a clean cloth and solvent, clean the seal contact area of the
and Repair crankshaft.
Ends Troubleshooting 50700 The seal has an arrow to indicate clockwise rotation. Use a guide pin to
and Repair make sure the holes in the seal align with the threaded holes for the seal
retaining capscrews and push the seal by hand as far as possible onto the
crankshaft.
Ends Troubleshooting 50800 Use the seal tool to push the seal into the front gear cover until the seal
and Repair flange contacts the gear cover.
Ends Troubleshooting 50900 It is normal for the seal flange to spring away slightly from the front cover
and Repair when the installation tool is removed.
Evenly torque the five capscrews in an alternating pattern to the
specification listed in the service literature.
Ends Troubleshooting 51000 Reinstall all remaining parts that were removed for this procedure.
and Repair
Ends Troubleshooting 51100 The rear crankshaft seal is installed in the flywheel housing and is removed
and Repair before removal of the flywheel housing.
The rear crankshaft seal is removed and installed using the seal service
tool.
Ends Troubleshooting 51200 The flywheel must be removed to gain access to the rear crankshaft seal.
and Repair

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 QSK78 Script
Ends Troubleshooting 51300 Remove the four seal mounting capscrews.
and Repair
Ends Troubleshooting 51400 Bolt the seal tool to the rear of the crankshaft and install self tapping
and Repair screws through the small pilot holes in the seal tool into the seal carrier.
Ends Troubleshooting 51500 Turn in the center bolt of the seal tool to remove the seal.
and Repair
Ends Troubleshooting 51600 Before installing a new rear crankshaft seal clean the crankshaft and seal
and Repair mounting area with a lint free cloth and solvent.
Ends Troubleshooting 51700 The rear seal has an arrow indicating counterclockwise rotation of the
and Repair crankshaft. Using a guidepin to accurately align the seal push it onto the
crankshaft as far as possible.
Ends Troubleshooting 51800 Attach the seal installation tool to the rear of the crankshaft and push the
and Repair seal into the seal bore.
Ends Troubleshooting 51900 Remove the seal tool and install the four seal mounting capscrews.
and Repair Torque the capscrews to the specification listed in the service literature
using an alternating pattern.
Ends Troubleshooting 52000 Reinstall the flywheel and any other parts removed for this procedure.
and Repair
Air System Familiarization 09000 QSK78 engines utilize a two stage turbocharging system.
Air System Familiarization 09300 This air system has six low pressure turbochargers and six high pressure
turbochargers.
Air System Familiarization 09400 The six high pressure turbochargers mount to the exhaust manifolds. The
six low pressure turbochargers mount to the two stage frame.
Air System Familiarization 09500 Two intercoolers receive air flow from the low pressure turbochargers to
reduce the intake air temperature before it enters the high pressure
turbochargers.
Air System Familiarization 09600 Six aftercoolers receive air flow from the high pressure turbochargers to
reduce the intake air temperature before it enters the combustion
chambers.
Air System Familiarization 09700 This lower intake air temperature improves high altitude capability,
improves fuel economy, increases durability, and improves the overall
engine performance.
Air System Familiarization 11000 The standard configuration is 45 degree side out exhaust connections on
both the left and right banks, similar to the QSK60 2-Stage design.
Another option allows a 45 degree side out exhaust connection on the
right-bank side, and a 60 degree front out
exhaust connection on the left bank side.
Air System Familiarization 11100 The QSK78 exhaust manifolds are made of ductile iron and have been
designed to reduce pumping losses. The exhaust manifold mounting
hardware includes towers for more uniform clamp loads and improved heat
tolerance.
The manifold sections that have a turbocharger mounted to them connect
to two cylinder heads. The other manifold sections connect to a single
cylinder head.
The manifold sections are connected by bellows to form log type manifolds
that run the entire length of both engine banks.
Air System Familiarization 11200 Stainless steel bellows connections have been incorporated into the
exhaust manifold for improved durability. These connections minimize the
possibility of a cracked exhaust manifold due to thermal expansion.
Air System Familiarization 11300 The bellows located within the exhaust manifold of the QSK78 are non-
directional. A sleeve is inserted into the bellows from each end. The
sleeves allow for flow equally in either direction.
Air System Familiarization 11350 The bellows that attach the high-pressure turbochargers and the low-
pressure turbochargers, bolts directly to the turbine housing of the high-
pressure turbocharger and is V-clamped on the other end.

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 QSK78 Script
Air System Familiarization 11400 Care must be taken when handling the bellows connections. While the
bellows are intended to compensate for linear expansion in the exhaust
system, they are not intended to compensate for misalignment. Do not flex
the bellows during installation.
Air System Familiarization 12000 The high pressure turbochargers are stud mounted to the exhaust
manifolds. The low pressure turbochargers mount using capscrews,
spacers, and nuts.
Air System Familiarization 12050 There are three part number high pressure turbos and two part number low
pressure turbochargers to allow for the available clearances at the
turbocharger mounting flanges and piping connections.
Air System Familiarization 12100 The high pressure turbochargers are equipped with a water and oil cooled
bearing housing.
Air System Familiarization 12150 High pressure turbochargers use cast iron turbine housings. The
compressor housings for the high pressure turbochargers are aluminum.
Air System Familiarization 12200 The low pressure turbochargers use an aluminum compressor housing.
The bearing housing is cooled using oil flow. These turbochargers mount to
the two stage turbocharger frame.
Air System Familiarization 12300 By using low pressure turbochargers to supply pressurized air flow to the
high pressure turbochargers, the two stage air system provides the
increased air flow needed for the QSK78 horsepower ratings without the
need for altitude compensation.
Air System Familiarization 12900 Intercoolers and aftercoolers reduce the intake air temperature.
Air System Familiarization 13000 Aftercooler assemblies mount to the sides of the cylinder heads. Each
aftercooler supplies the air to three cylinders of the engine.
Air System Familiarization 13100 The aftercoolers lower the temperature of the intake air before it enters the
combustion chambers. Each aftercooler receives air flow from a high
pressure turbocharger.
Air System Familiarization 13200 The Low Temperature Aftercooling, or LTA, system provides coolant flow
through the intercoolers and aftercoolers. This system is isolated from the
coolant flow in the rest of the engine. The LTA system keeps coolant at a
lower temperature. This allows the intake air to be kept at temperatures
well below the temperature of the coolant that maintains engine
temperature.
Air System Familiarization 13400 The intercooler receives air flow from the two stage low pressure
turbochargers.
Air System Familiarization 13500 LTA coolant flowing through the intercooler, lowers the temperature of the
intake air before it is delivered to the high pressure turbochargers. By
cooling the intake air before and after the high pressure turbochargers the
overall intake air temperature is decreased.
Air System Familiarization 13600 One intercooler mounts at the front of the engine with the second
intercooler mounting at the rear of the engine.
Air System Familiarization 20000 Intake air flow in the QSK78 engine begins as the intake air is drawn
through the air cleaner into the six low pressure turbochargers by the
compressor wheels. Compressing the intake air causes its temperature to
increase.
Air System Familiarization 20100 After leaving the six low pressure turbochargers, the hot intake air flows
through the air outlet pipes to either the front mounted or rear mounted
intercooler. The two low pressure turbochargers mounted toward the front
of the engine and the right side middle turbocharger supply intake air to the
front intercooler. The two low pressure turbochargers mounted toward the
rear of the engine and the middle turbocharger on the left side supply
intake air to the rear intercooler.
As the intake air flows through the fins of the intercoolers, heat from the air
is transferred to the LTA coolant decreasing the air temperature.
Air System Familiarization 20200 After passing through an intercooler, the intake air travels through the air
inlet pipes to three of the high pressure turbochargers. The front intercooler
feeds the front two high pressure turbochargers and the right middle high
pressure turbo. The rear intercooler feeds the remaining three high
pressure turbochargers.
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 QSK78 Script
Air System Familiarization 20300 In the high pressure turbochargers, the intake air is compressed further.
This increased boost pressure supplies the air flow needed for the
increased horsepower of the QSK78 engine.
Air System Familiarization 20400 From the high pressure turbocharger in each of the six segments, the
intake air flows to the aftercoolers.
In the aftercoolers, heat from the intake air transfers to the coolant flowing
through the aftercooler tubes, thus decreasing the temperature of the
intake air.
Air System Familiarization 20600 From the aftercoolers, air flow continues to each of the cylinders. When a
cylinder's intake valves open, air flows into the combustion chamber. After
the valves close, the upward movement of the piston compresses the air in
the cylinder. Near the top of piston travel fuel is injected into the
compressed air in the cylinder generating combustion.
Air System Familiarization 20700 After combustion is complete, the piston begins its upward stroke. This
forces exhaust gas out of the cylinder past the open exhaust valves.
Air System Familiarization 20800 Exhaust gas then flows out of the cylinders into the exhaust manifolds. The
six high pressure turbochargers are driven by the exhaust gas.
Air System Familiarization 20900 The exhaust outlet from each of the high pressure turbochargers connects
to the exhaust transfer connection through exhaust piping and exhaust
bellows.
The transfer connection, mounted on each bank of the engine, transfers the
exhaust gas from the high pressure turbochargers to the low pressure
turbochargers. Exhaust gas exiting from the left front high pressure
turbocharger flows to the exhaust inlet of the left front low pressure
turbocharger. This pattern repeats for the other five high pressure/low
pressure turbocharger combinations.
Air System Familiarization 21200 From the exhaust outlet of each of the low pressure turbochargers, the
exhaust gas travels through another set of bellows to one of the Exhaust
Outlet Connections. Some of the exhaust at the left exhaust outlet was
created by cylinders on the right side of the engine and some exhaust on
the right side was created by cylinders on the left bank.
Refer to the chart for exact exhaust system routing.
Air System Troubleshooting 15300 Using the correct gaskets, install the center exhaust manifold with the
and Repair turbocharger support. Center the section on the mounting holes and torque
the manifold to specification.
Air System Troubleshooting 15400 Install a bellows section to each end of the manifold section. Secure the
and Repair bellows to the manifold using v-band clamps. Do not tighten the clamps at
this time.
Air System Troubleshooting 15500 Using the correct gaskets, install the front and rear exhaust sections. Never
and Repair support another exhaust manifold section with a bellows connector. The
stress will cause premature bellows failure. Center the manifold sections on
the mounting holes and torque the capscrews to specification.
Air System Troubleshooting 16000 After the manifold sections have been aligned and tightened, torque the v-
and Repair bands to specification. Do not torque any of the v-band clamps holding the
bellows until the manifold sections have been torqued.
Air System Troubleshooting 17100 The high pressure turbochargers can be removed without removing the two
and Repair stage frame. The front and rear high pressure turbos are removed as
follows.
Air System Troubleshooting 17150 Remove the air outlet to aftercooler.
and Repair
Air System Troubleshooting 17200 Remove the water inlet to the high pressure turbocharger.
and Repair
Air System Troubleshooting 17300 Remove the water line out.
and Repair
Air System Troubleshooting 17400 Remove the oil line in on the top of the turbo.
and Repair
Air System Troubleshooting 17500 Remove the oil drain.
and Repair

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 QSK78 Script
Air System Troubleshooting 17600 Remove the exhaust connection from the high pressure turbocharger to the
and Repair low pressure turbocharger.
Air System Troubleshooting 17700 Remove the air inlet from intercooler.
and Repair
Air System Troubleshooting 17900 Remove the high pressure turbocharger mounting nuts. Remove the turbo.
and Repair
Air System Troubleshooting 17925 To access the two center High Pressure turbos, the main exhaust outlets
and Repair and supports must be removed. After those components are removed the
procedure is the same as for the front and rear units.
Air System Troubleshooting 20000 The two stage turbocharger system used on QSK78 engines utilizes a
and Repair frame to hold the low pressure turbochargers and other parts of the air
system. To remove the frame from the engine first remove the two exhaust
outlets from the two stage frame. For each outlet, disconnect the three v-
band clamps from the turbochargers. Also, remove the main exhaust outlet
support mounting bolts and bracing.
Air System Troubleshooting 20100 Next remove the intercooler outlet hoses to the four end turbos.
and Repair
Air System Troubleshooting 20200 Remove the 6 interstage exhaust bellows. Take care not to damage the
and Repair bellows. If additional clearance is needed, loosen the low pressure
turbocharger supports or high pressure turbocharger mounting nuts.
Air System Troubleshooting 20225 Remove the center intercooler outlet casting which goes to the center high
and Repair pressure turbos.
Air System Troubleshooting 20250 Disconnect the two turbo oil supply hoses from the frame at the rear
and Repair corners.
Air System Troubleshooting 20300 Disconnect the six turbo oil supply hoses from the top of the high pressure
and Repair turbochargers.
Air System Troubleshooting 20350 Disconnect all six low pressure turbocharger oil drains from the under side
and Repair of the frame.
Air System Troubleshooting 20400 Disconnect the intercooler water supply and return tubes.
and Repair
Air System Troubleshooting 20500 The frame is attached to the engine by brackets at the rear center, rear
and Repair corners and front corners. Remove the bolts that secure the frame to those
brackets.
In addition there are four supports for each side of the engine and three
supports down the center of the engine, that must be unbolted at the frame.
Air System Troubleshooting 20600 Install eye bolts in 4 threaded holes at the corners of frame and lift the
and Repair frame using the appropriate hoist.
Air System Troubleshooting 30100 In order to remove an exhaust gas temperature sensor, or EGT sensor, the
and Repair fuel rail for that bank of the engine must first be removed.
Air System Troubleshooting 30200 Remove the water tube clips and the water tube to gain access to the EGT
and Repair sensor.
Air System Troubleshooting 30300 The EGT sensors connect to the engine harness in groups of three. If you
and Repair are going to remove the sensor completely from the engine, you must
remove the other two in its group.
Air System Troubleshooting 30400 When installing an EGT sensor be sure to use an anti-seize compound.
and Repair
Lubrication Familiarization 05000 This section covers the lubrication system components and flow through
System the QSK78 engine.
Lubrication Familiarization 05200 The QSK78 engine uses a positive displacement, rotary screw style lube
System pump. This pump mounts to the pan rail and is gear driven from the bottom
side of the crankshaft gear. Both the high pressure relief valve and the
regulator valve are contained within the oil pump assembly. The oil pump
provides a regulated nominal oil pressure of 496 kilo-pascals in the main oil
rifle at 1900 rpm.

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 QSK78 Script
Lubrication Familiarization 05301 The QSK78 engine uses five oil cooler elements. The coolers install in the
System vee of the engine with the coolers connected in parallel.
The oil filter Eliminator is mounted to the right side of the engine. The oil
rifle on the right side of the engine supplies oil from the Eliminator to the
coolers while the rifle on the left side of the engine provides the flow path
away from the coolers.
Lubrication Familiarization 05501 A Pre-Luber is standard on all QSK78 engines. The Pre-Luber is controlled
System independently from the QUANTUM system and provides lubrication to the
engine prior to engine startup. Much of engine wear occurs at startup
before the lubricating oil pressure provides adequate flow to lubricate the
engine. By utilizing a pre-lube system, the engine wear at startup is
minimized.
Lubrication Familiarization 05550 After turning the keyswitch to the START position, the pre-luber pumps oil
System to lubricate the engine before it starts. A switched timer prevents starting
the engine until the pre-luber has completed its cycle. When the pressure in
the main oil rifle reaches a predetermined level, the prelube pump stops
pumping oil and after a short delay engages the starter to start the engine.
Lubrication Familiarization 05601 The QSK78 oil pan adapter and sump have a capacity of 76 U.S gallons.
System (287.7 liters)
Lubrication Familiarization 05701 With the double deep sump and Eliminator the total oil system capacity of
System the QSK78 lubricating system is 90 U.S. gallons.
(340.7 liters)
Lubrication Familiarization 05801 The oil sump for the QSK78 engine can be mounted in any of three
System possible locations.
There are two possible oil pickups for the QSK78. The pickup pipe used is
determined by the location of the oil sump.
Lubrication Familiarization 06300 The Eliminator Full-Flow/Bypass Filtration System is standard equipment
System on QSK78 engines. The Eliminator bolts directly to the engine block and
replaces the standard oil filter head.
Lubrication Familiarization 06400 The Eliminator is an automatic, self cleaning filter. The permanent filter
System media lasts for the life of the engine and does not require service until
engine overhaul. However, the centrifuge bowl portion of the Eliminator
requires more frequent service depending on the engine load factor. This
service is performed at intervals of 1,500 hours.
Lubrication Familiarization 06500 In this totally sealed full flow system, the unfiltered oil passes through a
System series of stacked discs and triple wire mesh elements. 95% of this filtered
oil flows to the engine. The remaining 5% of the oil is backflushed to clean
the full flow filter element. The backflushed oil then flows to the centrifuge.
Lubrication Familiarization 06550 The Eliminator hydraulic motor is driven by engine oil pressure. This motor
System rotates the full flow element for cleaning.
Lubrication Familiarization 06600 In the centrifuge portion of the Eliminator, the centrifuge is driven by oil
System pressure applied to the spray jets that spins the filtering elements at a very
high speed. The multilayered cone shaped element design, forces the
contaminant particles to the outer disposable paper liner.
The filtered oil returns to the pan.
Lubrication Familiarization 07100 The Centinel Advanced Engine Oil Management System is designed to
System maximize engine protection, improve equipment productivity and increase
profits while reducing used oil disposal. Centinel is an electronically
controlled oil replenishment system that lets you extend oil change intervals
while improving the overall engine lubrication. Centinel accomplishes this
by blending used oil into the fuel for combustion. Centinel adds the same
amount of clean oil from the oil make-up tank to the lubrication system as
its supplied to the fuel system for combustion.
Because fresh oil is continually being added to the lubrication system, the
additive package is constantly replenished, resulting in a better protected
engine.

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 QSK78 Script
Lubrication Familiarization 07200 The Centinel system includes the control valve, solenoid, piston and spring,
System and the fittings to connect the control valve to the Centinel make-up tank,
main oil rifle line, fuel drain line, and to the fitting in the hand hole cover
leading to the oil pan. The Centinel control valve is mounted and plumbed
on the engine and controlled by the engine ECM. The control valve
contains check valves at the inlet from the make-up tank, and at the outlet
to the oil pan. A check valve in the fitting connected to the main oil rifle
prevents oil from flowing from the Centinel assembly back to the engine at
shutdown.
Lubrication Familiarization 07300 Centinel uses a remote oil make-up tank assembly. This assembly consists
System of: an oil make-up tank, make-up tank low oil level sensor, and plumbing
from the tank to the valve system.
Lubrication Familiarization 07600 Let's take a look at how Centinel operates. The ECM monitors various
System engine operating conditions. Algorithms in the ECM then use this data to
determine the amount of fuel burned. When the amount of fuel burned
reaches a pre-determined limit, the ECM sends a signal to the Centinel
solenoid.
Lubrication Familiarization 07800 When the ECM energizes the solenoid, the solenoid valve moves up. This
System closes off the supply of oil rifle pressure to the control valve. The upward
movement of the solenoid also opens the flow path to the used oil outlet
line.
Lubrication Familiarization 07900 As the spring pressure pushes the piston toward the used oil cavity, it
System forces the used oil out of the control valve. This action pumps 17.5
milliliters of used oil out of the control valve. The solenoid remains activated
for over 30 seconds to ensure that the piston has sufficient time to reach
the end of its travel.
The movement of the piston pumps the used oil directly to the inlet side of
the fuel filter head.
Lubrication Familiarization 08000 When the Centinel solenoid valve is de-energized, oil rifle pressure forces
System the valve against the seat to seal off the outlet.
Lubrication Familiarization 08100 The main oil rifle pressure enters the used oil cavity. The rifle pressure
System overcomes the spring force and pushes the piston against the spring
pressure.
As the piston begins to move, the cavity is pressurized. This closes the inlet
check valve to prevent flow from returning to the make-up tank.
Lubrication Familiarization 08200 When the pressure in this oil cavity overcomes the outlet check valve, oil is
System pumped out of the valve.
Lubrication Familiarization 08250 This chamber is connected to the fitting in the hand hole cover. This
System supplies the corresponding 17.5 milliliters of fresh oil to the oil pan.
Lubrication Familiarization 08300 When the piston reaches the end of its travel, the used oil chamber is filled
System with oil and the control valve is ready for the next cycle. The check valve in
the fitting connected to the Main Oil Rifle, prevents oil from flowing out of
the control valve and lines, back to the engine oil system.
Lubrication Familiarization 08400 For the Centinel system to operate, the oil temperature must be 52 degrees
System Celsius or higher and the main oil rifle pressure must be 138 kilo-pascals or
higher.
Lubrication Familiarization 08500 Periodically the Centinel system cannot operate, due to low oil
System temperature, low oil pressure, or a low oil level in the make-up tank.
In this case the ECM keeps track of the number of cycles that it missed
while conditions would not permit Centinel operation. When conditions
permit, the system compensates for the missed cycles.
Lubrication Familiarization 08700 The engine wiring harness connects the ECM to the control valve mounted
System on the engine. Wiring from the make-up tank sensor to the ECM is supplied
by the OEM.
Lubrication Familiarization 08800 An oil level sensor is installed in the make-up oil tank.
System The sensor indicates if there is oil available in the tank. When the oil level
in the tank falls below this sensor, the Centinel system does not remove
used oil from the oil system. The oil level sensor in the make-up tank is a
float type sensor.
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 QSK78 Script
Lubrication Familiarization 10091 The lubricating oil flow begins as oil is drawn from the oil sump through the
System suction tube by the gear driven oil pump. The suction tube configuration
depends on the location and type of oil sump installed.
Lubrication Familiarization 10101 The suction tube delivers oil to the gear driven oil pump. The shafts in the
System oil pump supply oil pressure to the lubrication system.
Lubrication Familiarization 10151 The lubricating oil high pressure relief valve in the oil pump limits the
System maximum output of the oil pump. This valve is held closed by spring force.
If the pressure from the oil pump reaches approximately 1656 kilo-pascals,
the relief valve opens and allows some oil flow to return to the oil sump
through an opening in the pump. Operating the engine with cold oil can
sometimes cause the pressure to increase to this value.
Lubrication Familiarization 10201 The oil pressure regulator is also located in the oil pump. The regulator
System position is controlled by engine oil pressure supplied by the right bank
camshaft oil rifle, through the pump mounting flange. This regulator
controls the system oil pressure by bleeding off excess oil flow to reduce
the pressure to the desired level. Oil flowing through the open regulator is
returned to the inlet side of the oil pump. The nominal oil pressure is
regulated at 496 kilo-pascals in the main oil rifle with an engine speed of
1900 rpm.
Lubrication Familiarization 10221 The pump then delivers the lubricating oil through an oil transfer tube to the
System Eliminator.
Lubrication Familiarization 10251 From the eliminator, oil flows to the oil coolers in the vee of the engine. And
System enters the coolers from the right oil rifle supply.
Lubrication Familiarization 10261 The oil is cooled as it flows through the oil cooler elements and coolant is
System passed on the outside of the plates.
Lubrication Familiarization 10271 From the oil coolers, oil travels down the left side of the engine to the rear
System of the engine block. At the flywheel housing a cup plug prevents the oil
from entering the manifold from the right oil supply passage and only the
cooled oil from the left oil supply is able to enter the oil manifold in the
flywheel housing.
Lubrication Familiarization 10281 The oil manifold is a cavity on the inboard side of the flywheel housing. This
System cavity distributes oil to the various engine components. The oil manifold
feeds the main oil rifle, the piston cooling rifles, the camshaft oil rifles, and
the turbochargers.
Lubrication Familiarization 10701 The main oil rifle is a drilling through the center of the engine block. Oil
System flows from the rear of the engine toward the front of the engine through the
main oil rifle.
Lubrication Familiarization 10801 Transfer drillings connect the main oil rifle with the main bearing saddles.
System Oil flows down these drillings to the main bearing upper shells. The groove
in the upper main bearing shell directs the flow of oil onto the bearing
surface.
Lubrication Familiarization 10901 From the main bearings, oil enters the cross drillings in the crankshaft. Oil
System in the crankshaft flows through cross drillings to the connecting rod journal
bearings.
Lubrication Familiarization 10911 From the connecting rod journals, oil flows through a drilling in the
System connecting rod to the piston pin bore.
Lubrication Familiarization 10921 The remaining oil from the main oil rifle travels to the front of the engine to
System the front gear train. Oil to the idler shafts flows through drillings located in
the block. The water pump and the accessory drive receive lubricating oil
from drillings located in the front gear cover.
Lubrication Familiarization 11061 Two piston cooling rifle pressure regulators are installed in the flywheel
System housing at the oil manifold. These regulators control the flow of oil into the
piston cooling rifle for each bank of the engine. When the pressure in the oil
manifold reaches 172 kilo-pascals, or greater, the piston cooling nozzle
regulators are fully open. This allows 10 liters per minute of oil flow through
each of the piston cooling nozzles.

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Lubrication Familiarization 11065 When the oil pressure is below 172 kilo-pascals, the regulators close to
System reduce oil flow to the nozzles. However, a notch in the spool allows some
oil flow to the nozzles. By allowing some oil flow through these rifles under
all engine conditions, the piston cooling rifles are kept full and ready to
supply oil to the piston cooling nozzles.
Lubrication Familiarization 11071 Each cylinder contains two piston cooling nozzles. Dual piston cooling
System nozzles provide uniform distribution of piston bowl rim temperature and
reduced piston crown temperatures.
The nozzles are installed into the piston cooling oil rifles on the outboard
side of each bank.
Lubrication Familiarization 11091 The piston cooling nozzles are targeted to direct the oil spray into the oil
System gallery in the pistons.
Lubrication Familiarization 11101 The left bank and right bank camshaft oil rifles are fed from the oil manifold
System in the flywheel housing.
Lubrication Familiarization 11111 Oil flows from the camshaft oil rifle on each bank through cross drillings to
System the camshaft bores.
Lubrication Familiarization 11201 From the camshaft bores, cross drillings direct some of the oil flow toward
System the camfollowers. Oil flows to the camfollower shafts around the shaft
mounting capscrews. From the capscrews, the oil flows through the center
of the camfollower shaft. Cross drillings in the shaft direct the flow of oil to
the shaft bore in the camfollower lever. A drilling in the camfollower lever
allows the oil to flow to the push rod sockets and to the camfollower roller
outer surface. Additional cross drillings in the camfollower lever and roller
pin connect to feed oil to the roller and pin surface.
Lubrication Familiarization 11301 The drilling from the camshaft bore directs the remainder of the oil to flow
System to the overhead. Oil flows around the rocker shaft mounting capscrews to
the center of the rocker shafts. Cross drillings in the rocker shafts direct the
oil to the bores of the rocker levers. From the rocker lever bores, part of the
oil flows to the adjusting screw and push rod socket. The remainder of the
oil flow toward the nose of the rocker levers. Cross drillings to the nose of
each of the valve rocker levers direct the flow of oil to the rocker lever nose
pad and crosshead. Internal cross drillings in the injector rocker levers
direct the flow to the injector link.
Lubrication Familiarization 11311 Two external lines from the oil manifold direct the flow of oil to a
System turbocharger oil supply junction on each bank of the engine.
Lubrication Familiarization 11315 Oil flows to the turbochargers on each bank through this junction. Once
System inside each of the turbochargers, the oil flows to the bearing journals and
the thrust bearing to lubricate and cool the turbocharger.
Lubrication Familiarization 11321 Once the oil flows around the bearings, it flows, under gravity, back into the
System engine oil pan through each of the turbocharger drain lines. The
turbocharger drain lines install onto the top of the engine block between the
cylinder heads.
Lubrication Troubleshooting 10500 Oil pressure and temperature can be monitored using the INSITE service
System and Repair tool.
Lubrication Troubleshooting 10600 To measure the pressure difference across the Eliminator, filter-in pressure
System and Repair ports and filter-out pressure ports are integral parts of the unit. However,
pressure sensors are installed in two of the ports and is monitored by the
CENSE system. If the pressure differential exceeds specifications a fault
code will be initiated.
Lubrication Troubleshooting 40000 The Centinel system must be primed to operate correctly. Priming is
System and Repair necessary when the Centinel system is first installed, or anytime air is
admitted into the control valve body. Remove the fresh oil supply line from
the control valve body. Gravity forces oil through the fresh oil supply line to
the control valve body. When the oil from the oil supply is flowing and free
of air, connect the line to the valve body. The system is now primed.

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Lubrication Troubleshooting 50000 The operating indicator on the end of the Eliminator housing indicates if the
System and Repair hydraulic motor is functioning correctly. With the engine running, time how
long it takes for the indicator to make one complete revolution. At idle this
should take a maximum of 10 minutes. At rated engine speed this should
take a maximum of five minutes. If the operating indicator does not rotate,
or the time for one revolution is more than 5 or 10 minutes refer to the
troubleshooting procedures in the Eliminator service literature.
Lubrication Troubleshooting 50010 The Eliminator must be disassembled, cleaned and inspected at engine
System and Repair overhaul or when a part failure causes metallic particles to contaminate the
Eliminator.
Lubrication Troubleshooting 50100 The centrifuge portion of the Eliminator needs to be cleaned and serviced
System and Repair at 1500 hour intervals.
Before beginning any service to the centrifuge the engine must be off for at
least ten minutes. This will allow the centrifuge to come to a complete stop.
Lubrication Troubleshooting 50200 Start by removing the four capscrews and washers at the base of the
System and Repair centrifuge bowl and remove the bowl.
Lubrication Troubleshooting 50500 Remove the cover nut and rotor cover.
System and Repair Remove the disc stack and place it on the workbench.
Caution: the disc edges are sharp so wear gloves when handling the discs.
Lubrication Troubleshooting 50600 Remove the snap ring from the distributing cone.
System and Repair Remove the discs.
Lubrication Troubleshooting 50700 Clean all parts with mineral spirits.
System and Repair Dry all parts completely using compressed air.
If a paper insert is used in the rotor cover remove the sludge by removing
the insert.
Lubrication Troubleshooting 50800 When reinstalling the discs check to make sure that the disc stack with the
System and Repair distributing cone comes to just below the snap ring groove. If part of the
groove is covered by the distributing cone remove a disc. If more discs can
be added without covering the groove then do so.
Lubrication Troubleshooting 50900 Reassemble remaining parts.
System and Repair Replace the o-rings on the rotor cover and centrifuge cover. Lubricate the
o-rings with vegetable oil before assembly.
Tighten the cover capscrews to the specified torque.
Lubrication Troubleshooting 70000 When re-installing a pump, be sure to use the same thickness shims
System and Repair between the pump and the pan rail that were used when the pump was
removed from the engine. Place the pump against the pan rail at the front
of the engine block.
Lubrication Troubleshooting 70100 Align the diamond dowel and ring dowel on the mounting pad faces of the
System and Repair oil pump with the dowel holes in the pan rail. This ensures correct
alignment between the crankshaft gear and the oil pump idler gear.
Lubrication Troubleshooting 70300 Measure the backlash between the crankshaft gear and the oil pump idler
System and Repair gear. If the backlash is below specification, shims can be installed between
the joint connecting the oil pump to the pan rail. Always install shims of the
same thickness in pairs, one on the left mounting pad and one on the right
mounting pad of the oil pump.
Cooling System Familiarization 09000 The QSK78 engine has a Low Temperature Aftercooling, or LTA system for
cooling the intake air. This system is separate from the main engine cooling
system.
Cooling System Familiarization 09100 With the use of LTA, the engine contains two cooling loops. The main
engine loop cools the engine jacket water. The second loop cools the
intercooler and aftercooler circuits. Utilizing two separate water pumps and
two cooling circuits, this system it is referred to as a "two pump/two loop"
system.
Cooling System Familiarization 10300 Eight thermostats install in the main engine thermostat housing, four for
each bank. All of these thermostats install with the temperature sensing
bulb facing down into the thermostat housing support.
Cooling System Familiarization 10400 There are four thermostats installed in the separate LTA thermostat
housing. These thermostats all install with the temperature sensing bulb
facing up.
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10500 The LTA thermostats can be identified by the temperature range stamped
on the thermostat. The LTA thermostats open at a lower temperature than
the main engine thermostats so that cooler denser air is delivered to the
cylinders. The cooler air allows for improved combustion.
10600 Two water pumps are installed on the QSK78 engine.
10700 The primary engine water pump connects to the water pump gear drive.
This pump is the same part number as the pump used on the QSK60.
10800 The LTA water pump mounts externally to the front of the gear cover. This
water pump provides the coolant flow for the LTA coolant circuit.
10825 The engine loop and the LTA loop in the cooling system are filled through
the common surge tank. The make-up, or fill, lines from the surge tank
allow the cooling system to fill from the bottom up. Air is purged from the
cooling system through vent lines and petcocks.
10900 The high pressure turbochargers for the two stage air system have water
cooled bearing housings.
Due to the mounting position of these turbochargers, the return lines are
higher than the engine vent. When filling the engine cooling system, the
petcock in the return lines connected to the top of the turbochargers must
be opened to purge the air from this part of the engine cooling system and
allow proper coolant flow through the turbochargers.
11000 The front and rear intercoolers incorporate a vent connection from the
intercooler to the surge tank to improve initial coolant fill. Since the
aftercoolers are also on the LTA loop, they can vent through the
intercoolers, also.
12000 The coolant in the cooling system must be made up of the correct
proportions of water, antifreeze, and supplemental coolant additives, or
SCA. Supplemental coolant additives help to prevent liner pitting, corrosion,
and scale deposits in the cooling system. The recommended way to
achieve the proper balance is to use a fully formulated coolant such as
Fleetguard Compleat.
14000 Various water filters are available for QSK78 engines. These filters contain
a specified amount of Supplemental Coolant Additives to condition the
engine cooling system. Additional supplemental coolant additive liquid may
also be added to the radiator top tank. The filters and/or SCA supplement
should provide a minimum of 1.5 units per gallon of total system capacity.
14050 The common surge tank connection between the two cooling loops allows
the SCA level in both systems to be controlled through the use of the water
filters mounted near the engine water pump.
14100 The manual shutoff on the water filter head allows for the coolant filters to
be changed with a minimum of coolant loss.
15000 The cooling system fan is belt driven from the crankshaft pulley.
15200 The Rockford series 270 fan clutch is used on QSK78 engines. The
operation of this fully modulated hydraulically engaged and oil actuated fan
clutch is controlled by the ECM. This clutch utilizes a 270 mm diameter
friction plate.
30000 The two pump two loop cooling system for the QSK78 engine means that
there are two individual water pumps that generate the flow in two cooling
system circuits.
30050 A common surge tank is used for both cooling system loops. With the surge
tank acting as a common reservoir while the engine is running, a small
quantity of coolant from each of the loops gets mixed in the surge tank.
Vent lines from the radiator cores and intercoolers are connected to the
surge tank. Make-up lines from the surge tank supply coolant to the engine
and LTA water pumps.
30100 In the block loop, coolant flow begins as coolant is drawn into the water
pump inlet by the gear driven water pump mounted at the lower right side
of the gear housing. The water pump impeller draws coolant into the water
pump housing and supplies coolant flow to the engine.
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30200 The output from the engine water pump empties into the center cavity in
the vee of the engine block. As this coolant flows to the rear of the engine it
surrounds the oil cooler cores. This provides the oil coolers with the lowest
possible temperature coolant. As the coolant in this cavity passes around
the oil cooler cores, heat is transferred from the oil to the coolant.
30300 The coolant flows to the coolant dam at the rear of the engine where the
flow splits and flows back toward the front of the engine through the two
outboard passages in the vee of the engine.
30325 Some of the coolant from the engine block flows through the two water
filters mounted on the right side of the engine, by the engine water pump.
From the water filters, coolant returns to the to the inlet side of the water
pump. The higher pressure coolant from the engine block causes the
coolant to flow through the filters and into the lower pressure water inlet.
30350 As the coolant flows through these outer block cavities, it flows through
small cast openings in the block. From these openings, coolant enters the
water jacket area of the block. In the water jacket, coolant travels around
the liners, carrying combustion heat to the top of the block.
30400 Coolant passages in the top of the block allow the coolant to flow out of the
block and into the cylinder head. In the cylinder head, coolant circulates to
cool the valve seat and injector areas.
30500 After leaving the cylinder heads, the coolant flows up through the passages
in the rocker housings to the water manifold.
30600 The coolant then flows toward the front of the engine through the water
manifolds an into the lower portion of the thermostat housing.
30700 Coolant in the thermostat housing circulates around the sensing bulbs of
the eight engine thermostats.
30800 When the coolant at the engine thermostats is below 85 degrees Celsius,
the thermostats are closed, allowing the coolant to flow up through the
center of the thermostats to the front side of the housing to a connecting
passage for the left and right bank. From there the coolant flows out the
bypass connection on the right end of the housing. The coolant continues
to flow through the bypass line connected to the inlet of the water pump.
30900 As the coolant temperature increases to 85 degrees Celsius, the engine
thermostats start to open and coolant flow to the bypass begins to be
restricted. In this position, some coolant is directed to the bypass and the
remainder is directed out the two engine water outlet connections in the top
of the thermostat housing to the radiator. This flow out of the thermostat
housing to the radiator is independent for each bank of cylinders.
31000 When the engine operating temperature increases to 97.2 degrees Celsius,
the thermostats are fully open, blocking the bypass passage in the
thermostat housing. When the bypass passage is blocked off, all of the
coolant flow is directed to the radiator.
The engine must never be operated without the thermostats. Without a
thermostat, the coolant recirculates, by-passing the radiator, causing the
engine to overheat.
31050 When the thermostats are closed, the pressure in the block circuit causes
the supply to the water pump to flow from the bypass passage. When the
engine reaches operating temperature and the thermostats open, the flow
to the water pump comes from the bottom tank of the radiator. As the
thermostats change position based on engine coolant temperature, the flow
of coolant is modulated between the bypass passage and the radiator to
precisely control the coolant temperature.
31100 To ensure a positive supply of coolant to the water pump, the make-up line
also supplies coolant to the inlet of the water pump.
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33000 Some of the coolant in the center cavity of the engine flows up through
coolant passages in the low pressure turbo frame support brackets. From
the brackets the coolant is plumbed to the bottom fitting in each of the high
pressure turbocharger bearing housings. Coolant travels up through the
bearing housings cooling the turbochargers. From the top fitting in the
turbochargers, the coolant returns to the water manifold. The pressure
differential between the center cavity and the water manifold causes the
coolant to flow through the turbocharger.
40000 Coolant flow in the LTA loop begins as coolant is drawn through the water
inlet by the gear driven LTA water pump mounted on the lower front left
side of the gear cover. The turning impeller draws coolant into the LTA
water pump housing and supplies the coolant flow.
40100 From the LTA water pump, the coolant travels through supply tubes to both
intercoolers and the lower connections on each of the six aftercoolers in
parallel.
40150 In the aftercoolers the coolant circulates through the tubes in the core to
lower the temperature of the intake air from the high pressure
turbochargers. In the intercoolers the coolant circulates through tubes in
the core to lower the temperature of the air coming out of the low pressure
turbochargers.
Both of these units are of a dual pass design. Coolant enters at one end,
flows through the cooler and loops back to flow through the unit a second
time. This increases the efficiency of the cooler.
40200 Coolant return tubes connected to the top fittings in the aftercoolers and
intercoolers direct the flow of coolant to the LTA thermostat housing. In the
housing the LTA coolant circulates around the temperature sensing bulb
portion of the four LTA thermostats.
40350 The LTA thermostats control the flow of coolant to the LTA radiator. These
thermostats are intended to control the coolant temperature to achieve the
target air intake temperature of 65.6 degrees Celsius.
40375 When the coolant at the thermostats is below 46.1 degrees Celsius, the
thermostats are closed, allowing the coolant to flow down through the
center of the thermostats. The coolant then flows out the bypass
connection through the bypass line to the inlet of the LTA water pump.
40400 As the coolant temperature increases to 46.1 degrees Celsius, the
thermostats start to open and coolant flow to the bypass begins to be
restricted. In this position, some coolant is directed to the bypass and the
remainder is directed out the connection on the front of the LTA thermostat
housing to the LTA radiator.
40500 When the engine operating temperature increases to 57.2 degrees Celsius,
the thermostats are fully open, blocking the bypass passage in the LTA
thermostat housing. When the bypass passage is blocked off, all of the
coolant flow is directed to the LTA radiator.
40600 Coolant returns from the radiator to the LTA water pump through the water
pump inlet.
40700 When the thermostats are closed, the pressures in the LTA loop causes the
supply of coolant to the water pump to flow from the bypass passage.
When the temperature in the LTA loop increases and the thermostats open,
the coolant flows from the LTA radiator outlet. As the thermostats change
position based on LTA coolant temperature, the flow of coolant is
modulated between the bypass passage and the LTA radiator to precisely
control the coolant temperature.
40800 To ensure a positive supply of coolant to the LTA water pump, the make-up
line also supplies coolant to the inlet.
10100 The engine coolant must be drained to begin this procedure.
10200 Remove the intercooler support bracket from the right front of the engine.
Then remove the coolant bypass line from the housing to the engine water
pump.
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Cooling System Troubleshooting 10300 Loosen all of the capscrews on the top of the thermostat housing and
and Repair remove all that have enough clearance.
Cooling System Troubleshooting 10400 Lift the housing so as not to damage the thermostats. Centrally locate a 1
and Repair 1/2 inch pipe between the housing and support. This pipe should give
enough clearance for the remaining capscrews and thermostat bulbs to
clear the support during removal.
Cooling System Troubleshooting 10500 Slide the housing out the right side of the engine.
and Repair
Cooling System Troubleshooting 10600 Replace thermostats and seals as necessary, reassemble the thermostat
and Repair housing using a new gasket.
Cooling System Troubleshooting 20100 Remove the LTA tubes to gain access to the housing.
and Repair
Cooling System Troubleshooting 20200 Remove the LTA thermostat housing bolts.
and Repair
Cooling System Troubleshooting 20300 Lift off the top section of the LTA thermostat housing.
and Repair
Cooling System Troubleshooting 20400 Be sure to use the appropriate thermostat part number when replacing.
and Repair Always use a new gasket during reassembly.
Fuel System Familiarization 10001 The QSK78 engines utilize the QUANTUM - High Pressure Injection - fuel
system. This full authority fuel system controls injection timing and fueling
using a simple, efficient design, with high injection pressures.
Fuel System Familiarization 10010 The fuel system features a mechanically actuated, open nozzle type
injector and the latest generation of Cummins electronic controls. This
provides precise fuel management and infinitely variable injection timing.
Fuel System Familiarization 10205 The fuel filter head mounts on the pan rail. The filter head assembly has a
provision for an optional fuel warmer.
Fuel System Familiarization 10210 A combination fuel filter/water separator is standard for the QSK78 engine.
The filters use a StrataPore 10 micron filtering media and a water drain.
Water separator elements in the fuel filters are mandatory due to the
cooling and lubricating needs of the actuators in the fuel system.
Fuel System Familiarization 10215 The fuel filter strips any water out of the fuel and collects it in the bottom of
the filter canister. The water can then be periodically drained from the filter
as needed.
Fuel System Familiarization 10220 The fuel pump is gear driven through the front gear train through the
accessory drive.
Fuel System Familiarization 10500 The pressure sensor mounted on the fuel pump supply signals to the ECM
to indicate the fuel pump output pressure.
Fuel System Familiarization 10600 The ECM uses these signals, along with other operating characteristics,
such as engine speed, to determine the signal sent to the actuator to
achieve the desired fuel output pressure. This confirmation of the desired
pressure by a sensor installed at the fuel pump outlet is referred to as a
"closed loop" system.
Fuel System Familiarization 11000 The core of the QSK78 fuel system is the Electronic Fuel Control Valve
Assembly, or ECVA. Fuel flow produced by the pump is delivered to the
control valve assembly. The assembly consists of a shutoff solenoid valve,
two timing actuators, one metering rail actuator, a fuel timing pressure
sensor, a fuel metering rail pressure sensor, an ambient air pressure
sensor, and a fuel temperature sensor.
Fuel System Familiarization 11050 The rapid restart style fuel shutoff valve shuts off the flow of fuel to the
metering rail actuator when it is deactivated. This valve is capable of
stopping fuel flow in case of engine overspeed, shutdown, or other
problems detected by the ECM. This normally closed valve receives a
signal from the ECM to open.
Fuel System Familiarization 11100 The control valve assembly has one fuel inlet port and two outlet ports.
Actuators control fuel flow through each outlet port.
The fuel metering rail actuator controls the fuel required for combustion.
The two timing fuel actuators control the fuel necessary to control the
infinitely variable injection timing.

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Fuel System Familiarization 11200 The QSK78 fuel system utilizes the Pressure/Time concept like the
previous PT fuel system. The PT system is completely mechanical and
relies on mechanically adjusted flow areas to regulate fuel pressure.
However, the QSK78 fuel system controls fuel pressure by electronically
adjusting flow areas of the actuators.
Fuel System Familiarization 11300 For an example of the Pressure/Time concept, let's consider the following:
With equal sources of pressure connected to passages of different flow
areas, if both systems are allowed to flow for the same amount of time,
more fluid will be collected in the container of the system with the larger
flow area.
Therefore, with fluid pressure and flow time held constant, the flow area
determines the quantity of fluid collected.
Fuel System Familiarization 11400 If passages of equal flow area are connected to unequal sources of
pressure and the time the fluid is allowed to flow is held constant, more
fluid will be collected in the container of the system that has a greater
source of pressure.
Therefore, if the flow area and flow time are held constant, the pressure
determines the amount of fluid collected.
Fuel System Familiarization 11500 Finally, if passages of equal flow area are connected to equal sources of
pressure, the time the fluid is allowed to flow determines the amount of fluid
collected.
Therefore, if the flow area and the fluid pressure are held constant, the time
determines the amount of fluid collected.
Fuel System Familiarization 11600 There are different flow rate actuators. The QSK78 engine uses the high
flow actuator. For the engine to perform correctly, the correct actuator must
be installed in each part of the fuel system.
Fuel System Familiarization 11700 The actuators control the pressure/time flow in the fuel system. The signal
received by the coil in the actuator from the ECM causes the spool valve in
the actuator to change position. This varies the flow area in the actuator.
The ECM uses the actuators to control operation of the fuel system.
Fuel System Familiarization 11800 Actuators control fuel flow for the fuel pump, timing rail, and metering rail.
Fuel System Familiarization 14000 The fuel manifold contains fuel timing, metering, and drain rifles used to
direct the flow of fuel to and from the injectors.
Fuel System Familiarization 14200 The injectors used on the QSK78 engine functions similarly to the injectors
used on the QSK45 and QSK60 engines. However, the injector flow rates
are different.
Fuel System Familiarization 14800 These camshaft actuated injectors contain timing and metering chambers,
and drain passages. Four o-ring seals on the injector body separate the
passages. These o-rings also maintain separation between the fuel and
lubricating oil.
Fuel System Familiarization 14900 The sealing ring installed on the end of the injector, seals the combustion
chamber around the injector. Four thicknesses of seal rings are available to
achieve the correct injector protrusion after cylinder head machining.
Fuel System Familiarization 15000 A fuel cooler is required on the QSK78 engine. The correct fuel
temperature is critical to the proper operation of the fuel system. A fuel
temperature derate begins if the temperature at the inlet of the fuel pump
reaches 71 degrees Celsius.
Fuel System Familiarization 21001 Fuel flow begins as the fuel pump pulls fuel from the fuel tank to the fuel
filter.
Fuel System Familiarization 22001 Fuel flows through the six combination fuel filter/water separators. These
filters are 98% efficient 10 micron filters. After water and contaminants are
removed, the filtered fuel flows to the gear pump section of the fuel pump.
Fuel System Familiarization 23001 The QSK78 engine utilizes a fuel pump which pulls the fuel from the tank
and generates the system fuel flow and pressure. The pump output
pressure is controlled by the ECM through a pressure regulating actuator.

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Fuel System Familiarization 23020 The ECM receives a signal from the fuel pressure sensor indicating the fuel
pressure from the pump. The ECM then adjusts the PWM signal it sends to
the fuel pump actuator to increase or decrease fuel pressure. This is
accomplished by adjusting the actuator flow area to control the amount of
fuel bypassed to the inlet side of the fuel pump .
Fuel System Familiarization 23100 The fuel pump supplies fuel to the Electronic Fuel Control Valve Assembly,
or ECVA. Fuel flow through the assembly is controlled by a shutoff solenoid
valve, and three fuel actuator valves. The ECVA uses these devices to
control the fuel flow into the timing and metering passages.
Fuel System Familiarization 23200 The fuel metering flow is controlled by the fuel shutoff valve and the fuel
metering actuator. Fuel from the inlet first flows to the rapid restart fuel
shutoff valve. When the valve is energized, it opens and allows fuel to flow
to the fuel metering actuator.
Fuel System Familiarization 23300 The actuator is an electronically controlled spool type control valve. The
coil receives a PWM signal from the ECM. Depending on the duty cycle of
the PWM signal from the ECM, the spool uncovers a portion of the inlet
port and allows fuel flow.
Fuel System Familiarization 23400 The fuel metering rail pressure sensor monitors this pressure and sends
this information to the ECM.
Fuel System Familiarization 23500 The two timing rail actuators receive fuel flow from the fuel inlet. The ECM
sends a common signal received by these actuators to control fuel flow to
the common timing rail.
Fuel System Familiarization 23600 The timing rail pressure sensor monitors the pressure in the timing rail and
sends this information to the ECM.
Fuel System Familiarization 23700 On the left cylinder bank the fuel for the rail and timing is fed to the center
of the fuel manifold by plumbing routed from the left bank fuel block located
behind the ECVA. To maintain equal pressure at each injector the fuel
flows to each end of the manifold into a common rail. The fuel then feeds
the injectors as it flows back towards the center of the engine. The fuel
flows from the fuel manifold through sealed passages in the aftercooler
housing and through the cylinder heads to the injectors.
Fuel flows from the ECVA by internal passages through the block to the
right bank fuel block located behind the Eliminator. External plumbing
carries this fuel to the center of the ride side manifold. Flow through the ride
side manifold is the same as previously described for the left.
Fuel System Familiarization 23900 Passages in the cylinder heads deliver timing and metering fuel to the
injectors. Timing and cooling fuel from the injectors returns to the fuel drain
in the fuel manifold.
Fuel System Familiarization 23950 Drain fuel travels from the manifolds to the drain block at the right front of
the engine. This block contains the test port and check valve.
Fuel System Familiarization 24000 The line connected to the bottom of the fuel drain block directs the fuel to
the OEM supplied fuel cooler. The OEM is responsible to ensure that the
maximum fuel inlet temperature at the fuel pump does not exceed 71
degrees Celsius.
Fuel System Familiarization 24100 From the fuel cooler, the fuel flows back to the fuel tank.
Fuel System Familiarization 25000 At cranking where we need maximum fuel going to the engine, the fuel
pump actuator is closed. The supply pressure and the controlled pressure
are both equal. Hence the bypass valve is closed and all the fuel goes to
the engine.
For cranking the engine, the pressure should be approximately 241 kilo-
Pascals.
Fuel System Familiarization 25100 As the pressure increases the bypass valve, the actuator, and the relief
valve work together.
The pressure is sensed by the sensor and is read by the ECM. The
actuator opens causing the controlled pressure to decrease. This causes
the bypass valve plunger to open allowing the fuel to pass through that
valve and back to the pump inlet.
Fuel System Familiarization 25200 The relief pressure valve is always open above 241 kilo-Pascals. Some fuel
is always bypassed through this valve when the engine is running.
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Fuel System Familiarization 25300 The maximum pressure valve is normally closed. When the pressure goes
above 2896 kilo-Pascals, for example during motoring or maximum speed,
then the engine does not need fuel and that valve opens to let the fuel
recirculate back to the inlet again.
Fuel System Familiarization 30100 The QSK78 injector assembly contains three individual moving sections:
the lower plunger, the timing plunger, and the upper plunger. All of the
plungers are coated with Titanium Nitride to resist scuffing wear and
provide maximum service life.
Fuel System Familiarization 30200 The lower part of the injector is very similar to the PT injector.
One important difference is that the lower barrel and nozzle are one piece.
This design eliminates a high pressure joint. The lower section consists of a
lower plunger, lower plunger return spring, nozzle, nozzle retainer, spring
retainer, and a non-adjustable spring housing.
Fuel System Familiarization 30300 The open nozzle design of the injector provides the ideal rate and shape of
injection. A slow start of injection allows a slower burn at the beginning of
combustion for reduced combustion noise. The sharp end of injection,
eliminates secondary injection and provides reduced hydro-carbon
emissions.
Additionally, the QSK injector incorporates an angle drilling in the lower
plunger that enhances plunger seating. This drilling allows fuel, which is
trapped in the seat, to escape and spill back into the drain passage. This
process is referred to as trapped volume spill or TVS.
Fuel System Familiarization 30400 The QSK78 fuel system provides infinitely variable injection timing. The
timing is varied by controlling fuel pressure to the injector timing chamber.
The timing section consists of a balance orifice, timing plunger, bias spring,
and deflector ring. The timing plunger is positioned in the barrel bore below
the upper plunger.
Fuel System Familiarization 30500 The upper section of the injector consists of the barrel, spring housing,
return spring, upper plunger, and plunger link.
Fuel System Familiarization 30600 Now let's take a look at an injection cycle.
We will start the injection cycle with the camfollower on the outer base
circle. All three plungers are in contact with each other. As the camshaft
rotates, the follower rolls toward the inner base circle. All three of the
plungers begin to retract. When the lower plunger retracts far enough, the
rail feed port is uncovered and fuel is Pressure-Time metered through an
orifice into the cup.
Fuel System Familiarization 30700 Remember from PT theory, the "P" is rail pressure and "T" is the time that
the feed port is uncovered. The rail pressure is controlled electronically and
can be as high as 1379 kilo-pascals or as low as 14 kilo-pascals. The time
depends on engine speed.
Fuel System Familiarization 30800 As the plungers continue traveling up, the lower plunger is in its fully
retracted position when the spring retainer contacts the ledge on the barrel.
Fuel System Familiarization 30900 The camfollower continues to roll toward the inner base circle, allowing the
timing and upper plungers to continue moving upward under spring force
from the return spring and bias spring. When the upper plunger retracts far
enough, it uncovers the timing feed port and fuel is PT metered through an
orifice into the timing chamber.
Fuel System Familiarization 31000 As the camfollower starts up the injection ramp of the camshaft, the upper
plunger moves down and closes the timing feed port to end timing
metering. The fuel that was metered into the timing chamber is now
trapped between the upper plunger and the timing plunger.
Fuel System Familiarization 31100 The amount, or volume, of fuel metered into the timing chamber determines
the separation between the upper and timing plungers. The amount of
separation determines the effective combined length of the upper and
timing plungers. This length determines when injection starts. Changing the
overall combined plunger length changes the start of injection.
The separation between the plungers varies from 2 mm at minimum timing
advance to around 9 mm at maximum timing advance. This separation is
sometimes referred to as "overtravel".
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Fuel System Familiarization 31200 The trapped fuel becomes a solid hydraulic link between the upper plunger
and timing plunger. When the timing plunger contacts the lower plunger, all
three plungers move down together.
Fuel System Familiarization 31250 As the lower plunger moves down, the rail feed port is also closed. This
ends the metering of fuel in the cup. The quantity of fuel trapped in the cup
is the amount of fuel that will be injected.
Fuel System Familiarization 31300 The timing and upper plungers have a diameter of 15 mm, compared to the
12 mm diameter of the lower plunger. This difference in diameter reduces
the pressures in the timing chamber to approximately 60 percent of the
injection pressures.
Fuel System Familiarization 31400 Because of this difference in pressure, the pressure in the cup can be as
high as 172,000 kilo-pascals with only 104,000 kilo-pascals in the timing
chamber. This reduction ratio allows the injector train to operate with
minimum stress and wear yet still produce extremely high injection
pressures.
Fuel System Familiarization 31500 The downward velocity of the plungers increases as the follower continues
up the injection ramp of the camshaft. When the pressure in the cup
exceeds the pressure in the cylinder, injection begins.
Fuel System Familiarization 31600 Injection ends as the lower plunger makes contact with the nozzle seat. For
every injection cycle, the stroke of the lower plunger is 10.5 mm. At
approximately the same time, the groove in the timing plunger aligns with
the groove in the barrel, opening the spill port. The timing fuel then spills as
the upper plunger continues its downward movement.
Fuel System Familiarization 31700 During this spill process, the flow area between the timing plunger and the
spill port regulates the fuel pressure in the timing chamber to keep a load
on the lower plunger. This pressure is necessary to prevent the lower
plunger from lifting before mechanical contact occurs between the upper
and timing plungers.
A spill ring is positioned over the spill port to act as a pressure deflector to
prevent damage to the injector bore in the cylinder head from continual
release of high pressure fuel.
Fuel System Familiarization 32000 As all of the timing fuel spills from the chamber, the plungers make
mechanical contact. The downward travel of the injector train continues,
creating a mechanical crush condition on the lower plunger. This ensures
that the plunger remains seated in the nozzle during combustion.
Fuel System Familiarization 32100 Now that we have seen each step of the injection cycle, let's take a look at
the complete cycle again.
Fuel System Troubleshooting 15000 The fuel pump must receive an adequate supply of fuel.
and Repair To check for a fuel inlet restriction. Install the pressure transducer at the
quick connect fitting.
Fuel System Troubleshooting 15100 Start the engine and operate it at rated speed and no load.
and Repair
Fuel System Troubleshooting 15200 Check the fuel inlet restriction. The inlet restriction must not exceed 102
and Repair mm of Mercury with a new filter and 228 mm of Mercury with a used filter.
Fuel System Troubleshooting 15300 If the inlet restriction exceeds this specification. Locate the component or
and Repair components causing the restriction and replace the necessary
components.
Fuel System Troubleshooting 15500 To verify that the fuel pump is producing adequate pressure, install a
and Repair pressure transducer to the quick connect fitting at the fuel pump outlet.
Fuel System Troubleshooting 15600 Measure the fuel pressure at cranking and through a range of operating
and Repair speeds. Refer to the Troubleshooting and Repair manual for fuel pressure
specifications.
Fuel System Troubleshooting 16000 Begin checking for a fuel drain restriction by inspecting the drain lines.
and Repair Make sure that none of the lines have loops or are crimped.
Fuel System Troubleshooting 16100 Attach the pressure transducer to the quick connect fitting where the two
and Repair drain line manifolds join together at the fuel drain block. This connection is
before the check valve in the system.

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Fuel System Troubleshooting 16200 Operate the engine at high idle and no load and check the restriction. The
and Repair maximum allowable fuel return line restriction is 254 mm of Mercury when
the engine is operating at high idle.
Fuel System Troubleshooting 16300 If the restriction is above the maximum specification, remove the fuel tank
and Repair fill cap and check the restriction again.
Fuel System Troubleshooting 16400 If the restriction is below the specification when the cap is removed, replace
and Repair the fuel tank vents.
If the restriction is above the specification, inspect the drain lines for
restrictions.
Fuel System Troubleshooting 16500 The fuel cooler is installed in the drain line between the fuel manifold and
and Repair the fuel tank. If the engine has an excessive fuel return restriction, check
the restriction after the fuel cooler to be sure that it is not causing the
restriction.
Fuel System Troubleshooting 16600 If the restriction reading is taken after the check valve the specification is
and Repair 203 mm of Mercury.
Fuel System Troubleshooting 18000 There are two methods of checking for air in the fuel system: the gear
and Repair pump drain method and the sight glass method.
Fuel System Troubleshooting 18100 For the gear pump drain method, connect a quick disconnect fitting, high
and Repair pressure hose, pressure valve, and clear tubing to the fuel pump outlet. Put
the end of the hose in a clear container.
Fuel System Troubleshooting 18200 Operate the engine at high idle with no load. Slowly open the valve until a
and Repair steady stream of fuel is visible. Place the end of the hose below the surface
of the fuel. If there is an air leak, bubbles will be visible in the container.
Fuel System Troubleshooting 18300 For the sight glass method, a sight glass is installed in the fuel supply lines.
and Repair The engine is then operated at high idle with no load.
Fuel System Troubleshooting 18400 A small air leak will have a "milky" appearance to the fuel. A large air leak
and Repair will look like bubbles in the fuel.
Fuel System Troubleshooting 18500 If an air leak is found, tighten the hose connections from the fuel tank.
and Repair Check the drop tube in the fuel tank for damage. Check the o-rings for
damage.
Fuel System Troubleshooting 20000 The CENSE system uses a thermocouple mounted in the exhaust manifold
and Repair near each cylinder's exhaust port to measure the exhaust gas temperature.
Fuel System Troubleshooting 20100 The information is viewed using the INSITE tool.
and Repair
Fuel System Troubleshooting 20150 A low exhaust temperature indicates that the cylinder is low on power.
and Repair A high temperature indicates that the cylinder is receiving too much fuel.
Fuel System Troubleshooting 20400 In those cases where cylinder temperatures are low, indicating a lack of
and Repair power, you can use blowby sensor readings to determine whether the
problem is caused by a mechanical problem or fuel trouble.
Fuel System Troubleshooting 25000 To remove the injectors, first remove the rocker lever covers.
and Repair On left bank cylinder number one it is necessary to drain the coolant and
remove LTA tubing in order to access the rocker cover.
On four of the cylinders there are lifting brackets that will have to be
removed before you can access the rocker covers.
Remove the rocker cover.
Fuel System Troubleshooting 25050 Loosen the locknuts and back off the valve and injector adjusting screws.
and Repair Remove the rocker lever shaft capscrews and lift out the lever assembly.
Fuel System Troubleshooting 25100 Remove the injector holddown clamp capscrew.
and Repair
Fuel System Troubleshooting 25200 Use the appropriate injector puller and remove the injector and holddown
and Repair clamp from the engine.
Fuel System Troubleshooting 25300 Remove the sealing ring from the end of the injector and make note of the
and Repair ring thickness. The sealing ring thickness may vary from one cylinder to the
next within an engine. It is important to check the thickness of each sealing
ring as it is removed. Inspect the area where the injector contacts the
sealing ring to determine if it can be reused.
Remove the four o-rings from the injector body.

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Fuel System Troubleshooting 25320 Inspect the metering and timing filter screens, installed on the injector body,
and Repair for debris, tears, or punctures. Replace the screen if it is damaged or dirty.
The screens can be cleaned using a solvent. However, the screen must be
completely dry before installation.
Fuel System Troubleshooting 25340 If the screen needs to be removed, use a small screwdriver or knife blade
and Repair and gently separate the connector clip.
When installing a screen, wrap the filter screen around the inlet groove.
Apply pressure on the filter screen connector clip until a single "snap" is
heard.
Fuel System Troubleshooting 25400 Before installing the injector install the four new o-rings. The o-ring with the
and Repair largest diameter and the largest cross section installs into the top groove in
the injector body above the screen covering the timing port. The next o-ring
installs into the next groove in the injector body between the timing screen
and the drain port. An o-ring also installs between the drain port and the
screen covering the metering port. The remaining o-ring is the smallest
diameter and installs in the groove below the metering port.
Fuel System Troubleshooting 25450 Install the proper thickness sealing ring. Four sizes of sealing rings are
and Repair available.
Fuel System Troubleshooting 25500 Lubricate the injector o-rings with clean engine oil. Install the holddown
and Repair clamp on the injector and position the injector in the bore. Use the
installation tool to seat the injector in the bore.
Fuel System Troubleshooting 25600 Install and tighten the holddown clamp capscrew to the torque specification
and Repair listed in the service literature.
Fuel System Troubleshooting 25700 Next, install the rocker levers and then set the intake and exhaust valves
and Repair and the injectors. Refer to Cylinder Head troubleshooting and repair in this
program for more information on this procedure.
Fuel System Troubleshooting 26000 In addition to setting the injectors whenever they are removed from the
and Repair engine, the injector set procedure is performed at the 1,500 hour
maintenance interval. After this initial adjustment, no further adjustment is
needed.
Fuel System Troubleshooting 27000 QSK78 engines use four fueling actuators. The two actuators positioned
and Repair above the fuel shutoff valve on the ECVA control the fuel flow to the timing
rail. The actuator positioned below the fuel shutoff valve on the ECVA
controls the fuel flow to the metering rail. The fourth actuator is installed in
the fuel pump to control the output pressure from the pump.
Fuel System Troubleshooting 27100 To remove and replace any of the actuators, thoroughly clean the area
and Repair around the actuator.
Disconnect the actuator connector from the engine harness.
Fuel System Troubleshooting 27200 Remove the actuator using a ratchet and a 32 mm deep well socket.
and Repair
Fuel System Troubleshooting 27225 Inspect the filter screen, installed on the actuator body, for debris, tears, or
and Repair punctures. Replace the screen if it is damaged or dirty.
Fuel System Troubleshooting 27300 If the actuator screen needs to be replaced, use quick-dry contact cleaner
and Repair to thoroughly clean the screen filter area.
Fuel System Troubleshooting 27400 Use a fine blade screwdriver or knife edge to separate the snap connection
and Repair on the screen filter. Remove and discard the screen filter.
Fuel System Troubleshooting 27500 Wrap a new screen filter around the actuator. Make sure that the screen
and Repair filter is in its groove and the two ends are nearly joined. Then, use a pair of
needle nose pliers to carefully join the screen filter ends.
Fuel System Troubleshooting 27600 Inspect the actuator to be sure that the o-rings are in place and lubricate
and Repair the o-rings with clean engine oil.
Fuel System Troubleshooting 27700 Install the actuator and torque it to the proper specification.
and Repair Connect the engine wiring harness to the actuator.
Fuel System Troubleshooting 28000 To prime the fuel system, use clean diesel fuel and fill the fuel filters.
and Repair
Fuel System Troubleshooting 28100 Fill the fuel pump suction hose with clean diesel fuel.
and Repair

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Fuel System Troubleshooting 28200 With the filters and the suction hose full of fuel the engine is primed and
and Repair should start normally.
Fuel System Troubleshooting 30100 The Fault Information system for QSK78 engines records 20 faults
and Repair concerning the Quantum fuel system.
To review each of the faults click on the next button.
Fuel System Troubleshooting 30101 (NO AUDIO-Fault #112)
and Repair
Fuel System Troubleshooting 30102 (NO AUDIO-Fault #113)
and Repair
Fuel System Troubleshooting 30103 (NO AUDIO-Fault #116)
and Repair
Fuel System Troubleshooting 30104 (NO AUDIO-Fault #117)
and Repair
Fuel System Troubleshooting 30105 (NO AUDIO-Fault #118)
and Repair
Fuel System Troubleshooting 30106 (NO AUDIO-Fault #119)
and Repair
Fuel System Troubleshooting 30107 (NO AUDIO-Fault #254)
and Repair
Fuel System Troubleshooting 30108 (NO AUDIO-Fault #259)
and Repair
Fuel System Troubleshooting 30109 (NO AUDIO-Fault #261)
and Repair
Fuel System Troubleshooting 30110 (NO AUDIO-Fault #263)
and Repair
Fuel System Troubleshooting 30111 (NO AUDIO-Fault #265)
and Repair
Fuel System Troubleshooting 30112 (NO AUDIO-Fault #316)
and Repair
Fuel System Troubleshooting 30113 (NO AUDIO-Fault #318)
and Repair
Fuel System Troubleshooting 30114 (NO AUDIO-Fault #451)
and Repair
Fuel System Troubleshooting 30115 (NO AUDIO-Fault #452)
and Repair
Fuel System Troubleshooting 30116 (NO AUDIO-Fault #455)
and Repair
Fuel System Troubleshooting 30117 (NO AUDIO-Fault #467)
and Repair
Fuel System Troubleshooting 30118 (NO AUDIO-Fault #468)
and Repair
Fuel System Troubleshooting 30119 (NO AUDIO-Fault #514)
and Repair
Fuel System Troubleshooting 30120 (NO AUDIO-Fault #553)
and Repair
Fuel System Troubleshooting 30121 (NO AUDIO-Fault #554)
and Repair
Control System Familiarization 03000 The QSK78 engine control system is a full-authority electronically operated
fuel control system that also provides over 80 operator and vehicle or
equipment features.
The primary functions of the control system include fueling and timing
control, limiting the engine speed operating range between the low and
high idle set points, and reducing exhaust emissions while optimizing
engine performance.
Control System Familiarization 03101 The QUANTUM fuel control system offers infinitely variable timing through
the ECM's ability to control the pressure in the timing rail through the use of
the timing actuators.

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03201 Other benefits of the electronic control system include:
Improved fuel economy
Diagnostics
Improved emissions and ...
Increased engine durability
04000 The components of the electronic control system can be categorized as
input, processing, or output devices.
04100 Inputs are electrical devices, typically sensors and switches, that provide
signals used to determine operating conditions or desired operation.
04200 Processing is performed by the engine ECM. The ECM receives the
information provided by the various inputs. Algorithms and tables stored in
the ECM's memory are used to perform calculations. These calculations
determine the desired output signals for current engine operating
conditions.
04300 The ECM then supplies output signals to the various output devices. These
devices control fuel flow, engine timing, and the operation of components
such as the electronic fan clutch.
05100 The ECM operates on a 24 volt power supply. Power is supplied to the
ECM through both an unswitched and a keyswitch controlled circuit. The
unswitched power supply provides the voltage requirements for the ECM
powerdown memory save feature. The ECM battery connection must be
directly connected to the vehicle battery terminal with no other connection
on the ECM harness wire.
05200 If a master disconnect is desired, it must be installed in the positive side of
the switched battery circuit. A master disconnect should not be installed in
the ECM unswitched power supply or in the negative return circuit.
06100 Sensors are grouped as either Base engine sensors or CENSE sensors.
Base Engine sensors input information to the QUANTUM ECM. CENSE
sensors input information to the CENSE ECM. However, some sensors
input information to both the QUANTUM and CENSE ECM.
06200 These sensors send signals to both the QUANTUM ECM and the CENSE
ECM.
Engine Speed Sensor (ESS)
Fuel Rail Pressure Sensor
Oil Level Switch
Coolant Pressure Sensor
Coolant Temperature Sensor
Ambient Air Pressure Sensor
Coolant Level Switch
07715 The Coolant Temperature Sensor is located in the thermostat housing. The
input from this sensor is used to control the operation of the fan. The
engine coolant temperature is one of the values that can be enabled to
derate or shut the engine down when the reading reaches a predetermined
value. In addition to engine protection, the input from this sensor is used for
starting, and injection timing control.
07720 The Intake Air Temperature Sensor is located at the front left aftercooler
support. The input from this sensor is required by the engine protection
system, starting, as well as for fuel metering and injection timing. If the
shutdown feature is activated, when this reading reaches a predetermined
value, the ECM will shutdown the engine.
07725 The Fuel Temperature Sensor is installed in the Electronic Fuel Control
Valve Assembly. The input from this sensor is used for fueling calculations
and the engine protection system.
07735 The Fuel Pump Pressure Sensor is installed in the fuel pump on the left
side of the engine. The signal from this sensor is used by the ECM to
determine the fuel outlet, or supply, from the fuel pump. The sensor output
is used by the ECM to provide closed loop control of the fuel pump
pressure.
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07745 The Boost Pressure Sensor is located at the left middle aftercooler support.
The boost pressure input is required for electronic control of the fuel
system.
07750 The Ambient Air Pressure Sensor is installed on the Electronic Fuel Control
Valve Assembly. The signal from this sensor allows the ECM to determine
the atmospheric pressure. This sensor provides altitude input information to
the ECM for altitude derate purposes.
07755 The Fuel Metering Rail Pressure Sensor is installed in the metering
passage in the Electronic Fuel Control Valve Assembly. This sensor is
used to measure the actual fuel pressure in the rail supplying fuel to the
injectors. The input from this sensor is used by the ECM to ensure that the
rail actuator is providing the fuel flow needed for the engine operating
conditions.
07760 The Fuel Timing Pressure Sensor is installed in the timing passage in the
Electronic Fuel Control Valve Assembly. This sensor measures the
pressure in the fuel rail supplying the timing fuel to the injectors. The input
from this sensor is used by the ECM to ensure that the timing actuators are
providing the fuel flow needed for the engine operating conditions.
07765 The Oil Pressure Sensor installed in the flywheel housing, senses oil
manifold pressure. The oil pressure signal provides input to the engine
protection system.
07766 The Coolant Pressure Sensor is located in the engine block on the left side
of the engine. This sensor provides input to the engine protection system.
The input from this sensor is used to evaluate water pump and cooling
system efficiency.
07767 The Blowby Pressure Sensor is installed in the crankcase ventilation
system. The signal from this sensor is used by the ECM to determine the
engine crankcase pressure from the blowby past the pistons and rings.
This input is used by the ECM for engine protection.
07770 The Engine Speed Sensor is located on the flywheel housing. This sensor
detects the teeth on the flywheel and sends a signal to the ECM. The ECM
uses this signal to determine the engine speed. The sensor is typically a
magnetic pickup device providing a dual output to the ECM. If one of the
two signals from the sensor is lost, the engine will continue to operate.
07775 The Coolant Level Sensor, installed by the OEM, is typically located in the
top tank of the radiator. The ECM lights the engine protection lamp when
the signal from this capacitance sensor indicates the coolant level below
the sensor. This sensor provides input to the engine protection system.
07785 The Centinel make-up tank has an oil level sensor installed in it. This
sensor signals the ECM when the oil level in the make-up tank drops below
the sensor. This sensor has a floating ring around the sensor shaft. When
the oil level is above the sensor, the ring floats and the magnet in the ring
causes a set of small contacts in the body of the sensor to open. However,
when the oil level drops below the sensor, the magnet in the ring moves
away from the body of the sensor allowing the contacts to close. This
sends a signal to the ECM that the oil level in the make-up tank is below
the desired level.
08005 On production versions of the QSK78, the CENSE ECM will be located on
the right side of the engine above the PreLube starter system. The CENSE
ECM is physically identical to some other Cummins ECMs. Refer to the
ECM part numbers to tell the difference between ECMs. The ECM part
number is shown on the ECM external dataplate.
08010 The CENSE system operates similarly to any other Cummins electronic
system and measures many of the same temperatures and pressures. In
addition, the CENSE system measures some additional parameters such
as exhaust temperatures and differential pressure across the eliminator.
08020 The signal from the oil temperature sensor, installed in the oil pan adapter,
indicates the temperature of the oil in the engine oil rifle.
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08040 With CENSE, additional intake air temperature sensors are installed in
each of the remaining three aftercooler supports.
08060 Exhaust gas temperature sensors are installed in each of the exhaust
manifold flanges connecting to the cylinder head exhaust ports.
08080 A turbocharger compressor inlet temperature sensor is installed in the
intake ducting between the air cleaner and a turbocharger compressor
inlet.
08120 An additional boost pressure sensor is installed on the right center
aftercooler support.
08130 An interstage boost pressure sensor is installed in the front and rear
intercooler. This input is used to evaluate interstage turbo contribution.
These sensors have associated fault codes.
08140 A Pre-Eliminator Oil Pressure Sensor is installed in the inlet passage of the
eliminator system. The CENSE ECM uses this input, along with the Post-
Elimator Oil Pressure Sensor, to monitor oil pressure drop across the oil
filtering system.
08150 A Post-Eliminator Oil Pressure Sensor is installed in the outlet passage of
the eliminator system. This sensor is used in determining engine state in
the event of a speed sensor failure.
The CENSE ECM also uses this input, along with the Pre-Elimator Oil
Pressure Sensor, to monitor oil pressure drop across the oil filtering
system.
08300 The accelerator assembly is specified by the OEM. The accelerator can be
either a foot pedal or a hand operated device. The accelerator contains a
position sensor and may have an idle validation switch incorporated.
However, some OEM's will supply idle validation through other controllers.
08345 The Accelerator is located in the cab. This "drive-by-wire" device transmits
the operator input for desired speed to the ECM, and eliminates the
mechanical linkages and cables.
08355 The accelerator uses a sliding contact on a conductive strip to provide a
signal for idle and off-idle validation. At least one of the two switches is
always closed. This is a safety redundancy check to help ensure that the
accelerator is not malfunctioning.
The ON Idle switch is a normally closed switch indicating that the
accelerator position is at idle. The off-idle switch is normally open.
In the idle, or no accelerator command position, the five volt supply is
passed through the on-idle switch to ground indicating accelerator idle
position. When the accelerator is depressed, the on-idle circuit opens and
the off-idle circuit closes and connects the off-idle circuit to ground.
08375 Different style electronic accelerator pedals are available. Instead of the
low voltage at idle and higher voltage at full throttle, the input from the
accelerator may be just the opposite. In addition to these two accelerator
types, the signal from the pedal may not be linear. This type of signal is
used to provide more exact control in some part of the accelerator range.
Other applications use a stepped throttle signal. This type of signal is used
to control the engine to a specific engine speed or commanded fueling.
08500 Different switch types are installed by the OEM.
Many of these switches are installed within reach of the operator. These
switches provide operator input to the ECM to activate, de-activate, set,
and operate various functions of the electronic control system.
08550 Single pole, single throw switches are used as ON/OFF type switches in
the QUANTUM system. These switches either complete an electrical circuit
or break the circuit. The ECM interprets the presence or absence of voltage
as a signal indicating ON/OFF input. This type of switch is typically
connected to a twelve volt supply.
08575 ON/OFF switches are used for Multi Unit Synchronization, Fan Clutch,
Diagnostics, Alternate Low ldle Speed, Auxiliary Speed, Remote Throttle,
and Intermediate Speed Control.
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08600 A momentary two position switch that maintains a center, or OFF, position
when released is used as an input to the system. When this switch is
moved from its center position, it sends a signal to the ECM on one of the
two circuits, depending on whether the switch is toggled up or down.
08650 Momentary switches are used as inputs for the Intermediate Speed Control
increment/decrement switch, and for sequencing through fault codes.
08750 A three position switch is used for the alternate droop and alternate torque
selection. When a three position switch is used for these features, a
resistor is installed in the circuit connected to one switch position to reduce
the current flow when the switch connects to that leg. One position does
not connect the circuit and the remaining position connects to ground. The
ECM uses this change in the signal to determine the current switch
position.
08940 A three position switch can also be used if two intermediate speeds are
desired, either with or without ISC validation. When this switch is used for
this feature, one switch position does not complete the circuit and the
remaining two positions connect circuits to ground. When ISC speed 3 is
required, this three position switch can not be used activate all three ISC
speeds. Systems using three ISC speeds require an additional switch, or
switches.
20020 The ECM is mounted to the left bank side of the engine block on top of the
Electronic Fuel Control Valve Assembly.
20100 The ECM communicates with service tools and some other diagnostic
devices through datalink connections.
20200 The ECM contains memory elements, microprocessors, and output driver
circuitry to actuate the various control devices and accessories.
20300 The ECM constantly monitors major factors affecting combustion efficiency,
such as coolant temperature, intake manifold temperature, boost pressure,
and ambient air pressure.
20400 The ECM uses these inputs, along with tables and algorithms stored in its
memory, to determine the desired injection timing, and fuel quantity for the
current engine operating conditions.
30000 Output signals from the ECM control the operation of the:
Fuel Metering and Timing Actuators
Fuel Shutoff Solenoid
Fans
Centinel Oil Control Valve, and ...
Diagnostic Lamps
In addition to these components, an output signal is also sent to the
datalink for communication with various devices.
31001 The ECM controls the pressure in a common timing rail through the use of
two timing actuators. These actuators are located on the Electronic Fuel
Control Valve Assembly above the fuel shutoff valve.
31101 The ECM uses the metering actuator to control the pressure in the
metering rail. This allows the ECM to precisely control the amount of fuel
metered into the injectors under all operating conditions.
31201 The ECM sends a signal to open the fuel shutoff valve to allow fuel flow to
the metering rail. The ECM uses this valve to stop the flow of fuel to the
engine when necessary.
31301 The ECM controls the operation of the Rockford fan clutch. The fan clutch
is a fully modulated, oil actuated fan clutch utilizing a 270 mm friction plate.
31350 The output signal to the Centinel control valve determines when the
Centinel system begins its operation cycle. Details on the Centinel system
are covered in more detail in the lube system section of this program.
31401 The diagnostic lamps are mounted within the operator's view and are used
to notify the operator of service or diagnostic information. These lamps can
also be used to access the active fault codes.
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35000 Input and output signals between the ECM and various components and
service tools can also be supplied through the datalink.
The QUANTUM control system is equipped with both J1587 and J1939
datalinks to provide communication with the ECM.
The SAE J1587 standard defines the communications protocol. The SAE
J1708 standard defines the hardware over which J1587 communication
occurs.
The SAE J1939 standard defines both the physical hardware and software
communications protocol for J1939 communication.
35200 Using a Cummins service tool, the J1587 datalink can be used to modify
customer selectable QUANTUM features and parameters, and download
entire ECM calibrations.
35300 In addition to service tools, other J1587 devices can include an instrument
cluster, and driver displays.
The J1587 network is limited to 20 nodes. J1587 can only communicate
with one device at a time. If two devices attempt to broadcast a message at
the same time, data is lost and must be broadcast again.
35400 The J1939 Datalink is designed to work at a faster rate of information
processing with minimal outside interference. It has the capability of
communicating with several devices at one time without losing data. Each
device communicates through an Electronic Control Unit.
35500 Vehicle control devices can send an input through the datalink to
temporarily command engine speed or torque to perform one of its
functions. Unlike some other Cummins control systems, the QUANTUM
system does not use the J1939 datalink to download calibration files with
the INSITE service tool.
40000 The compact designed wiring harness provides the connections and
circuits for each of the input and output devices to communicate with the
ECM.
The OEM harness and the engine harness are located in the wiring
harness enclosures. OEM interface connections are provided by three
Deutsch connectors on the left side of the engine.
40200 The enclosed wiring harness system provides for improved durability of the
wiring harness in addition to improved water resistance.
40300 The datalink connector is located on the OEM harness. The 9-pin Deutsch
connector is the SAE standard datalink connector for J1587
communication. The engine mounted SAE 9-pin service tool datalink
connection requires the use of the Inline or Inline 2 adapter to communicate
over J1587.
40400 Wiring for the J1587 datalink consists of 18-gauge twisted pair wires with a
maximum length of 40 meters. All of the J1587 devices share a common
ground.
40500 The J1939 Datalink main bus has two wires from the ECM connecting to a
J1939 backbone. The backbone circuit is shielded with a third wire to help
prevent outside interference. The datalink circuit is terminated at each end
with a nominal 120 ohm resistor, known as a termination plug. These
resistors are connected in parallel to yield a 60 ohm equivalent resistance.
They are used to reduce noise on the backbone.
40600 To extend the backbone, remove the termination plug and connect an
extension. The termination plug must be installed at the end of the
extension. The maximum main bus extension is 40 meters.
40700 Stubs are used to connect J1939 devices to the backbone. These stubs are
short lengths of shielded wire which are hard-wired to the backbone. The
maximum stub length is one meter.
40800 Three-pin Deutsch connectors connect the harness to various engine and
OEM components.
49100 Programmable features are those items that can be enabled or disabled, or
turned ON and OFF using INSITE.
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49200 Each of the Adjustable Parameters is dependent on its corresponding
feature. In other words, if the feature is not selected, the parameters are
deactivated. Once the feature has been enabled, the parameters relating to
that feature can be set within a specified range. This range is limited by
engineering considerations and may vary from one calibration to another.
49300 INSITE groups the settings under the Adjustments heading in the Features
and Parameters category.
50101 The Low Idle Adjustment Switch checkbox enables and disables the ability
to increase or decrease the Engine idle speed, or the intermediate speed
control 1 speed, using an operator controlled switch. This switch is used to
increase or decrease the idle speed in calibratible steps.
When this feature is disabled, the switch has no affect on idle speed.
However, the speed can still be adjusted using INSITE.
50111 When this feature is enabled, the Adjustable Idle Speed can be adjusted,
typically in 25 RPM increments, by toggling the increment/decrement
switch. Bumping this switch to the plus position increases the engine idle
speed. Bumping this switch to the minus position decreases the engine idle
speed. This increases or decreases the engine speed up to the maximum
idle rpm or down to the minimum idle rpm. This engine idle speed remains
at this new setting until it is adjusted again. If the save option is enabled,
this idle speed is saved in the ECM memory and the engine will return to
this previously set speed after startup. If the save option is not enabled, the
engine will return to the original low idle speed after the keyswitch has
cycled OFF and then ON.
50201 QUANTUM engines can be calibrated with an optional engine protection
feature that monitors critical engine temperatures, fluid levels, and
pressures. The engine protection feature records separate fault codes
when an out-of-range condition is found for any of the engine protection
sensors. The engine protection feature will then light the engine protection
lamp.
50202 The Engine Protection Enable feature automatically derates and/or shuts
down the engine whenever input values are not within an acceptable range.
This helps to prevent engine damage. The capabilities of the Engine
Protection Feature vary according to the operating mode. The current
mode depends on operating conditions and customer programming.
50204 An engine protection condition is determined either based on the severity of
the reading or the duration of a reading.
A severity based out-of-range condition compares the current readings to a
predetermined threshold or range. The parameter is out-of-range when it
exceeds this threshold.
A duration based out-of-range condition initiates Engine Protection when a
predefined condition exists for a predetermined time.
50208 The derate mode of engine protection can impose a gradual speed or
torque derate depending on the severity or the duration of the observed
condition.
With either derate, when the parameter first goes out-of-range, a five
second confirmation period is begun. If, after the five second period, the
parameter is back in range, no derate occurs. However, if, after the five
second period, the parameter is still out-of-range the condition is confirmed
and the derate becomes active. An active derate causes the appropriate
fault code to be logged, may light one of the diagnostic lamps, and applies
a derate according to the table stored in the ECM.
50250 Engine protection is based on coolant temperature, coolant level, intake
manifold temperature, oil pressure, OEM temperature, OEM pressure,
coolant pressure, the crankcase blowby pressure, and fuel temperature.
50275 The engine protection feature has two selectable features - engine
protection shutdown, and engine protection restart.
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50301 When enabled, the Engine Protection Shutdown feature automatically
shuts off the engine when one of the specific monitored engine parameters
is critically out-of-range.
50310 The Engine Protection lamp in the cab flashes for 30 seconds prior to
shutdown to alert the operator. If at any time during the warning period, the
parameter goes back into range, the lamp is turned off and the shutdown is
aborted. However, if the parameter is still out-of-range at the end of the 30
second period, the engine will shutdown.
50331 After any engine shutdown, the reason for the shutdown should be
determined and corrected before continuing operation. The ignition key
must be turned off for several seconds before attempting to restart the
engine. A cool-down period is recommended prior to restarting the engine
after a shutdown.
50351 When the Engine Protection Shutdown feature is disabled, an Engine
Protection Fault does not shutdown the engine. However, disabling the
Engine Protection Shutdown feature will not prevent the engine protection
system from derating the engine as necessary.
50450 The Engine Protection Restart feature prevents the engine from being
restarted if it has been shutdown because of an engine protection fault.
50455 After an engine protection shutdown, the engine can be cleared for restart
by the fault changing from active to inactive, calibration, or in some cases a
predetermined time delay.
50501 Intermediate Speed Control, or ISC, controls engine speed at a constant
RPM to one of three specific setpoints within an operating range. In
addition, if Remote Throttle is not being used, a potentiometer may be
added to allow five more speeds.
50511 An Intermediate Speed switch can be mounted on a cab panel for operator
access. A three position switch can be used if two intermediate speeds are
desired, with ISC validation. When ISC speed 3 is required, ISC validation
cannot be used. This three position switch can not be used to activate all
three ISC speeds. Systems using three ISC speeds require an additional
switch, or switches.
If a remote throttle is required, ISC 2 cannot be used. If a remote throttle is
not required a potentiometer can be used to obtain an additional 5 ISC
speeds. These speeds are obtained as the potentiometer is cycled through
the range.
50521 The ECM control system attempts to maintain the engine speed as long as
the intermediate speed On/Off switch is in the ON position.
50530 The preset speed can be adjusted with an increment/decrement switch.
50601 When the Remote Throttle feature is enabled, the accelerator input to the
ECM can be switched to a source other than the cab accelerator through
an OEM mounted switch.
50604 When the Remote Throttle switch is toggled to the ON position, the ECM
receives a signal to switch engine control input from the cab accelerator to
the remote throttle.
50611 For the ECM to switch the signal it uses to control the engine to the remote
throttle when the Remote Throttle switch is moved to the ON position, the
remote throttle must be requesting less fuel than the cab accelerator and
there must not be a remote throttle fault. The ECM then controls the engine
speed based on the signal from the remote throttle and the cab accelerator
signal is ignored. The ECM uses the input from the remote throttle to
control engine speed until the remote throttle switch is moved to the OFF
position and the requested primary accelerator is less than or equal to the
requested remote throttle.
50701 It is beneficial to limit engine speed and torque after start-up until sufficient
oil pressure is available to supply oil to the engine components. Under
certain operating conditions, not allowing the engine time to develop oil
pressure before accelerating can damage key components - especially the
turbocharger.
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50750 When the Engine Warm-up Protection feature is enabled, and there is no
active oil pressure or oil pressure sensor faults, the engine speed and
torque are limited immediately after startup until the ECM detects sufficient
oil pressure.
50801 The Maintenance Monitor feature flashes a lamp to indicate to the operator
that the predetermined interval is approaching.
When the maintenance monitor reaches its predetermined level, the ECM
flashes a lamp after each key-on until the maintenance monitor has been
reset.
50811 The Maintenance Monitor Enable checkbox enables or disables all
functions associated with Maintenance Monitor.
50901 The Maintenance Monitor Warning While Running feature is intended to
accommodate applications where the engine is rarely shutdown. When this
feature is enabled, the engine protection lamp flashes while the engine is
running. If this feature is disabled, the maintenance monitor only notifies
the operator that a threshold has been reached when the engine is first
started.
51101 The Governor Type parameter allows the type of governor mode to be
selected.
51105 With the automotive or MIN/MAX governor, engine speed between idle and
maximum RPM is determined by the accelerator position sensor input, as
well as by the load applied to the engine. Since the accelerator position
determines the amount of available engine torque, engine speed is directly
related to the amount of load placed on the engine. An Automotive
Governor requires more operator interaction to maintain speed, providing
improved "feel".
51111 An All Speed, or Variable Speed, Governor provides aggressive speed
holding capability and small changes in accelerator position result in large
gains in torque. This type of governor attempts to maintain a constant
engine speed for a given accelerator position. The all-speed governing
mode varies engine speed based solely on input from the accelerator
position sensor. This governor attempts to hold engine speed constant
when the accelerator is held in any position between minimum and
maximum RPM, and engine load is varying.
51200 The Alternate Droop Switch Type parameter indicates whether a 1, 2, or 3
position alternate droop switch type is installed in the cab.
51210 Switch position 1 is enabled by default. This feature allows a change in the
drop in engine speed when the engine is operating between the governor
speed and the high idle speed.
52101 The Ambient Temperature Derate feature reduces the thermal loads on the
turbocharger. This is accomplished by derating engine fueling to limit the
turbine inlet temperature. Turbine inlet temperature is estimated by the
ECM. The limit for the calculated temperature is determined by electronic
calibration.
52401 Enabling the OEM Sensor Faults feature allows the ECM to record faults
based on OEM pressure and temperature sensors.
52501 The Ether Injection feature is an ECM regulated cold start aid. Ether
injection also helps to minimize white smoke emissions.
52505 With this feature, the ECM can inject ether into the intake manifold while
cranking if the engine is below a calibrated minimum coolant temperature
or intake manifold temperature. The ether will continue to inject until a
calibrated maximum engine speed has been reached.
52511 Two types of ether injection systems are typically used. The measured shot
system cycles ether injection on and off, each cycle lasting a calibrated
period of time. This provides a measured shot of ether each time the
sequence is completed.
The constant on system provides a constant supply of ether, controlled
through an orifice.
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52521 With this feature, the ECM calculates the amount of ether left in a given
canister and logs a fault when the canister is empty.
52601 The Fan Clutch feature provides a Pulse Width Modulated signal to control
a variable speed fan clutch based on the need provided by sensor inputs,
or an input from an electronic service tool. This feature reduces fuel
consumption by minimizing fan on-time and lengthens belt life by reducing
belt hop and slippage.
52650 The fan clutch sensor inputs include the coolant temperature, intake
manifold temperature, fuel temperature, OEM pressure, OEM temperature,
and fan clutch switch.
52901 The Throttle Diagnostic Switch feature allows the operator to activate the
diagnostic mode through a simple sequence of accelerator movements.
52950 With the engine stopped, and the keyswitch ON, the operator cycles the
accelerator three times to enter the diagnostic mode. Once in diagnostic
mode, each additional cycling of the accelerator increments to the next fault
code. If there are accelerator errors, this feature will automatically enter
diagnostic mode when the engine is stopped and the keyswitch is ON.
53101 The Deceleration Throttle feature allows the operator to slow down the
engine by pressing a "deceleration" throttle for applications where the
engine's primary accelerator input is at a fixed position. This feature sets
the final throttle value to the minimum value of the primary accelerator
value or the deceleration throttle value.
53150 Selecting Delta for this parameter causes the commanded accelerator to
be the difference between the primary accelerator and the deceleration
throttle. With this selection, the engine speed begins to decrease as soon
as the deceleration throttle begins to be depressed.
Selecting Minimum for this parameter causes the commanded accelerator
to be the lower of the accelerator input from the primary accelerator and the
deceleration throttle. With this selection, the engine will not begin to
decelerate until the requested fueling from the deceleration throttle reaches
the level of the primary accelerator.
54101 The Idle Shutdown Time parameter helps increase fuel efficiency and
engine life by shutting down an idling engine when there is an absence of
an operator for a calibratible time period. The engine automatically shuts
down after the amount of time entered in this field if there is no operator
input.
Before shutdown occurs, a warning period is indicated by a yellow flashing
diagnostic lamp. During the warning time, the shutdown can be prevented
by changing the engine fueling.
54201 The Hot Shutdown Monitor feature monitors the engine condition and
records the occurrence of an engine hot shutdown.
This fault will log regardless of whether the engine was shutdown by the
operator or the engine protection system. The Hot Shutdown Load Percent
parameter defines the amount of engine load above which the ECM will log
an inactive fault when the engine is shutdown.
54211 An engine is considered "hot" when the hot shutdown load percent of the
engine is above the threshold set in INSITE. The Hot Shutdown Load
Percent is based on the duty cycle load factor which is determined from
engine fueling levels.
54301 The Fan Clutch Ramp rate is the ramp rate percentage used for increasing
and decreasing the fan speed.
54310 This value is expressed as a percentage per second. This allows the rate of
change in fan speed to help prevent belt hopping and slippage to improve
drive belt life.
54350 The Auxiliary Speed Governor is an application specific feature that allows
the engine to be governed by either an auxiliary speed or pressure signal.
The feature uses a manual switch input to turn the governor operation ON
or OFF.
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54401 The Auxiliary Governor Minimum and Maximum Reference Speeds
establishes a range for Auxiliary Speed Governor operation.
54601 The Auxiliary Governor Number of Teeth parameter sets the number of
teeth, or pulses, on the customer input device.
54701 The Auxiliary Governor High Threshold parameter sets the high threshold
for the engine speed. This is the point at which a fault is logged.
56000 It is often desirable to allow the engine speed to gently decrease with the
application of a load to enhance driveability. This prevents jerkiness and
protects mechanical components attached to the drivetrain from damage
due to sudden applications of torque from an engine that is aggressively
attempting to maintain its commanded speed. For these reasons,
QUANTUM uses variable droop in the governor algorithm, where droop is
defined as the difference between the no load commanded speed and the
full load commanded speed divided by breakpoint speed. The ECM
calculates the proportional amount of droop at engine speeds between high
and low idle.
56101 The Breakpoint 1 Speed parameter sets the engine speed, in RPM, that
activates droop during normal operating conditions.
56200 The Droop at Breakpoint 1 parameter sets the percentage of droop when
the engine speed reaches breakpoint 1.
56300 The Droop at Maximum Throttle 1 parameter sets the percentage of droop
if the engine reaches maximum throttle.
56400 The Droop at Minimum Throttle 1 parameter sets the percentage of droop if
the engine reaches minimum throttle.
56500 The Isochronous Breakpoint 1 Speed parameter sets the engine speed at
which droop control stops and isochronous engine speed control begins
when the automotive governor is being used.
56801 The Low Idle Speed parameter provides a default engine idle speed. If the
Idle Adjustment feature is disabled, the engine idle RPM is defined by this
parameter.
56901 The Alternate Idle Speed feature allows the operator to switch between the
low idle speed setting and an alternate low idle speed setting. The alternate
Idle Speed setting in INSITE allows the alternate idle speed to be set. The
increment/decrement switch can not be used to increase or decrease the
alternate idle speed.
57000 If the Alternate Idle Start-up feature has not been enabled in the calibration,
the engine operates using the normal idle speed until the Alternate Idle
Switch is moved from Normal to Alternate.
If the Alternate Idle Start-up feature has been enabled, the position of the
Alternate Idle Switch determines the idle speed at startup.
58001 The Alternate Droop feature allows the droop characteristics to be changed
for high engine governed speeds and for the All Speed governor. Less
governor droop provides a more responsive governor for more precise
engine control. More governor droop provides smoother shifting and
smoother mechanical clutch engagement.
58011 Depending on availability from the OEM, the alternate droop feature
provides the ability to select up to two additional alternate droop settings
through the use of an OEM provided switch.
58021 Each alternate droop setting provides the ability to select the high speed
governor break point speed, droop percent, and the isochronous break
point speed. Droop percent at minimum and maximum throttle for the All
speed governor is also adjustable . The break point speed determines the
position on the engine torque curve where the high speed governor will
start to limit engine torque output.
59001 The Intermediate Speed Maximum Speed parameter is the upper limit for
all ISC speeds.
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60101 The engine speed setpoints are adjustable parameters that set the engine
RPM activated by the ISC switches. These speeds cannot exceed the low
or high idle governor engine speed limits. The calibration determines which
of these speeds is given priority if more than one speed is requested at the
same time.
60200 One of the switch inputs can be used as a validation input. In this case,
Intermediate Speed Control requests are not recognized unless the
validation input is ON and the ISC switch input has transitioned from OFF
to ON. With validation selected, two switch activated ISC speeds are
available.
60401 The Droop parameter sets the percentage of droop if the maximum speed
is reached while using any ISC switch. This droop setting applies to all ISC
speeds.
62000 The five Switched Speed Settings define each of the preset engine
operating speeds for an alternate remote throttle control.
62100 To switch to any of the other settings, the switch is moved to the position
corresponding to the desired speed.
64100 The optional engine information area provides for data entry that is specific
to the engine. Information recorded in this area includes: Engine data such
as Serial Number, Build Date and Engine Hour Offset.
64201 The optional customer information area provides for storing customer
determined information in the ECM.
64301 The optional vehicle information area provides for data entry that is specific
to the vehicle. Information recorded in this area includes: OEM Name,
Model Number, Vehicle Identification Number, and Year of manufacture.
66101 The Maintenance Monitor alerts the operator when the maintenance
interval has been reached. The Maintenance Monitor Option setting
determines whether maintenance monitor operates in manual or automatic
mode.
66111 With the Automatic Mode, the maintenance interval is determined by the
value in fuel burned, established by the calibration or by the number of
hours of engine operation.
66121 With the Manual Mode, the maintenance interval is determined by tracking
engine operating time.
66201 The Maintenance Monitor Warning Percent causes Maintenance Monitor to
issue its alert prior to the end of the maintenance interval. This provides an
advance warning of the upcoming interval. This parameter is expressed in
terms of percentage of the total interval. A 90% value is recommended for
this parameter.
66301 The Maintenance Monitor Interval parameter is used when Maintenance
Monitor determines the interval using the Automatic mode. This mode of
calculation uses a fuel consumption rate to determine when to perform
maintenance.
66331 Refer to the service literature when selecting the appropriate interval factor
for the application; severe duty, normal duty, or light duty.
66401 The Maintenance Monitor User Hours parameter specifies the amount of
time that the engine should be in operation before the desired maintenance
interval, when Maintenance Monitor is set to the Manual mode.
70200 The security feature provides the capability for multiple levels to secure
functions in the programmable memory of the ECM. This capability reduces
the risk of unauthorized program memory changes and reduces the risk of
unauthorized clearing of information in the ECM.
The ECM utilizes three different levels of password protection; master,
adjustments, and reset passwords. In order to service the engine the
vehicle owner must supply the appropriate password to the Cummins
Repair Location.
70400 The Adjustments Password allows access to the:
Adjustable Features and Parameters and
Calibration Transfers to the ECM.
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70500 The Reset Password allows access to:
Reset Engine Protection Data
Duty Cycle Monitor
Fuel Consumption Monitor and ...
Resetting the Maintenance Monitor
70600 The ECM Master Password allows access to all of the levels accessed by
the Adjustment Password and the Reset Password as well as locking out
the ability to change the Adjustment and Reset Passwords.
80100 The Engine Protection Data screen displays a one-line entry for the most
recent engine protection system data.
The description is the type of data that was recorded. The fault code is the
numeric Cummins code that identifies the fault associated with this type of
data. The value is the numeric value or status indicator that was recorded.
The duration is the total amount of time during which this fault was active,
measured in hours, minutes, and seconds.
80200 Selecting a fault on this screen and then clicking on the History button
displays the engine protection data for the previous five occurrences of the
selected fault.
80300 The Engine Protection Settings screen displays which sensors are
monitored for engine protection and how each sensor affects engine
protection.
80400 The Duty Cycle Monitor screen displays the time periods in which the
engine or vehicle has run within specific operating ranges. The operating
ranges are based on engine RPM speed versus torque. This information is
then graphically displayed.
80500 The Duty Cycle Monitor Long Term Map records operating ranges over the
life of the engine or vehicle. This map cannot be reset.
80600 Short term maps 1 and 2 can each log a total of 500 hours of engine time.
Upon reaching 500 hours on map 1, the ECM automatically begins
recording information on short term map 2. Both of these maps can be
reset using the reset password.
80700 The Fuel Consumption Monitor displays the instantaneous fuel economy
and the fuel consumption rate for any single hour in the last monitored 40
hour period. This feature also tracks a non-resettable running average of
fuel consumption rate over the lifetime of the engine. This feature can be
used to monitor and track performance. The fuel consumption monitor can
be reset using the reset password.
80800 The Maintenance Monitor screen displays the elapsed Maintenance
intervals and fuel usage since the monitor was last reset.
80900 The Centinel Monitor feature launches the monitor screen and displays all
of the monitorable information associated with the Centinel Advanced Oil
Management System. The monitor screen functions in the same way that it
would if it was entered through the menu selection or button.
81000 The System ID and ECM Dataplate area provides information from six
different categories.
81100 Selecting System displays a list of performance parameters of the engine.
81200 Selecting Engine displays identifying characteristics of the engine.
81300 Selecting OEM displays identifying information about the vehicle. This
information should match the vehicle's external dataplate.
81400 Selecting Customer displays identifying information about the owner or
user of the vehicle.
81500 Selecting ECM displays identifying information about the engine ECM.
81600 Selecting Calibration displays identifying information concerning the ECM's
calibration. The ECM code listed at the top of this screen identifies the
current ECM calibration.
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82000 The audit trail screen displays changes that have been made to the
Adjustable Features and Parameters. Up to four screenS are available to
display the four most recent changes. This screen records when the
change was made, in ECM time, and control information about which
registered INSITE software made the change. The code and description
identify the numeric code and provides a description of the change made to
the ECM.
84000 Non-Programmable features are those items that are always part of the
QUANTUM control system and can not be disabled and enabled, or turned
OFF and ON using INSITE.
84100 The Actuator Electrical Diagnostic feature provides diagnostics of the pulse
width modulated driver circuits from the ECM. If an open or short circuit is
detected, a fault code activates to alert the operator of the problem.
84200 Actuator circuit diagnostics are performed continuously whenever the
keyswitch is turned to the ON position. Diagnostics are based on the
difference between the commanded PWM current and the feedback
current. A short circuit fault is recorded when the feedback current is higher
than expected and sustained for a period of time. An open circuit fault is
recorded when the feedback current is lower than expected and sustained
for a period of time.
84400 The Fuel Shutoff Valve Engagement Delay feature slows the opening of the
fuel shutoff valve during warm engine starts. The coolant temperature is
used to determine when this feature delays the opening of the shutoff
valve. With a warm engine the fuel shutoff valve is not opened until the
engine speed is above the threshold for a calibrated amount of time. This
allows the fuel pressures in the timing and rail passages to become
stabilized for improved fueling control which reduces engine noise during
hot engine starts.
84600 With a stuck open fuel shutoff valve the fuel actuator shuts off the supply of
fuel to the engine at shutdown. However, if the metering rail actuator
should also become stuck, the ECM may not be able to shutdown the
engine.
84700 The QUANTUM system has built-in diagnostic capability which alerts the
operator of a system problem while the engine is running by illuminating
one of the three diagnostic lamps.
84800 The yellow warning lamp illuminates to indicate a fault condition that allows
the engine to continue to be operated. With this type of fault, the engine
can still be operated but may lose some system features, which can result
in power loss. This fault should be repaired as soon as it is convenient to
do so.
84900 The red stop lamp illuminates to indicate a fault condition that can disable
the engine. Operation of the engine should be stopped as soon as
possible.
85000 The engine protection lamp illuminates when an out-of-range condition
occurs. If the engine protection system lamp illuminates during engine
operation, this indicates that a fault code has been recorded. The lamp will
remain ON as long as the fault is active. If shutdown is enabled, the lamp
flashes to indicate an approaching engine shutdown. When this type of
fault remains active, the engine power and/or engine speed will be
gradually reduced. If the engine protection shutdown feature is enabled in
the calibration, the engine will shutdown after a short time delay to prevent
engine damage.
85100 In addition to alerting the operator of system faults, diagnostic lamps can
be used to flash out active faults stored in the ECM.
86200 CENSE engines do not use a diagnostic switch. Active fault codes flash out
when the keyswitch is in the ON position with the engine not running.
86300 QUANTUM faults are flashed out first on the red stop lamp and then
CENSE faults are flashed out on the yellow warning lamp.
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86400 Beginning with the first active QUANTUM fault, the red lamp will flash out
the first digit of the three-digit fault code. After a one second delay, the red
lamp flashes out the second digit. Then, after another one second delay,
the red lamp flashes out the last digit.
After the last digit there is a two second delay and then the next active
QUANTUM fault is flashed out.
86500 After completing all of the active QUANTUM faults, the CENSE faults flash
out on the yellow warning lamp.
When all of the faults have been displayed, there will be a three second
delay, after which the flashout sequence begins again with the first active
QUANTUM fault code.
87000 The datalink is activated whenever the keyswitch is in the ON position
regardless of whether or not the engine is running. With the current QSK78
engines, the J1587 datalink is used by Cummins service tools. In addition,
the datalink provides information, formatted according to the SAE J1939
standard, to additional data logging equipment such as electronic
dashboards and other equipment ECM's.
88000 At times it is desirable to limit the engine torque output to protect the
equipment, transmission, or change the functional characteristics of the
equipment during a particular operating mode. The Alternate Torque Curve
feature provides the ability to switch between the 100% torque curve and
two additional curves through the use of an OEM installed two or three
position switch.
88100 The Dedicated PWM Output feature allows the OEM to create a 12 volt
pulse width modulated signal whose duty cycle is selected by the
calibration to be proportional to either engine speed, engine torque, or
accelerator percent. The intended use of the analog signal is to control an
engine or transmission that relies on an analog signal input.
88200 The Dual Outputs Based On Sensed Parameters feature allows for two
separate and independent 24 volt outputs to be turned OFF and ON based
on input values from 13 specified parameters. These outputs could be used
to activate devices such as a fan clutch, audible alarm, or lamps.
88300 The thirteen parameters that can be configured as inputs to this algorithm
are: engine speed, final fueling, boost pressure, auxiliary speed, oil
pressure, coolant temperature, fuel temperature, commanded throttle, OEM
sensor, OEM switch, ISC status, OEM temperature, and OEM pressure.
Depending on the calibration design, all of the parameters, or any
combination of the parameters, may be configured as inputs. The outputs
may be turned on when all of the inputs become active or when any one
input becomes active.
88400 The Frequency Throttle feature converts a filtered throttle frequency input
into a requested throttle percentage. This feature applies to industrial and
marine applications where a position or logic signal is not appropriate. The
Remote Throttle can also be used in addition to a Frequency Throttle.
88405 Multiple Unit Synchronization allows two or more engines to be operated at
the same speed, torque, or with commanded throttle input. Some of the
parameters that apply to engine synchronization can be monitored.
88410 In a Hard-Coupled Synchronization application, the primary engine sends a
throttle signal to the first secondary engine. This engine passes the throttle
signal to the next engine. This pattern continues until the last secondary
engine passes the signal back to the primary engine. The feedback duty
cycle to the primary engine is compared with the output duty cycle from the
primary engine. If this comparison is outside of a calibratible range, a fault
condition exists and the engines will be shutdown.
88415 The output signal from each engine is generated on the PWM out pin of the
OEM harness. This output is then the input signal for the next engine, on
the VSS input pin of the OEM harness. The last secondary engine provides
this as a feed back signal on the VSS input of the primary engine.
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88420 In a Soft-coupled application, the primary engine sends the throttle signal
out to all of the secondary engines at the same time. This feature utilizes
the Dedicated PWM Output feature to generate a throttle output duty cycle
on the primary engine from Commanded Throttle input. This signal is sent
to the secondary engine and read on the VSS input circuit. Since these
engines are wired in parallel, if one engine stops, the others remain
running.
88425 The Soft-Coupled Marine application sends the throttle signal out to all the
secondary engines through the J1939 datalink. Since these engines are
wired in parallel, if one engine stops, the others remain running. The ID
pins configure each engine to operate either as the primary engine, or one
of five secondary engines. By using the pins the need for a separate
calibration for each engine is eliminated. In addition, for a service tool to
communicate over the J1939 bus it must be able to recognize which engine
the information that it currently is receiving applies to.
88450 In some applications it is desirable to provide the ability to continue
equipment operation after an accelerator failure occurs. The Accelerator
Limp Home feature provides this capability. Accelerator failures are any out
of range accelerator conditions. Idle validation is required to use the
Accelerator Limp Home feature.
88500 The Industrial Accelerator Default feature determines the default
accelerator values to be used when certain accelerator system errors
become active. Depending on the fault condition, the accelerator value
defaults to one of two calibratible values. The intent of this feature is to
allow continued engine operation at sufficient power to maintain accessory
loading.
When this feature is enabled it replaces the Accelerator Limp Home
feature.
88600 The Overspeed Protection feature monitors the engine speed and shuts off
fuel to the engine if an overspeed condition is detected. The engine speed
at which an overspeed conditions is detected depends on the calibration. A
fault is logged and the ECM records engine data when the fault occurs.
Fuel flow is restored to the engine when the engine speed drops below a
secondary engine speed threshold.
12001 Some troubleshooting, repair, and service procedures for the QSK78
engine require specialized service tools. Service tools used when working
on the electronic control system include:
INSITE for QUANTUM
QSK78 Dyno Controller
Break-out Cable Kit
Wiring Harness Kit
Datalink Adapter
The use of some of these tools are covered in more detail in
troubleshooting procedures in this section.
12100 INSITE is a Windows-based software application that works with selected
Cummins control modules to diagnose and troubleshoot engine problems,
store and analyze historical information about an engine, and modify an
engine's operating values.
12200 The Dyno Controller connects to the 21 and 31-pin OEM connectors to
provide operator interface to operate the engine while it is on a
dynamometer.
12700 Three different style breakout cables connect between the sensors installed
in the engine and the engine wiring harness connector. A breakout harness
provides the ability to monitor the electrical circuit for these sensors.
Each of the test leads is labeled or color coded corresponding with the pin
to which they are connected. Refer to the wiring diagram for information
about which pin is connected to each circuit.
12901 The wiring harness kit provides repair parts for wiring connections for the
QSK78 engine that are not found in the standard electrical wiring repair kit.
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13000 An Inline datalink adapter is needed to allow the ECM to communicate with
INSITE. In the future an Inline 2 adapter will work with INSITE through the
J1939 datalink.
14000 The QSK78 QUANTUM engine control system is a 24 volt system. In order
to properly troubleshoot the control system, it is necessary to understand
the various supply and operating voltages.
The sensors within the system operate on a 5 volt supply signal.
All of the switch circuits within the system are 12 volt circuits. Closing any
of these switches causes the voltage in the circuit to be pulled to ground
indicating to the ECM that the switch has been closed and the appropriate
action is requested. The one exception to this is the Accelerator pedal.
Both the idle/off-idle circuit and the position sensor circuit operate off of a 5
volt circuit.
The PWM output is a 12 volt signal. All of the remaining output drivers
create a 24 volt signal.
14100 Some of the features conflict with certain other features. This is often due
to a shared pin in the ECM.
14300 The third intermediate speed control speed cannot be utilized if
intermediate speed control validation is desired.
14400 The second intermediate speed control speed cannot be utilized if a remote
throttle select switch is desired.
14500 Because the OEM switch, cold idle inhibit, and frequency pull up switches
all use the same pin in the OEM harness connector only one of these
functions can be activated in the vehicle. The OEM switch is an optional
switch that can be installed at the discretion of the vehicle OEM. When the
cold idle inhibit switch is closed the ECM operates the engine at the lower
idle speed, even when operating in cold ambient conditions. When used for
frequency pull up this circuit supplies a 12 volt supply source to a transistor.
14600 The switch connected to pin 36 in the OEM connector can be configured to
operate as an Alternate Idle Switch, or as an Auxiliary Governor Switch.
The calibration will only allow the switch to function in one of these
capacities.
15000 Whenever checking an electrical connection the appropriate test lead must
be used to avoid damaging the electrical component.
15100 When troubleshooting electrical components, similar types of procedures
are normally followed. Although each of these steps cannot always be
performed on each circuit, when they can be checked, these procedures
verify if the circuit is performing properly. Check for the desired supply
voltage to the component, check for a short to ground, check for a short
from pin to pin in the connector, check for an open circuit, and when
possible perform a function check of the component.
15150 A function check might consist of verifying component performance in
specific circumstances. For example, checking a temperature sensor's
resistance at a given temperature and comparing it to the manufacturer's
specifications.
15200 For the electrical systems used on Cummins engines, a short to ground is
typically defined as any connection with a resistance of less than 100 K
ohms. An exception to this specification is the ESS short to ground which is
less than 10 mega-ohms.
15250 A short circuit to an external voltage reading is more than 1.5 volts.
15300 For most circuits in the QUANTUM electronic control system, the definition
of a good closed circuit is less than 10 ohms, therefore an open circuit is
more than 10 ohms.
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15400 The QSK78 wiring diagram provides information to assist you in
understanding and troubleshooting the electrical system. This diagram
shows the overall electrical system and will help you to identify circuits and
individual pin labels.
The wiring diagram also contains sensor specifications and a list of
potential fault codes.
64100 The Fan Clutch Control test allows the percent of fan operation to be set to
determine if the fan clutch is operating properly.
64200 A hand held tachometer can be used with this value set at 100% to
determine the maximum fan speed. After determining the fan RPM at
100%, a lesser value can be entered and the RPM determined to verify that
the fan is operating properly.
65000 The monitor screen in INSITE is used to monitor various engine
parameters. The Data Logger screen functions very similar to the Monitor
screen but the engine operating data is stored in a file and can be retrieved
at any time.
65100 The selection box is used to choose to monitor data only, datalog data only,
or monitor and datalog.
The rate at which the values are updated can be selected in the Desired
Sampling Rate selection box.
65200 The Available Parameters area is a scroll box containing all of parameters
that can be monitored. A maximum of 14 parameters can be moved to the
Selected Parameters box and then monitored at one time. The monitor
screen checks the reading from each of the selected parameters and
updates each reading.
66000 The monitor screen allows you to view the status of various switches in the
system. The switches that can be monitored include switches installed for
driver interface with the system, the vehicle keyswitch, and other electronic
switches such as the ISC switches.
The display indicates the position of the switch. This display can be used to
confirm that the desired signal is being sent to the ECM when the switch is
moved.
Information concerning the various switches is covered in the engine
controls familiarization portion of this program under "inputs".
67000 The monitor screen displays calculated values from the signals supplied
from various sensors in the system. This provides the ability to monitor
engine operating conditions seen by the ECM. Sensor locations and a
description of each sensor is covered in the engine controls familiarization
portion of this program under "inputs".
68200 Temperature sensors are used to determine the temperature of the fuel,
coolant, engine oil, and intake air.
68700 In addition to the temperature sensors discussed earlier, the engine can
also be equipped with an OEM installed temperature sensor. The OEM
Temperature parameter on the monitor screen displays the temperature
read from this sensor. The input from this OEM provided sensor can be
used by the ECM for engine protection and/or Solenoid A and B outputs.
68800 The OEM Temperature Lower and Upper Threshold parameters display the
range beyond which engine protection will start and a fault will be logged.
70000 The readings from pressure sensors such as oil, intake air, blowby,
ambient air, and fuel pressure are monitorable.
70500 In addition to the temperature sensors discussed earlier, the engine can
also be equipped with an OEM installed pressure sensor. The OEM
Pressure parameter on the monitor screen displays the pressure read from
this sensor. The input from this OEM provided sensor can be used by the
ECM for engine protection and/or Solenoid A and B outputs.
70600 The OEM Pressure Lower and Upper Threshold parameters display the
calibrated range beyond which an engine protection will start and a fault will
be logged.
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70800 The Fuel Pump Pressure Error parameter displays the difference between
the desired and actual fuel pump pressure.
71800 The PWM Output Mode parameter indicates whether the PWM output
corresponds to the engine speed, engine torque, or percent accelerator.
The mode is set by the calibration.
71900 The % PWM Output parameter indicates the analog PWM output signal as
a percentage of duty cycle.
72000 The ECM Software Level parameter displays a seven digit number that
indicates the level of software in the ECM.
72100 The Fan Percent On parameter displays the percentage of potential fan
speed that the fan is commanded on by the electronic fan clutch.
72600 The Solenoid A and B Command parameters display the commanded on or
off value of the OEM specific Solenoid A or B circuit.
72710 The Torque Curve Selection parameter indicates, by number, the torque
curve under which the engine is currently operating.
72715 The ISC Validation parameter displays whether the ISC mode of operation
has been validated. This parameter is only used when validation is enabled
and the ISC 3 switch is disabled by calibration.
72730 The Multi Unit Sync Couple Type parameter displays the type of
synchronization being used by the engines: hard coupled, soft coupled, or
soft coupled marine.
72800 The Multi Unit Sync Engaged parameter displays the on or off status of the
Multiple Unit Synchronization.
72900 The Multiple Unit Synchronization Engine Type parameter displays the type
of ECM calibration, either primary engine or secondary engine, that is
currently loaded into the ECM.
73000 The Centinel Advanced Oil Management System improves the overall
engine lubrication and extends maintenance intervals. Some of the
parameters that apply to Centinel can be monitored.
74060 The Throttle Status Idle Validation parameter displays the status of the of
the accelerator pedal. On-idle indicates that the pedal position is at idle.
This is the normal, or foot-off, position. Off-idle indicates that the pedal has
moved off its idle position.
74100 The Desired Fuel Pump Current parameter displays the desired fuel pump
actuator current, in amps, for a given engine speed and load. The value of
this current is in proportion to the fuel quantity and pressure. When the
current increases, the actuator opening increases and the pressure
decreases.
The Fuel Pump Current parameter displays the measured current, in amps,
at the fuel pump actuator.
The Fuel Pump Current Offset parameter displays the additional current
required to obtain the desired fuel pump current.
74400 The Timing Feedback Current parameter displays an electronic
measurement of timing actuator current, measured by the ECM. The value
of this current is proportional to the fuel quantity and pressure. When the
current increases, the actuator opening increases and the pressure
increases. The range for this reading is typically between .9 and 2.4.
The Desired Timing Fueling parameter displays the desired timing fueling
for the current engine speed and load.
The Timing Current Offset parameter displays the additional current
required to obtain the desired timing fueling.
The Timing Deviation parameter displays the difference between the
desired and estimated timing fueling.
The Estimated Timing Fueling parameter displays the percent of maximum
estimated timing fueling, recorded by the actuator, as calculated from the
engine speed and timing pressure inputs.
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74900 The Estimated Rail Fueling parameter displays the estimated rail fueling,
recorded by the actuator, as calculated from the engine speed and rail
pressure inputs.
The Desired Rail Fueling parameter displays the rail fueling requested by
the ECM for the current engine speed and load.
The Rail Feedback Current parameter displays an electronic measurement
of the rail fuel actuator current, measured by the ECM. The value of this
current is proportional to the fuel quantity and pressure. When the current
increases, the actuator opening increases and the pressure increases. The
range for this reading is typically between .45 and 1.2.
The Fueling Deviation parameter displays the difference between the
desired and estimated rail fueling.
The Fueling Current Offset parameter displays the additional current
required to obtain the desired metering rail fueling.
75500 The Instantaneous Fuel Rate field provides a display of current liters per
hour fuel injection.
The Long Term Fuel Rate parameter displays the fuel rate of the engine in
liters per hour fuel consumption for the life of the engine.
75820 The Primary Throttle Command parameter is used in applications that
utilize a deceleration throttle. In these applications, this is the throttle value
commanded from a primary source such as a hand throttle lever or other
set point throttle. A primary throttle operates from 0 percent to 100 percent,
where 0 percent is the idle position.
76000 The Final Throttle Command parameter displays the accelerator value
used by the ECM for fueling control expressed in percent of full throttle.
76100 The Frequency Throttle parameter displays the percent frequency throttle
input if a frequency throttle is present and in use.
76200 The Remote Throttle Percent parameter displays the remote throttle input,
if the application is equipped with a remote throttle and it is in use.
76300 The FSOV Diagnostic parameter displays the enabled or disabled state of
the fuel shutoff diagnostic feature.
The Fuel Shutoff Valve Output parameter indicates the electrical status of
the shutoff valve power at the ECM. This valve must be in the open position
to allow fuel to flow to the engine.
The Fuel Shutoff Valve Diagnostic Counter parameter displays the number
of times a possible stuck open fuel shutoff valve condition has been
detected.
The Fuel Shutoff Valve Diagnostic Counter Limit parameter displays the
number of consecutive times a possible stuck open fuel shutoff valve
condition can be detected before a fault is logged.
77000 The Auxiliary Speed parameter displays the reference input speed supplied
by an auxiliary device to the ECM.
The AXG Reference Speed parameter displays the desired auxiliary speed
corresponding to accelerator position over the auxiliary speed governor
operating range.
The AXG High Threshold parameter displays the high threshold for engine
speed at the point at which a fault is logged.
The Maximum and Minimum Auxiliary Governor Frequency parameters
displays the calibrated frequency range within which the Auxiliary governor
can operate.
80000 Fault trees, available in both INSITE and the service literature, provide a
guide to troubleshooting the engine.
Both Symptom Driven and specific Fault Code trees are available.
80100 Symptom driven fault trees are used when there is an engine complaint but
there are no active fault codes pertaining to that complaint. The symptom
trees are structured to check the most common or the easiest checks for a
specific complaint.
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80200 Let's take a look at a symptom driven fault tree to see how it is used to
troubleshoot the engine. For example, this tree troubleshoots the engine for
the Engine Runs Rough or Misfires symptom.
This tree utilizes many of the fuel system checks demonstrated in the fuel
system Troubleshooting and Repair section of this program.
85000 Specific Fault Code driven trees are used when an active or inactive fault is
logged. These trees apply specifically to an error logged by the ECM.
85100 Fault code 452 is logged when less than 0.15 volts DC is detected at the
rail pressure sensor signal pin 31 of the engine harness.
85150 The steps shown here summarize all the steps in troubleshooting fault code
452.
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