Engine Overheating ( High Coolant Temperature )
Defective Gauge / Malfunction/
Gauge Capillary touching the
exhaust manifold.
Low Coolant level in Radiator /
H.E top tank
Check for visible external leaks
from gaskets, O rings, seals, hoses.
Missing top tank pressure cap.
Choked / excessive length of
coolant vent line hoses.
Make up line hose / pipe choked.
Loose fan belt / water pump belt
/ Slippery belts due to spillage of
oil or grease.
Radiator shroud missing / no
sealing.
Insufficient opening / obstruction
in front of radiator.
Less / No raw water flow through
heat exchanger.
Excessive raw water inlet
temperature.
• Replace the gauge and check.
Check coolant level .
• Coolant level should be up to bottom of
fill neck.
Results in coolant loss.
• Inspect and arrest leaks.
• Restriction in the coolant line hoses can
result in improper filling of cooling
system and false indication of coolant
level.
• Clean or replace vent line hoses.
• Check belt tension by thumb pressure.
Deflection should be approx width of
belt.
• Adjust belt tension Or replace belts if
found worn excessively. Clean fan belts /
pullies.
• Results in by-passing fan air flow and
reduces cooling system efficiency.
• Re-circulation of hot air over the radiator
core.
• Check raw water level in the cooling
tower pond.
• Check operation of raw water pump.
• Check raw water pump suction strainer if
choked.
• Check cooling tower water sprinklers for
choking / fins clogging / operation of
cooling tower fan etc.
Radiator core choked externally Clean radiator fins.
with oil,dust,debris,insects etc • Use 60 psi air pressure to blow the dirt
from the fins. Blow the air in the
opposite direction of fan air flow

Thermostat/s not opening at its • Check thermostat operation and replace

specified temperature if not functioning properly.
• (Should operate within specified limits of
temperature and open fully)

Check the coolant capacity of • If radiator capacity is less than specified,

radiator as specified by than replace the radiator with correct part
manufacturer. number.

Water pump impeller pitted / • Results in reduction in coolant flow.

impeller loose on shaft. Check and replace pump if necessary.

Water pump drive coupling broken • Results water pump not rotating and no
(K series) circulation of coolant. Replace drive
coupling.

Choked engine oil cooler ( N & V • Choked lub oil cooler can cause less
series ) coolant flow.
• Clean or replace LOC element.

Radiator / H.E tubes choked • Check for temperature difference across

internally / Excessive plugging of radiator / coolant inlet and outlet across
tubes (i.e. more than 20 %) H.E.
• Difference should be 7 – 10 deg C
• Clean heat exchanger / radiator tubes
internally.

High ambient temperature / • Check ambient temperature near engine

improper ventilation which should not exceed LAT.
(Limiting Ambient Temperature)
Engine overloaded • Check Kw output as per engine rating
and confirm.
• For Compressor application – Check air
discharge pressure settings / RPM.
• For Earth moving applications – Check
fuel pump pressure / excessive gradient /
excessive load factor.

High engine oil temperature • Check oil temperature.

• If oil temperature is more it leads to
engine overheating

Clogged radiator oil cooler (ROC) • Clean the ROC assembly. Clogged oil
assembly ( Comp application) cooler leads to high compressor oil
temperature raising the coolant
temperature

High transmission oil temperature • Dissipates excess heat to engine coolant

raising coolant temperature

High torque convertor oil • Dissipates excess heat to engine coolant

temperature raising coolant temperature

Fan fitted in reverse direction • Confirm sucker / blower type fan as per
engine application.

Damaged Fan blade profile /angle/ • Results in less air flow. Check and
dents confirm

Excessive Fan tip to shroud • Reduces fan efficiency.

clearance. • Adjust fan position in the shroud.

Incorrect Fan position in the Results in reduced effective fan air flow. Fan
shroud should be outside the shroud by ¾” of blade
and distance fron radiator core. width in case of sucker type fan and ¾”
inside the shroud in case of blower type fan.
Exhaust Manifold And Turbo Getting Red hot / High Exhaust Temperature
Check exhaust temperature on full • Check and confirm the temperature is
load . within specified range. If not proceed
further.

Excessive exhaust back pressure • Maximum allowable exhaust back

pressure is 3” Hg (Normally when the
system is new it should be less than 1.5”
Hg.) If more check following points.

• Diameter of pipe is less than specified.

• More number of bends / sharp bends /
exhaust piping too long.
• Faulty rain cap.
• Choked / defective silencer.

Excessive air intake restriction. • Choked air cleaner element/s

• Clogged Pre-cleaner tubes / hood /
collapsed or improperly seated hood.
• Collapsed hump hose.
• Excessive length of air intake pipe

Turbo boost pressure less / Less • Check turbo boost pressure / boost
intake manifold pressure. pressure drop across aftercooler.

Check and correct following.

• Poor DG room ventilation – Causing

excessive room temperature Or
insufficient air quantity.
• Excessive air intake restriction.
• Choked after cooler fins externally.
• Defective turbocharger – Excessive
radial / axial play, Sluggish rotation of
turbo, Incorrect turbo fitted.

High intake manifold temperature. • Check IMT and confirm whether within
specified limit. If not check and correct
following.

• High coolant temperature

 • Choked LTA heat exchanger.
• Less coolant flow through after cooler.
• Choked after cooler tubes internally.
• Intake valves leaky
• Improper rubber sealing of after cooler
provided in air passage. As applicable.

Improper valve / injector settings. • Recheck / adjust valves & injector

settings.

Engine overloading • Check and restrict load as applicable.

• Excessive fuel pump pressure / wrong
high idle settings.
• Excessive hydraulic pump pressure
settings / Compressor air discharge
pressure settings. (As applicable)

Excessive fueling • May be due to excessive fuel pump

pressure.
• Injector cup hole enlarged.

Recalibrate injector and fuel pump as per

specified calibration code.

Cylinder head valves leakage • Improper valve clearances.

• Recondition the cylinder heads.
( In case of excessive / uneven wear of valve
seat / inserts, Valve chanelling, worn valve
guides etc.)

Incorrect injection timing Check and correct injection timing as

specified for the engine.
• Check and ensure camshaft lobes / rollers
not worn / pitted.
• Correct injection timing

Weak compression Combustion chamber air can leak through

Valve seat, Piston ring gap which can
results in weak compression.
Measure blow-bye with proper tool and
confirm whether it is excessive.
• Worn out piston rings / cylinder liner
• Stuck or broken piston rings.
• Cylinder head valve leakage.
 Oil Dilution ( Diesel In Oil )
Check oil level in oil pan and
confirm
Excessive idling
Prolonged operation of the engine
with restricted air intake can cause
incomplete combustion. (The
engine will also have the black
smoke / low power problem.)
S.D valve in manual mode
Diesel level above injector level
Supply line NRV Failed / leak
Defective STC valve – (Engines
fitted with STC injectors)
PT pump front flange seal
damaged (PTR Pumps)
Improper sealing of fuel inlet /
drain connections of injector.
Improper sealing of injector ‘O’
rings.
Fuel dribbling from injector
Can be confirmed by following.
• Increase of oil level
• Drop in oil pressure
• Reduction in lub oil viscosity
• Two different layers on blotting paper
• Find out the reason for excessive idling
and stop / reduce idling of the engine.
• Check air intake restriction and ensure
that it is within limit.
• Check & replace S/D Coil if required
• Check & Clean / Replace NRV if
required.
• Worn STC valve internal ‘O’ rings /
worn STC valve housing inside.
• Stuck fuel return line NRV fitted on STC
valve (Elbow type).
• Check and replace seal.
• Replace copper washers and tighten fuel
connections properly.
• Check fuel inlet / drain connectors for
pin hole / crack.
• Cut / damaged top ‘O’ ring – Replace
injector ‘O’ rings and also check the ‘O’
ring seating area for cleanliness , finish
and correct if required.
• Bend injector push tube / Loose injector
settings.
 • Barrel – plunger clearance excessive. Re
callibrate the injector.
• Injector cup crack / enlarged inj. cup
holes – Replace cup & re-callibrate
injectors.

Injector cup retainer loose / crack • Check and correct – Recalibrate the
injector.

Injector body porosity / crack near • Identify and replace the defective
fuel inlet / outlet passage. injector.
 High Fuel Consumption
Check for external fuel leaks
Check the fuel consumption
accuratly with proper measuring
device.
• Faulty KWH meter
• Faulty fuel flow meter / wrong
method of checking.
Also measure exhaust temperature
with ‘K’ type thermocouple and
calibrated thermometer.
Check load cycle / average load on
the DG set.
Drop in main alternator efficiency.
For other applications like dumper,
dozer, excavator, compressors etc.
Check load cycle / load factor.
• Arrest all external leakages from
• Fuel tank, supply line, Manual valves,
Fuel filter, Water seperator, Fuel pump,
Fuel tubings, Return line hoses etc.
• Compare the results with manufacturer’s
specifications and decide whether it is
more OR ok.
• Compare the Exhaust Temperature
readings v/s Load with earlier readings
on the engine OR Cummins data.
• If exhaust temperatures are more Rectify
High Exhaust Temperature problem first.
Ref – HET steps .
• Excessive idling / fluctuating load can
result in high SFC.
• Average load is less (i.e. below 70%) can
result in less Units / lit.
• Ref. Load v/s Specific Fuel Consumption
data.
(Operating the DG sets @ 80% load factor
gives better fuel efficiency and optimum
engine life)
• Check the Load v/s Alternator efficiency
chart provided by alternator
manufacturer.
• DG set running with lower power factor
(less than 0.8) draws more current on
same Kw out put and increases heat
losses in alternator which can reduce
alternator efficiency.
Normally the fuel consumption is measured
in terms of Liters / hour.
Higher load factor can cause high fuel
consumption.
Bad quality of fuel • Contaminated fuel
• Adultrated fuel
• Low fuel density / low calorific value

Check the fuel quality from authorised

laboratory and compare the results with
Cummins fuel specifications.
 Oil in Coolant
Check for oil in top tank of
Radiator / H.E
Oil cooler element tubes punctured
/ ‘O’ ring cut / mutilated.
Oil cooler housing gasket cut /
damaged.
Porosity / crack at lub oil cooler
housing.
Porosity / crack at lub oil gallery
near coolant passages.
Cylinder liner cracked / pin hole
• Check and confirm the problem. If yes
proceed further.
• Check and replace oil cooler element /
‘O’ ring.
• Check and replace the gasket.
• Replace complete Lub Oil Cooler
assembly.
• Following are the possible locations,
• For V12 – Rear end of the cylinder block
from where the oil transfer tube is
connected.
• For NH / NT – LOC mounting area
• Check all cylinder liners for excessive
pitting / corrosion which can result in
through pin hole.
 Diesel in Coolant
Check for diesel in top tank of • If traces found, check the possible area of
Radiator / H.E fuel leakage, which is mixing with water.

Cracked / Porous cylinder head • Check all cylinder heads for crack in fuel
(NT , V , K series ) gallery which is connected to water
jacket.
 High Lube Oil Consumption
Understand the customer’s
complaint and how he measures
the oil consumption.
• External leakages may cause
high lub oil consumption.
• Excessive oil level due to
wrong dipstick / Defective OG
bracket.
• Crankcase breather choked or
vent tube restricted.
Check lub oil quality
• Extended oil change interval
• bad quality of oil / •
unauthorised source.
• Wrong brand / grade of oil
The complete history of engine
history should be checked from
log book, various records,
Customer interview so as to find
out any evidence of extended oil
change, bad quality of oil used,
wrong grade / brand of oil used in
past.
Such type of abuse happened in
past which might have resulted
permanent damage of engine
performance components, that can
not be corrected by simply using
good quality oil / filters now.
Oil throw from turbocharger
• Intake side
• Exhaust side
• First arrest all external oil leakages and
use correct dipstick / correct profile of
dipstick guiding tube of OG bracket for
KV engines.
• Clean / replace breather and vent tube.
• Carry out minimum 24 hrs load trial and
confirm the oil consumption in terms of
Lit / Hr.
• Compare the actual consumption with
Cummins specification.
• If the consumption is just above the limit,
then monitor the consumption between
two ‘B’ Checks. (300 hrs). If found more,
proceed further.
• Ensure that the lub oil used is as per
Cummins recommendations. Refer
Cummins latest SPT –
Ensure that the oil has been procured
from genuine source.
• Check the fresh and used oil properties
on DYNA OTS-5 kit and if doubt check
from authorised laboratory.
• If oil quality is found bad, conduct trial
with recommended brand, grade of oil
and confirm the oil consumption again.
• Check any traces of oil in the air intake
cross-over pipe to confirm turbo intake
seal leakage.
Confirm and repair / replace turbocharger
and ensure no oil throw from turbo.

Oil throw from cylinder head
exhaust ports indicates,
1. Oil leakage from valve guides.
2. Oil leakage from piston rings.
3. Damaged / burnt piston.
4. Cylinder liner scoring / worn
out.
Extended oil and filter change
period / Engine running with
clogged or ruptured lub oil filters /
No genuine filters used.
• Additive package in the
lubricating oil gets depleted
because of its use. This also
results increase in the rate of
lub oil consumption.
• Repetitive extended oil change
• Check any traces of oil throw from turbo
exhaust outlet. If yes then check
following possibilities,
• Oil throw from cylinder head exhaust
ports. Then proceed further steps.
• Turbocharger exhaust seal ring damaged
/ worn out. In this case repair / replace
turbocharger.
1. Damaged / hardened / worn valve stem
seals. (If provided)
Excessive clearance between valve
stem and guide due to excessive wear.
2. Excessive wear of piston rings, broken
piston rings, wrong fitment of piston
rings, improper staggering of piston
rings, piston rings sticky in the ring
groves, wrong / defective piston rings
used.
3. Excessive wear of piston ring groves,
crack or physically damaged piston,
piston crown burnt ( due to excessive
idling, over fueling, improper inj. cup
spray angle etc.)
4. Cylinder liner scoring may occur due to
piston scuffing, dust entry, entrapment of
foreign material in to combustion
chamber.
• For extended period beyond the specified
limit confirm with the help of engine Log
book.
• Check for evidence of sludge formation
in the oil filter / tappet cover / lube oil
pan etc.
• Check used oil quality with the help of
DYNA OTS – 5 Kit and in case of doubt
get detailed analysis from authorised lab.
The used oil properties should not exceed
specified limits. Ref. **
• Check the previous history / present
 intervals can cause permanent condition of engine components and after
damage of engine components getting confirmation advise customer for
due to excessive soot / sludge reconditioning of the complete engine.
formation resulting clogging of
lub oil filter and circulation of
unfiltered oil.

• Use of non genuine filters.

• Missing spring and retainer

assembly in the lub oil filter
shell.

• Stuck open by pass valve in

the lub oil filter head.

Air compressor throwing oil Air compressor piston rings worn out
Air compressor cylinder bore scoring / worn
out.
• Repair / replace air compressor

Excessive air compressor intake restriction

Air compressor pumping time increased
• Check air intake piping / air cleaner for
choking
• Check for leakages in air discharge
piping, Carbon build up inside the air
discharge line, checke valve, cylinder
head.
• Excessive compressor oil drain
restriction
 Coolant In Oil
Confirm the complaint • Oil level has increased more than ‘H’
mark
• Oil becomes milky white.
• Already water contaminated oil might
have poured in the engine.
• Traces of oil in the radiator / H.E top
tank.

• Already contaminated oil • Drain the complete contaminated oil

poured in the engine from oil pan and lub oil filters. Flush the
unknowingly. lub oil system with little fresh oil and
conduct trial with fresh oil and lub oil
• Coolant mixed with oil / grease filters.
got filled in the engine cooling • Also flush the cooling system and top up
system. with fresh coolant.
• Observe the symptoms like,
• White fumes coming out from breather
initially and stops after some time OR
coming out continuously.
• Drop in lub oil pressure OR not
• If white fumes coming out from breather
continuously and oil pressure starts
dropping slowly indicates internal
coolant leakage.
• Stop the engine and check for the traces
of oil in coolant top tank.

Water entry through exhaust • Check all the possibilities and ensure that
piping. water has not entered through exhaust.

• Condensation of exhaust gases • In case of any doubt take suitable

due to excessive length.
• Improper design of common
exhaust chimney system.
• Rain water entry.
• Internal leak from water
cooled exhaust manifold,
turbine casing. (In case of Gas
engine, Marine applications,
Firefighting eqpt etc.)
corrective action to prevent recurrence.
• Check and replace water cooled exhaust
manifold gaskets. (If applicable)
• Check the water cooled exhaust manifold
for internal crack / porosity. Replace if
found defective.
• Check the water cooled turbine casing for
crack / porosity. Replace if found
defective.
If oil traces are seen in the
Radiator / H.E top tank then,
• Remove oil cooler element .
Check for tube puncture or
mutilated O rings.
• Check LOC housing, gasket
surface, ‘O’ ring seating
surface worn out / damaged
etc.
• After cooler element tube
puncture / leak from header
plate joints.
• If the engine is equiped with
water cooled air compressor
head Or head gasket leaking.
• If engine is fitted with water
cooled bearing housing
turbocharger, coolant mixing
through crack or porous
bearing housing.
• Cracked injector sleeve,
• Cylinder head casting crack /
porous,
• Leakage from internal
expansion plugs.
• Test Lub oil cooler element with air
pressure and confirm for the puncture. In
case of element puncture replace it along
with new ‘O’ rings / gaskets etc.
• In case of LOC element OK – replace
only ‘O’ rings / gaskets etc.
• Ensure ‘O’ ring seating area / gasket
seating area is clean / not damaged – If
yes then clean the seating area or change
LOC housing if required.
• After correction again fill the system
with fresh coolant and take trial for
sufficient hrs as per the complaint.
If found no oil in the coolant as well as no
coolant in the oil - indicates problem has
been resolved.
If not proceed further.
• Remove and check aftercooler element
for leakage with pressurized air.
In case of leak replace the after cooler
element.
• Check and replace head and gasket.
• Check the turbo oil drain tube for coolant
traces. If coolant traces are observed,
check the bearing housing and replace if
found defective.
• Remove all tappet covers and check for
traces of coolant, if possible try to
identify any particular cylinder head
having problem. Otherwise remove all
the cylinder heads and test out side(

• Cylinder liner puncture
• Cylinder liner seal rings
mutilated, cut.
• Internal coolant leakage from
coolant passages in the block
water pressure test ).
• Rectify the leakage or replace the
defective cylinder head if necessary.
• Remove the oil pan and inspect the
cylinder liners from bottom. try to
identify the cylinder from which coolant
is leaking and replace that particular liner
and seal rings.
• If it is difficult to pin point any particular
cylinder, remove all the cylinder liners
and check for crack, pin hole due to
excessive pitting /mutilated seal rings.
• If seal ring seating area is damaged due
to corossion / pitting ,rectify with proper
salvaging techniques.
• Pressure test the block by water pressure
and check for traces of water leaks from
coolant passages.
 Oil Throw From Discharge Line of Air Compressor
Disconnect the discharge line from
air compressor and start the
engine.
Air compressor throwing oil is due
to
1. Compressor rings worn out
2. Back pressure in discharge line
3. Piston rings broken
4. Sticky piston rings
5. Compressor bore worn out.
6. Restricted oil drain (KV)
7. Worn / broken piston ring
grooves.
Confirm whether oil is coming from
compressor discharge line
1. Dust entry, Oil starvation, and Bad
quality of lube oil.
2. Accumulation of carbon inside the
discharge line more than 1/16”.
3. Improper installation or excessive wear.
4. Water entry or excessive carbon deposits.
5. Same as point #1.
6. Excessive sludge in oil.
7. Use of old piston.
 Engine Cranks But Does Not Start
Crank the engine and confirm the
complaint. If the engine fails to
start the problem may be due to
• Engine cranking speed is less
• Contaminated / bad quality of
fuel.
• Engine low idle RPM set too
low.
• Weak / no signal from
Magnetic Pick Up unit.
• Air in the fuel system
• Low fuel level / no fuel in tank.
• Low battery voltage / discharged battery.
• Loose battery terminal connections.
• Excessive length / inadequate capacity
of battery cable.
• Defective starter / magnetic switch.
• Out of 2 starters , 1 No starter failed in
KV12 , KV 16 , & 1 MW.
• Excessive parasitic load (e,g defective
unloader valve in compressor
application, alternator shaft bearing
seized in genset)
• Check the fuel for water contamination
and adulteration.
• Set the low idle speed as per engine
application.
• Excessive gap between flywheel ring
gear and MPU.
• Defective MPU. Loose / open / short
circuit wiring from MPU.
•
• Low fuel level. ( Below suction tube )
• Check hoses and end fitting for loose
fitment, crack , mutilated / cut ‘O’ rings
gaskets etc.
• Crack fuel filter mounting head / water
separator bowl.
• Defective non return valve (NRV) in
suction line.
• Puncture in fuel supply drop tube in fuel
tank.
• Restricted air intake / exhaust. • Choked air cleaner.
• Pre-cleaner hood damaged / depressed.
• Blocked exhaust piping.

• Restricted fuel supply / • Stuck closed fuel suction valve if

Insufficient fuel supply. provided.
• Choked strainer as applicable.
• Choked fuel filter.
• Collapsed suction hose or blocked drop
tube.
• Fuel supply and drain tubing in 855
series interchanged at Cylinder head fuel
inlet.
• Excessively worn gear pump. Broken
gear pump shaft.
• Choked magnetic screen filter / wrongly
fitted.
• Defective solenoid valve.
• Defective safety control / loose – open
electrical wiring.
• Seizure of governor plunger in PT pump.
• PT pump coupling slipping on shaft
• Pressure regulator plunger seized in PTR
pump
• Actuator stuck in closed position
• Governor controller defective

• Improper valve setting. Excessive valve clearances.

• Dribbling / Malfunction of • Choked fuel inlet screen.

injectors • Cracked injector cup / or choked injector
cup holes / enlarged cup holes.
• Seized injector barrel & plunger.

• Improper injection timing. • Too much advanced / retarded injection

timing.

• Weak compression. • Excessive valve leakage.

• Worn out piston rings / cylindrical liners.
• Sticky piston rings.
 Engine Hunting
Crank the engine and confirm the • Bleed air from the fuel pump SD valve.
complaint. Install fuel sight glass • Check for loose hose connections,
to detect air in the system damaged water seperator O ring and fuel
filter O ring
• Gear pump suction adaptor O ring
damaged
• Pulsation damper cracked / defective
• Magnetic filter screen partially choked

Cracked / defective pulsation • Replace pulsation damper assembly and

damper check

In case of EFC governor check for • Loose connection in wiring

• Shielding is not proper
• Incorrect wiring
• Battery voltage too low
• MPU gap more
• MPU locknut loose
• Dirt / Dust on MPU tip / Dirt on flywheel
ring gear

Improper gain setting • Adjust the Gain pot

In case of imported controller • Short link A& B and readjust again

Damaged actuator O ring • Remove actuator , inspect O rings,

springs,
• Check for stickiness, clean all the
components & refit as per proceedure.
Replace the O rings and springs if
damaged.

Wear marks on actuator shaft / • Replace the actuator

Actuator sticky / weak springs

Scored actuator housing • Replace actuator housing if ‘O’ ring

seating area is damaged
Controller faulty • Replace the controller & refit the old
housing and check for hunting.
• Remote pot defective

PT pump callibration / repair Check for callibration / repairs / replacement

of PT pump

Sticky pressure regulator in Remove the pressure regulator assembly

hydraulic governor clean and refit the assembly.

Alternator winding weak Alternator winding to be checked and

repaired.