Cummins Diesels H NH NT Operation and Maintenance Manual Bulletin No 983620 EE

0ummins Diesels
0pemtion and
lfraintenance Manual
Bulletin 983620-EE, Printed 3-1 969
Cummins Engine Company, lnc.
Columbus. lndiana. U.S.A. 47201
0puration and Gummins Diesel

MalntenanGe H, tH, IIT scties
Manual
Operation and Maintenance Manual
H and NH Series Diesel Engines
Foreword
This manual is applicable to all 4- and 6-cylinder H and NH

Series Cummins Diesels currently being produced by
Cummins Engine Company, lnc., and subsidiaries. lt
contains instructions for operators that will enable them to
get the best service from their engines. Before operating the
engine, become familiar with the procedures described.
The engine models covered can be identified as to design,

breathing (if no letter "T" or "S", engine is naturally
aspirated), cubic-inch displacement, application and
maximum rated horsepower by the following code:
Example: NT-855C335
N = 4-valve head
T = Turbochargpd
855 = Cubic-inch displacement
C= Off-Highway Application
335 = Maximum Rated Horsepower
Befer to Tables 1,2,3,4,5 and 6 for all H and NH Series

Engine Specif ications.
The maintenance sect¡on is for men who are responsible for

the upkeep and availability of the engine on the job. The
maintenance program is simple, realistic, easy to control
and a prof itable one to practice.
This is an operation and maintenance manual; repair

operations should be performed by specially tra¡ned
personnel. Trained personnel are available at all Cummins
Distributor and Dealer locations.
Full repair Shop Manuals may be purchased from a

Cummins Distributor at a nominal cost.
O¡mmins Engine Company, lnc.

Columbus, lndiana, U.S.A.
Table of Gontents
Principles Of Operation
Cummins Diesel Cycle 1-1

Fuel System 1-2
Lubricating System .1-10
Cooling System .1-12
Air System .1-13
NH Series Dual Diesel .1-15
Operating ! nstructions
General-All Applications ' 2-1

New Engine Break-ln . 2-1
Pre-Starting lnstructions . 2'1
Starting The Engine . 2-2
Engine Warm-Up . 2-4
Engine Speeds . 2-4
lnstrument Panels . 2-5
Maximum Horsepower Requirernents , 2-6
High-Altitude Operation . 2-6
Engine Shut-Down . 2-7
Operator's Daily Report . 2-8
Autoíiot¡ve Applications . 2-9
Generator Set Applications .2-14
Marine Appl¡cat¡ons .2-',9
lndustrial Eng¡ne Appl¡cations .2-2O
Specif ications
Fuel Oil 3t
Lubricating Oil 3-2
Grease 3-3
Coolant 3-4
Capscrew Markings And Torque 3-5
Trouble Shooting
Descript¡on . 4-1
Chart . 4-2
Maintenance Operations
Schedule 5-1
Check Sheet . 5-2
Maintenance lñtervds $3
'A" Checks - il
"AC"Checks - - 57
"B"clrccks - 5A
-
"C" Cftedcs -
-r21
"D"Checks E
--5il
"E" Ched<s -5.4
OtherChcd<s i----53
MainterseSr¡¡rrnrySrct - .5e
lndex
.?
Operation and lvlaintenance Manual
Engine Specifications
NHC-4 Engine Model
NH-l35 Engine Model
Table 1: Cummins Four-Cylinder Naturally Aspirated and Turbocharged H and NH Series Engines
Engine Bore & Stroke Disp!. Valves Max. HP Engine

tVbdel ln. Imm] Cu. ln. [cc] Cylinder @ RPM Breathing
HRC.4 5 1/8x6 [130.175x152.4oo) 495 [8111.64] 2 1 15 @ 1800 NaturallyAspirated

NHC-4, N495P130 5 1/8x6 [130.175x152.400) 495 [81 1 1.64] 4 130 @ 2000 NaturallyAspirated
*NH-135
. NH-160
5 1 l2x\ [1 39.700x 1 52.4oo] 570 [9340.68] 4 135 @ 2100 NaturallyAspirated
5 1l2x1 [139.700x 152.4oo1 570 [9340.68] 4 160 @ 2100 NaturallyAspirated
NT-165 5 1 /8x6 [ 130.175x 1 52.4001 495 [81 1 1 .64] 4 165 @ 2000 Turbocharged
1. Horsepower ratings (stated in U. S. values) established aI 29.92 ln./Hg [759.968 mm/Hgj barometric pressure (sea
lel¡el), 60 deg F [15.5 deg C] air intake temperature, dry air. Derate naturally aspirated ergines ?/o for each i000 ft
[304.800m] abovesea level and 1%for.each i0deg F [5.S0Oeg C] rise inairternpa-ature.
2. Turbocharged engines are derated 4% for each 1 ,000 ft [304.800 m] altitude above 12,O0O ft [3657.600 m] .
Available from Shotts, Scotland Factory Only. ¡l

F
H-6 Engine Model
HRF-6 Engine Model
Table 2: Cummins Six-Cylinder Naturally Aspirated and Supercharged H Series Engines
Engine Bore & Stroke Displ. Valves Max. HP Engine

Model ln. Imm] Cu. ln. [cc] Cylinder @ RPM Breathing
.135
H-135, N672C135 4118x6 1123.825x152.4oo1 672 Í11014.081 2 1800
@ Naturally Aspirated
H-6, H6728160 47l8x1 [123.825x152.400] 612 [11o14.08) 2 160 @ 1800 Naturally Aspirated
*HU-]70 41l1xj 1123.825x152.4o01 672 111014.081 4 170 @ 1800 Naturally Aspirated
t-lR-6, H743P175 5 1/8x6 [130.175x 152.4oo1 743 11211] .7t) 2 175 @ 1800 Naturally Aspirated
HRF-6, H7438190 5 1/8x6 [130.175x 152.4oo1 743 112117 .7]l 2 190 @ 2000 Naturally Aspirated
HS-6,H672B210 4 7 l8x1 [123.825x152.4o0) 6]2 11 1014.081 2 210 @ 1800 Supercharged
HRS-6, t7438240 5 1 /8xG [ 1 30. 1 75x 1 52.4o0L 7 43 1121]t .1ll 2 240 @ 'l 800 Supercharged '
1. Ratings established at 29.921n./Hg [759.968 mm/Hg] barometric pressuré (sea level),60 deg F [15.5 deg C] air intake
temperature, dry air.
2. Derate naturally aspirated and supercharged engines 3o/ofor each 1000ft [304.800m] abovesea level andlo/oforeach
10 deg F [5.56 deg C] rise in air temperature.
* Available from Shotts, Scotland Factory Only. I
t
NH-180 Engine Model NH-220 Engine Model
NH-250 Engine Model NHRS-6 Engine ilodel
Table 3: Cummins Six-Cylinder Naturally Aspirated and Supercharged NH Series Engines
Engine Bore & Stroke Di+1. Valves Max. Hp EngiE

Mode! ln. [mm] Cu. !n. [cc] Cylinder @ RPM BreaürkE
NH-180 4l lSxG 1123.825x152.4N1 612 [1 1014.08] 4 180 @ 2100 Naturally Aspirated

NHE-180 5 1/8x6 [130.175x152.4OO1 143 Í12171.]tl 4 180@ 1950 Naturally Aspirated
NHE-195 5 1 /8x6 [ 130.175x 152.4OO1 743 f121]1 .77) 4 195 @ 1950 Naturally Aspirated
NH-220. N7438220 5 1 /8x6 [130.175x'152.4001 743 11211] .77) 4 220 @ 2100 Naturally Aspirated
NHE-225, N8558225 5 1l2x\ [139.700x 152.400] 855 Í14012.451 4 , 225 @ 1950 Naturally Aspirated
NH-230, N8558230 5 1 l2xj [ 1 39.700x 1 52.4oo) 855 [ 1401 2.45] 4 230 @ 21 00 Naturally Aspirated
NH23O-D
NH-250, N8558250 5 1 l2xl t 1 39.700x 1 52.4001 855 Íiqoz.qsl 4 . 250 @ 2100 Naturally Aspirated
NH5-6, N7438290 5 1/8x6 [130. i 75x 152.4C0] 143 112117 .1ll 4 290 @ 2'100 Supercharged
NHR5-6, N7438320 5 1 /8xG [ 130.175x 152.4OOj ]43 [12177 .111 4 320 @ 2100 Supercharged
1 Ratings established at 29.921n./Hg [759.968 mm/Hg] barometric pressure (sea level), 60 deg F ['15.5 deg C] air intake
temperature, dry air.
Derate 3o/ofor each 1000 ft [304.800 m] above sea lq¡el and 1o/o f8r each 10 deg F t5.56 deg Cl rise in air temperature.
ilT-300 EEi¡e lo*l
TaHe 4: O¡mmim Sih§¡linder Turboc*raged NH Series Engircs

Engine Bore & Stroke Displ. Max. HP Begin Derate
Model ln. [mm] Cu. In. [ccl @ RPM @ Altitude
NTE-235, NT7438235 5 1/8x6 1 30.1 75x 1 52.4001 743 112171.771 235 @ 21 00 14,500
NT-6 5 1/8x6 30.175x152.4001 t43 112177.771 250 @ 2100 12,WO
NTO-6, Nr7438262 5 1 /8x6 30.1 75x 1 143 Í12117.711
52.4001 262@ 2100 12,OOO
NT-270 5 l l2x1 39.700x 152.4001855 [14012.45] 270@ 21Cn 12,OOO
NT-280, NT8558280 51l2x1 39.700x 1 52.400I
855 [14012.45] 280 @ 2100 12,O00
NT-300 5 1/2xG 39.700x 152.4001855 [1401245] 300 @ 2100 12,OOO
NBT-6 5 1/8x6 30.175x 152.4001743 112177.171 3m@ 2100 '12,000
NT-3',10
NRTO-6, NT7438335
51/2xG
5 1/8x6
39.700x 152.4001
30.175x152.4OO1
855 [14012.45] 310 @ 2100 12,OOO '
743 [12177.771 335 @ 2100 5,000
NT-335, NT8558335 5 1l2xj 39,700x'152.4001855 [14O12.45] 3350 zroo 7,500 (T-590), 12,000 (T-50)
NT-380, NT8558380 51l2x1 39.700x 152.4001855 [14012.45] 380 @ 2300 8,000
* NT-4oo
5 l l2x1 39.1Ojx152.4001 855 [1,U2.45] 400 @ 2300 2,000
1. Turbochargedenginesarederated 4o/ofor each 1,000ft t3O4.gOOml alt¡tudeabovelistingintable.
* Available from Shotts, Scotland Factory Only.
NHH-220 Engine Model
NHHRTO-6 Engine Model
Table 5: Cummins H and NH Horizonta! Engines
Engine Bore & Stroke Displ. Valves Max. HP Engine

Model ln. Imm] Cu. ln. [cc] Cylinder @ RPM Breathing
HHR.6 5 1 /8x6 30.175x152.4OO) 743 112177.771 2 175 @ 1800 Naturally Aspirated

HHRF-6 5 1 /8x6 30.175x 1 52.4001 t43 1121t1.171 2 190 @ 2000 Naturally Aspirated
NHH-1BO 4l lSxG 23.825x152.4001 612 f11014.081 4 180 @ 2100 Naturally Aspirated
NHHE-180 5 1 /8x6 30.175x1 52.4001 t 43 112177.171 4 180 @ 1950 Naturally Aspirated
NHHE-195 5 1 /8x6 30.1 75x 1 52.4001 743 Í12177.77',1 4 195 @ 1950 Naturally Aspirated
NHH-220 5 1 /8x6 30.175x152.4OO1 743112177.771 4 220 @ 2100 Naturally Aspirated
NHHR5.6 5 1 /8x6 30.175x152.4OO1 743112177.771 4 320 @ 21 00 Supercharged
NHHT-6 5 1 /8x6 30.175x152.4001 743 112177.771 4 250 @ 21 00 Turbocharged
NHHTO.6 5 1 /8xO 30.175x152.4OO1 743112177.Tt\ 4 262 @ 2100 Turbocharged
NHHRT.6 5 l/8x6 30.1 75x 1 52.400I 743 [12177.771 4 300 @ 2i00 Turbocharged
NHHRTO-6 5 i /8x6 30.175x152.4Ó01 743 112177.771 4 335@2100 Tu rbocharged
See previous Tables 2,3 and 4 for engine derating specifications, which are the same as corresponding "vertical" eng¡ne
models.
NHC-250 Engine Model NHCT-270 Engine
Table 6: Cummins Custom-Rated Diesels
Engine Bore & Stroke Displ. Max. HP Engine Begin Derate

Model ln. [mm] Cu. ln. [cc] @ RPM Breathing @ Altitude *
14012.45
225@ 2100 Naturally Aspirated Sea Level
4012.45250 @ 2100 Naturally Aspirated Sea Level
4012.45 240 @ 2100 Turbocharged 12,OOO
4012.45 255 @ 2i00 Turbocharged p,mo
4012.45 270 @ 2100 Turbocharged 12,@O
4012.45 240 @ 2100 Turbocharged 12,OOO
401245 260 @ 2100 Turbocharged 12,OOO
4012.45 280 @ 2100 Tur[ocharged 11,ooo (T-590), 12,ooo (T_50)
4012.45 300 @ 2100
NTC-335 5 112x6 [i 39.700x t 52.4OOl BSs 4012.451 320 @ 2i00
Tu rbocharged
Turbocharged
10,000 (T-590), 12,000 (T-50)
NTC-335 5 1 l2x6 [139.700x 1b2.400] 8Sb 14012.451 335 @ 21 00 Turbocharged
8,500 (T-590),
7,500 (T-590),
12,000 (T_50)
12,000 (T_50)
*With T-50 Turbo
except as noted.
" ^ uustom torque.
Operation and Maintenance Manual 1-1
H and NH Series Díesel Engines
Operating Principles
The most satisfactory service can be expected from

a
Cummins Diesel Engine when the operation procedures are
based upon a clear understanding of the engine working
principles. Each part of the engine affects the operation of
every other working part and of the engine as a whole'
Cummins Diesel Engines treated in this manual are
four-stroke-cycle, high-speed, full-diesel engines.
Horsepower ratings and other engine specifications for each
model are tabulated on preceding pages.
The Cummins Diesel Engine

Gummins Diese! Cycle compression ratio is 15:1 etc.
Diesel engines differ f rom other internal combustion Compressing the air into a small space causes the
engines in a number of ways. Compression ratios are higher temperature of that air to rise. Near the end of the
than in spark-ignited engines. The charge taken into the compression stroke, the pressure of the air above the piston
combustion chamber through the intake consists of air is approximately 500 to 600 psi [35.1500 to 42.1800 kg/sq
only-with no fuel mixture. lnjectors receive low pressure cml and the temperature of that air is approximately 1000
fuel from the fuel pump and deliver it into the individual deg F [537.7 des Cl .
combustion chambers at the right time in equal quantities
and proper condition to burn. lgnition of fuel is caused by During the last part of the compression stroke and the early
the heat of the compressed air in the combustion chamber' part of the power stroke, a small metered charge of fuel is
injected into the combustion chamber.
It is easier to understand the function of engine parts if it is
known what happens in the combustion chamber during Almost immediately after the fuel charge is injected into
each of the four piston strokes of the cycle. The four the combustion chamber, the fuel is ignited by the hot
strokes and the order in which they occur are: lntake compressed air and starts to burn.
Stroke, Compression Stroke, Power Stroke and Exhaust
Stroke.
Power Stroke
lntake Stroke During the power stroke, the piston travels downward and
both intake and exhaust valves are closed.
During the intake stroke, the p¡ston travels downward, the
intake valve is open, and the exhaust valve is closed. Some By the time the piston reaches the end of the compression
engines have dual intake and exhaust valves as indicated on stroke, the burning fuel causes a further increase in the
preceding pages. pressure above the piston. As more fuel is added and burns,
the gases get hotter and expand more to pusl'r the piston
The downstroke of the piston permits air from outs¡de to downward and add impetus to crankshaft rotat¡on.
enter the cylinder through the open intake valve port. On
engines where used, the supercharger or turbocharger
increases air pressure in the engine intake manifold and Exhaust St¡oke
forces it into the cylinder.
During the exhaust stroke, the intake valvesae closed. the
The intake charge consists of air only with no fuel m¡xture, exhaust valves are open, and the piston is st its upstroke.
Burned gases are forced out of üe cornbr¡stion chamber

Compresion Stroke through the open exhaust valve ports bV the upward travel
of the piston.
At the end of the intake stroke, the intake valve closes and
the piston starts upward on the compression stroke. The Proper engine opefatim depends upon two things-first,
exhaust valve remains closed. compression for ignition; ar¡d second, that fuel be measured
and injected into tlre cylinder in the proper quantities and
At the end of the compression stroke, the air in the at the proper tirne-
combustion chamber has been forced by the piston to
occupy a space about one-f ifteenth as great in volume as it
I
occupied at the beginning of the stroke. Thus, we say the
1-2 Operation and Maintenance Manual
Fue! System
The PT fuel system is used exclusively on Cummins Diesels. under all speed and load conditions.
The identifying letters, "PT" , are an abbreviation for
"pressure-time". 4. lnjectors to receive low-pressure fuel from the fuel pump
and deliver it ¡nto the individual combustion chambers at
The operation of the Cummins PT Fuel System is based on the right time, in equal quantities and proper condition to
the principle that the volume of liquid flow is burn.
proportionate to the fluid pressure, the time allowed to
f low and the passage size through which the liquid flows. The PT fuel system consists of the fugl pump, §upply and
To apply this simple principle to the Cummins PT Fuel drain lines and passages, and injectors. Fig. 1-1. There are
System, it is necessary to provide: two types of PT fuel systems. The first type, commonly
called PT (type G), is shown in Fig. i-2. The second type,
1. A fuel pump to draw fuel from the supply tank and deliver called PT (type R), is shown in Fig. 1-3.
it to ¡ndiv¡dual injectors for each cylinder.
The designations PT (type G) and PT (type R) stand for
2. A means of controlling pressure of the fuel being delivered "Governor-Controlled" and "Pressure-Regulated"
by the fuel pump to the injectors so individual cylinders respectively. Hereafter, these designations will be used to
will receive the right amount of fuel for the power required describe both the fuel system and the fuel pump.
of the engine.
3. Fuel passages of the proper size and type so fuel will be Fuel Pump
distributed to all injectors and cylinders with equal pressure
The fuel pump is coupled to the compressor or fuel pump
drive which is driven from the engine gear train. The fuel
pump main shaft turns at engine crankshaft speed, and
drives the gear pump, governor and tachometer shaft.
i
j
PT (type G) Fue! Pump
The PT (type G) fuel pump can be identified by the

of the return line at the top of the fuel pump. The
absence
pump assembly is made up of three main units:
1. The gear pump, which draws fuel from the supply tank and
forces it through the pump filter screen to the governor.
2, The governor, which controls the flow of fuel from the gear
pump, as well as maximum and idle engine speeds.
3. The throttle, which provides a manual control of fuel flow

to the injectors under all conditions in the operating range.
The location of fuel pump components ¡s indicated in Figs.
1-2 and 1-3.
PI (type Rl Fuel Pump
@ er ¡rvrr Gl ruEr purúp @ nrcron nrrurr The PT (typíff) fuel pump can be identified easily by the
presence of a fuel return line from the top of the fuel pump
@ srur-oown vllvr @ rnou urr housing to the supply tank. The pump assembly is made up
@ rurl. coililEcToR @ rurr rrrrrn of four main units:
@ r¡¡rcron
F ¡9. 1-1 , F WC 13. Fuel f low diagram-PT (rype c) pump and ' The
J. gear pump, which draws fuel from the suppfy tank,
forcing it through the pump filter screen into the pressure
cylindr¡cal injectors
v-'
regulator valve, Governo¡s

2. A pressure regulator, which limits the pressure of the fuel ldling and High-Speed Mechanical Governor: The
to the injectors. m echanical governor, sometimes called "automotive
governor", on both PT (type G) and PT (type R) fuel
3. The throttle, which provides a manual control of fuel flow pumps, ¡s actuated by a system of springs and weights, and
to the injectors under all conditions ln the operating range. has two functions. First, the governor maintains sufficient
fuel for idling with the throttle control in idle position;
4. The governor assembly, which controls the flow of fuel at second, ¡t cuts off fuel to the injectors above maximum
idle and to maximum governed speed. rated rpm. The idle springs in the governor spring pack
position the governor plunger so the idle fuel port is opened
enough to permit passage of fuel to maintain engine idle
Gear Pump And Pulsation Damper speed.
The gear pump and pulsation damper located at the rear of
During operation between idle and maximum speeds, fuel
the fuel pump perform the same function on both PT (type
flows through the governor to the injectors. This fuel is
G) and PT (type R) fuel pumps.
controlled by the throttle and limited by the size of the idle
spring plunger counterbore on PT (type Glfuel pumpsand
The gear pump is driven by the pump main shaft and pressure regulator of PT (type R) fuel pumps. When the
contains a single set of gears to pick up and deliver fuel
throughout the fuel system, A pulsation damper mounted engine reaches governed speed, the governor weights move
to the gear pump contains a steel diaphragm which absorbs the governor plunger, and fuel passages to the injectors are
pulsations and smoothes fuel f low through the fuel system. shut off. At the same time another passage opens and
From the gear pump, fuel flows through the filter screen dumps the fuel back into the main pump body. ln this
and: manner engine speed is controlled and limited by the
governor regardless of throttle position. Fuel leaving the
governor flows through the $utdown valve, inlet supply
1.ln the PT (type G) fuel pump, tothegovernorassemblyas
lines and on into the injectors.
shown in Fig.1-2.
2. ln the PT (type R) fuel pump, to the pressure regulator

assembly as shown in Fig. 1-3.
PT (type G) Variable-Speed Governors

Pressure Regulator
There are two mechanical variable-speed governors used
Used in the PT (type R) and in the torque modification with the PT (type G) f uel pump. The "Mechanical
device of PT (type G) "High-torque engine" fuel pump; Variable-Speed (MVS)" governor which is mounted directly
functions as a by-pass valve to regulate fuel pressure to the on top the fuel pump or remotely near the fuel pump; and
injectors. By-passed fuel flows back to the suction side of the "Special Variable-Speed (SVS)" governor which is a
the gear pump. See Fig, 1-3. special spríng pack assembly at the lower rear of the fuel
pump. See Fig's. 'l-4 and 1-5.
Throttle
oG0vERI0R tlEtGITS
ln both fuel pumps, the ürottle
provides a means for the oG0vtnil0R asstsf PtuxsEr
operator to manually oontrol engine speed above idle as oslrls
required by varyirp operat¡ng conditions of speed and load. o)80YER}¡0R ASStSt SPRrrG
o f,Átil sflaFT
ln the PT (type G) fuel pump, fuel flows through the O TIITER SCREEIIS
o süur-Dottil vatvE
governor to the throttle $aft. At idle +eed, fuel flows o raxtfluf sPErD scREÍ
through the idle port ¡n the goremor barrel, past the O IDI.E SPEED SCREÍI
throttle shaft. To operate above idle speed, fuel flovra @ GETR PUIIP
through the main governor barrel port to the throttling bole O) PUTSATI()il DTTPE?
@ THRoTlrr sltatT
in the shaft. @ ror.E aolusTlllc scREü
@ rorE SPR|IG
ln the PT (type R) fuel pump, fuel flows past üe pressure @ GOVERI{()R PI.UIIGER
regulator to the throttle shaft. Under idling conditions, fuel @GEAR PuilP PRESSURE
passes around the shaft to the idle port in the governor @ tuEt ilat{tFot D PnEssuf,E
@ IDTE PRISSURE
barrel. For operation above idle speed, fuel passes through
the throttling hole in the shaft and enters the governor
barrel through the main fuel port. I f ig, t-4, FWC 9. pT (type G) fuet pump w¡th MVS gor"rná.
Operation and Maintenance Manual i-5
Specia! Variable-Speed (SVS) Governor

O GOYERXON ÍEIGHTS
O Mri sHAtT The SVS governor provides much of the same operational
G) TACH0I tTE[ CottEc]t0t features of the MVS governor but is limited in application.
O flrftn scnttfl An overspeed stop should be used with SVS governors in
OSÉUI.DOXX YALVE
unattended applications and in attended installations a
G)GTIR PUilP positive shut-down throttle arrangement should be used if
O PI'LSITIOX DAfPtR no other overspeed stop is used.
O TÍNOTTLE SHITT
c) Govtixoi sPRltE Marine applications require the automotive throttle of the

@ toLE sPtto lDlusTlxE sc¡il fuel pump to be locked open during operation and engine
O xl[rur
scntr
sPtto lolusrtrc speed control is maintained through the SVS governor
@ rolt sPil6
lever. Also, only PT (type B, C or D) injectors should be
@ Gotttto¡ PUIGE used in marine engines equipped with SVS governed fuel
pump.
Power take-off applications use the SVS gorcrnor lever to

thange governed speed of the engine from full rated speed
Fig, 1-5, FWC 1O, PT (type G) fuel pump with SVS governor tc an ¡ntermediate power take-off speed. During operation
as an automotive unit, the SVS governor is in high-speed
position. See operation instructions for further
information.
Mechanica! Variable-Speed (MVS) Governor
This governor supplements the standard automotive Hydraulic governor applications not having variable speed
governor to meet the requirements of machinery on which setting provisions use the SVS governor to bring engine
the engine must operate at a constant speed, but where speed down from rated speed for warm-up at or slightly
above 1 000 RPN/.
extremely close regulation is not necessary.
Adjustment for different rpm can be made by means of a

lever control or adjusting screw. At full-rated speed, this PT (type R) Mechanical Variable-Speed Governor
governor has a speed droop bewveen full-load and no-load
of approximately eight percent. A cross section of this On some applications this governor replaced the standard
governor is shown in Fig. 1-4. automot¡ve governor to meet the requ¡rements of
machinery on which the engine must operate at a constant
As a variable-speed governor, th¡s un¡t is suited to the speed, but where extremely close regulation is not
varying speed requirements of cranes, shovels, etc., in which necessary.
the same engine is used for propelling the unit and driving a
pump or other f ixed-speed machine. Adjustment for different rpm can be made by means of a
lever control or adjusting screw. At full-rated speed, this
As a constant-speed governor, this unit provides control for governor has a speed droop between full-load and no-load
pumps, nonparalleled generators and other applications of approximately eight percent. A cross section of this
where close regulation (variation between no-load and governor is shown in Fig. 1-6.
full-load speeds) is not requ¡red.
As a variable-speed governor, this unit is suited to the
The MVS governor assembly mounts atop the fuel pump, varying speed requirements of cranes, shovels, etc., in which
and the fuel solenoid is mounted to the governor housing. the same engine is used for propelling the unit and driving a
See Fig. 1-4. The governor may also be remote mounted. pump or other f ixed-speed machine.
As a constant-speed governor, this unit provides control for

pumps, nonparalleled generators and other applications
Fuel from the fuel pump body enters the variable speed
governor housing and flows to the governor barrel and where close regulation (variation between no-load and
plunger. Fuel flows past plunger to the shut-down valve and f ull-load speeds) is not required.
on into the injector according to governor lever position, as
determined by the operator. PT (type R) To¡que Conwrg Goutrnor
A PT (type R) ft¡ef punp isr¡sually srpplied when-a torque
The variablespeed governor cannot produce engine speeds converter is used to conrnct the engine with its driven unit.
in excess of the automotive governor setting.-The governor An áuxiliay governff may be driven off the torque
can produe idle geeds below the automotive pump idle con\rerter orlput Úraft to exercise control over the eng¡ne
speed setting, but should not be adjusted below the governor and to limit converter output shaft speed. The
automotive fuel punp speed setting when operating as a ens¡ne governor and the converter governor must be
co mbi nation automotive and variable-speed governor. adjüsted to work together.
t-

The converterdriven governor works on the same principle

O GOVTRXOR f,IIGHTS
as the standard engine governor except lt cannot cut off
o tatt sÍatT fuel to the ¡dle .iet in the enginedriven governor. This
O PnEssUnT nEGULATOR insures that if the converter tailshaft overspeeds it will not
o ucH0tETER C0tttcil0t stop the englne.
l o flLTEn SCRTEX
:l_- O SHUf.OOTTVALVE
O GEAN PUfP
Hydraulic Governor
O PUTSATIOTOATPER
o E0vERX0R SPntX0S
Hydraulic governors are used on stationary power
@ IDLESPETOSCNEÜ applications where it is desirable to maintain a constant
o ttxttutsPEEDScntw speed with varying loads.
@ IDLTSPRIXG
O IflROTTLESHATT The Woodward SG hydraulic governor uses lubricating oil,

under pressure, as an energy medium. lt is supplied from a
sump on the governor drive housing or from the engine oil
gallery. For oil viscosity, see Page 3-2. ,
The governor acts through oil pressure to increase fuel

Fig. 1-6, FWC 7. PT (type R) fuel pump with MVS governor delivery. An opposing spring in the governor control linkage
acts to decrease fuel delivery. See Fig's.
i-8 and 1-9.
The PT torque-converter governor consists of two ln order that its operation may be stable, speed droop is
mechanlcal variable-speed governors in series-one driven by introduced into the governing s/stem. Speed droop means
the engine and the other by the converter. Fig. 1-7. the characteristic of decreasing speed with increasing load.
The desired magnitude of this speed droop varies with
The engine governor, in addition to giving a variable engine engine applications and may easily be adjusted to cover a
speed, acts as an over-speed and idle-speed governor while range of approximately one-half of one percent to seven
the converter-driven governor is controlling the engine. percent.
Each governor has its own control lever and speed adjusting
SCTCWS. Assume that a certain amount of load is applied to the
O COVTR¡¡OR WEIGHTS
@ turtt stnrt
O PRESSURE REGULAT()R
O TACHOTETER COl{]IECTI()l{
G) FITTER SCREETI
o sHUr-Doü1{ vALVE
O e¡rn ruup
O pulslror DATPER
O EtIEIilE PRIilARY G()VERNÍ)R SPRII{G
@ r¡eII¡ IDLE SPEED SCREYÚ
@ rIeIIr MAxIMUM SPEED scREw
@ nuxu-llRy uNtT DRtttE CABLE c0NNEcTtol{
. @ AUXIUARY GllvERt{t¡R YtEtcHTS
@ auxlulRy covERNoR spRtNG
@ nuxrunRy G0vERNoR spEED-ADJUSTTNG

SCREWS
Fig. 1-7, FWC 8, PT (type R) fuel pump w¡th torque converter

governor
engine. The speed will drop, the flyballs will be forced

inward and will lower the pilot valve plunger. This will
admit oil pressure underneath the power piston, which will
rise. The movement of the power piston is transmitted to
the terminal shaft by the terminal lever. Rotation of the
terminal shaft causes the fuel setting on the engine to be
i ncreased.
I njectors
The injector provides a means of introducing f uel into each

combustion chamber. lt combines the acts of metering,
timing and injection. Two types of injectors-flanged and
cylindrical-are found in H-NH Series Engines.
Flanged Injector
Fuel is supplied to and drained from flanged iniectors

through external fuel lines and connections. From the inlet
connection, f uel f lows down the inlet passage of the
injector, around the injector plunger between the body and
O TERMIilAT TEVER @ prr-ot vAtvE PtuttGER
cup, up the drain passage to the dra¡n connections and lines
@ BALTARM Pril @ THRUST BEARtitG where it returns to the supply tank.
O sERvo MoToR PlsTot{ O sPRrt{G SEAT As the plunger rises, the metering orif ice is uncovered and
o GovERr{oR BASE @ SPEED DROP AD'USTIIIG SCREW part of the fuel is metered jnto the cup. At the same time,
1A, Hydraulic governor w¡th load off , speed
the rest of the fuel flows out of the drain oriflce. The
Fig, 1-8, FWC
increased Posit¡on
amount of fuel passing through the metering orifice and
into the cup is controlled by fuel pressure and timing. Fig.
1-',10.
@ cue
@ crsxrr
@ sur
@ rnrrcron aoov
@ rnrrr
@ onrrrcr Rlue
@ onlu
eLunorn
@
@ onrrl ontrtcr
o t()W LIMIT ADIUSTII{G SCREW @ PUIP EEAR
o SPEED ADIUSTIilG SHAFT o BAI.tHEAD @ mrrrnne oRrrrcr
o G()VERilf}R CASE @ TT()ATII'G TEYER
o BAIT ARM o ]{A]IE PLATE
O DRtvE SHAFT cotLAR

F¡g, 1-9, FWC 18. Hydraul¡c governor w¡th load on, speed Fig.q-1o, FWc 11A. Flanged PT ¡n¡ector
decreased Pos¡t¡on
4-
During injection, the plunger is forced downward unt¡l the

metering orifice is closed and the fuel in the cup is injected
into the cylinder. While the plunger is seated, all fuel flow
through the injector stops. Fig. 1-1 1. O cup
lnjectors contain an adjustable orifice or selected inside O METERING Í]RIFICE

diameter orifice plug in the inlet passage which regulates
fuel flow into the injector. @ PLUNGER
O plue
Cylindrical !njector
@'0' RING SEALS
When cylindrical injectors are used, fuel supply and drain
are accomplished through internal drilled passages ih the O INJECTOR SPRII{G
cylinder head. Fig. i-1. A radial groove around each
injector mates with the drilled passages in the cylinder head O INJECT()R LIilK
and admits fuel through an adjustable (adjustable by-
burnishing to size at test stand) orifice plug in the Injector @.PLUGS
body. A fine mesh screen at each inlet groove provides f inal
fuel filtration. @ sroP
Fuel flows from a connection atop the fuel pump @ CHECK BALL
shut-down valve through a supply line into the lower drilled
passage in cylinder head at the front of the engine. A O FUEL OUT
second drilling in the head is aligned with the upper injector

@ FUEL IN
radial groove to drain away excess fuel. A fuel drain atthe
flywheel end of the engine allows return of the unused fuel rurt
@ scREEil
to the fuel tank.
'The fuel grooves around the injectors are separated by "O" @ oRrnc¡ pr-uc
rings which seal against the cylinder head injector bore. @ .()' RING SEAI
This forms a leak-proof passage between the ¡njectors and
the cylinder head injector bore surface. @ elsxrr
Functions of the PT (type B) and PT (type D),shown in
Fig's. 1-12 and 1-13 are identical; however, pT (type D)
design change provides greater parts interchangeability and
those areas subject to wear are localized in small parts for Fig. 1-12, FWC 14. Cylindrical pT (type B) iniector
START UP.STROKE METER¡NG INJECTION INJECTION

Fig, 1-11, FWC llB. Fuel injection cycle _ flanged pT ¡njector COMPLETE
O cup
INJECTION ENDS
@ cup RErA¡]¡ER
@ slnnrl BY.PASS BEGINS

O ptute¡n BY.PASS ENDS METERING ENDS
METERING BEGINS
@ cHscr slu.
@ elsxu
O cup
@ scnetr
@ run ¡¡
@ on¡r¡c¡
@ onlr¡c¡ BAsl(ET
@ coupure
@ lotprtR
@ spnrre
@ utr
@ ruel our
@ 'o' Rtitc
@ tur
@ nocr¡n tEvER
@ no¡usnilG
@ pustt Roo
scRE¡v
/\\
a-.* .,
r-,
@ rnpprr
@ cnmsulFT LoBE
INIECTI(lN
METERING PRE-INIECTIflN PURGING
f ¡g. 1-13, FWC 28. Fuel injection cycle - PT (type D) cylindrical injector
with PT (type B) can be changed to

eas¡er servicing. Engines Co nnections
PT (type D) injectors by replacing the complete engine set.
F langed injectors are connected to the supply and drain
The injector conta¡ns a ball check valve. As the injector manifolds through connections. The inlet connection
plunger moves downward to cover the feed openings, an contains a f ine mesh screen wh ich acts as the f inal f ilter
impulse pressure wave Seats the ball and at the same time before f uel enters the combustion chamber.
traps a positive amount of fuel in the injector cup for
injection. As the cont¡nuing downward plunger movement N H engines using cylindrical injectors have f uel connectors
injects fuel into the combustion chamber, it also uncovers between the heads to bridge the gap between each cylinder
the drain opening and the ball rises from its seat. Th is head supply and drain passage. Fig. 1-1.
allows free flow through the injector and out the drain for
cooling purposes and purging gpses from the cup-
$rut-Doilt U¡luu
Either a manual or an electric Srutdown valve is used on
Fuel Lircs, Conneetions And Vahns Cummins fuel pumps.
Supply And Drain Lines W¡th a manual valve, the control lever must be f u lly
clockwise or open to permit f uel f low through the valve.
On engines using f langed injectors, fuel is supplied through .
asingle tube to the fuel supply manifold. The drain W¡th the electric yalve, the manual control knob must be
manifold returns fuel not injected to the supply tank fully counterclockwise to perm¡t the solenoid to open the
through a drain line located at the rear of the engine. valve when the "switch key" is turned on. For emergency
operation in case of electrical failure, turn manual knob
clockwise to permit fuel to f low through the valve.
The PT (type R) fuel pump has a drain line returning from
the top of the pu mp to the su pp ly tan k. Th is I i ne is not
necessary with the PT (type G) pump. Fig. 1-1. 7
1-1 0 Operation and Maintenance Manual
Lubricating System
Cummins H and NH Series Engines are pressure lubricated. 2. Oil f lows from the pump through a full-flow filter and back
The pressure is supplied by a gear-type lubricating oil pump into a pump-to-block connection. The filter maV be either
located on the fuel pump side of the engine. bracket-mounted to the block or mounted directly to the
rear of the pump. External lines are used in the
A oilfilter head as
by-pass valve is provided in the full-flow bracket-mounted arrangement.
insurance against interruption of oil flow by a dirty or
clogged element. 3. On IOL engines the filtered oil then flows from the pump
connection to the oil cooler and from the cooler back to
1. Oil is drawn into the pump through an external oil line the oil header through internal drillings in the gear case. On
connected to the oil pan sump. A screen in the sump filters EOL engines, oil f low from pump-to-cóoler-to-oil header is
the oil. accomplished by external lines. Fig. 1-14.
O vrsnrrlt¡l DAMPER
@ rnom orL cooLER
@ ro tlrl ct¡tlLER
@ wnrrn PUMP
@ FAN HUB
G) AtR CoMPRESS0R
C rurnmosTAT HoustilG
@ rrrnxr ArR cRosst¡vER
@ PUSH TUBES
@ rr¡l¡croR RtlcKER LEvER
0) vArvE R(I0KER LEVERS
@ r1{,ECT0R
@ PrsT(ln
@ cor{l{EcTtNG R(¡D
@CNM F(¡LL(IWERS
@CRAI{KSHAFT (¡IL SEAL
@ CAiISHAFT
@ iIAIN OlL PASSAGE
@ (¡¡L PAN .
@ rulr-rutluu t¡tL FTLTER
@ OII SUPPLY TUBE
@ TUANICATING ()IL PUMP
@ PIST(IN-C()(¡LING (lIL
Fig. 1-14, LWC18. Lubricating oil ftnw - NT-380 Eng¡ne (fuet pump side) I
1-11
Operating PrinciPles
Note: The identifying letters "lOL" and "EOL" are

for "intérnal Oil Line" and "External Oil
abbreviations
Line".
4. An oil header, drilled the full length of the block on the

irár-órró-siáe, delivers oil to moving parts within the
englne.
Soiloioes-oracombinationofpipesandpassages-carryoil
" various
i;,-,I ñ áu.tÁutt to upper rocker housings'androds and
iñii¡"gt ir,iáush the block, crankshaft, connectins
ro.ti"it.r.tt cómplete the oil circulating passages'
piston oil cooling' an oil header
-' On engines equippedofwith
6.
the block, on the manifold side'
JritteO" the lengt'h
irópf i"t oil to spray nozzles used for cooling pistons' A
piston-cooling oil pump, located on the. gear case cover' or
Ii-an aod¡t¡oñal section on the standard pump' pumps this
áil to tf,. cooler and from the cooler to the header'
7. Lubricating oil pressure is controlled by a regulator located

in the lubricating oil PumP.
Gooling System
Water is circulated by a centrifugal-type water pump operati ng tem peratu re.
mounted on the gear cover end of the engine and driven by
belts from the accessory drive. Fig. 1-15, The engine coolant is cooled by a radiator or by heat
exchangers, depending on the type of installation. ln some
The water circulates around the wet-type cylinder liners, cases, the heat exchanger and oil coder are built as one
through the cylinder head and around the injector sleeves. unit.
The injector sleeves in which the injectors are mounted are
copper for fast dissipation of heat. Discharge connections
between the heads are provided by a water manifold. The Where heat exchangers are used, a sea water pump is
water manifold houses a single thermostat to control engine mounted on the engine.
operati ng temperatu re.
e WATER T() RADIAT()R
@ THERM()STAT
o WATER BY-PASS
e LUBRICATING ()IL FILTER
o LUBRICATING ()IL C()()LER
@ LUBRICATING OlL HEADER
o WATER FR()M RADIATOR
@ C()RR()SI()N RESIST()R
@ PISTON C()()LING f)IL
@ WATER HEADER
@ YÚATER JACKET
@ HEAD WATER PASSAGI

@ WATER MANIF()LD
F¡g. 1-15, LWC19. Coolant and lubr¡cating oil ftow - NT-38O eng¡ne (exhlust manifold side)
Operation and Maintenance Manual 1-1 3
Air System
The intake air should always be routed through an air Turbocharger
cleaner. The cleaner may be mounted on the engine or
equipment and may be oil bath, paper element or composite The turbocharger conslsts of a turbine wheel and a
type, depending on engine application. Air is routed from centrifugal blower, or compressor wheel, separately encased
the air cleaner directly to the intake air manifold (super- but mounted on and rotating with a common shaft'
charger or turbocharger if the engine is a supercharged or
turbocharged model). The power to drive the turbine wheel-which in turn drives
the compressor-is obtained from the energy of the engine
The supercharger and turbocharger force additional air into exhaust gases. The rotating speed of the turbine changes as
the combustion chambers so the engine can burn more fuel the ener[y level of the gas changes so the engine is supplied
and develop more horsepower than if it were naturally with enough air to burn the fuel for its load requirement.
aspirated. Fis.1-17.
The HRS, NHS and NHRS engines have superchargers; the The turbocharger is lubricated and cooled by engine oil
NT, NTO, NRT, NTC, NHCT and NRTO engines are which is filtered by a separate oil filter.
equipped with turbochargers.
Note: On turbocharged engines equipped with water-cooled
exhaust manifolds, never operate the engine with the
Supercharger
'
manifold "dry". This will result in overspeeding and
eventual turbocharger fai I ure.
A supercharger is a gear-driven air pump which employs
rotors to force air into the engine cylinders. The
supercharger is driven from the engine crankshaft through a Air Compresor
gear train turning at about 1.8 times engine speed. Fig.
1-16. The Cummins Air Compressor is driven from the engine by
¡ntegral crankshaft and accessory drive or by belt.
Lubrication is received from the engine lubrication system,
with the oil carried by internal drillings or external lines.
The rylinder head is cooled by engine coolant. Operating
functions are as follows:
Air lntake
Air is drawn into the compressor from a separate fllter or
o lrEAr sHrEr.0
@ PISIOil NIilG SEAL
O EXHAUSI OUI
O TURBIilE WHEEI.
G) TUNBIilE CASING
G) TXHAUST It{
o olL ll{
O lrn ro EttctilE
o cotPnESs0n cAsll{G
@ BEARIIIG IIISERT
o otL sEAt
@ SLEEVE
@ c0f{PREsson YlHEEt-
@ THRUST lvASHER
oArRil
@ SEAL PI.ATE
@ SEAL RIIIG
O BElRtilG HouslilG
@ ort our
O BErntxG
@ lrsuuiloil PID
F ¡9. 1-1 6, N 1 1 O2a. Supercñ*gE rfiq¡rrtÉd h opretb pe't-n f¡f f -f Z, AwC 6. Turbocharger exhaust gEs and air flow
1-14
Gompression
during the unloading Period.
Unloading
When pressure in the air tank is at a predetermined level ' air

pressure is applied to top of unloader cap by a compressor
iou.rnor. This pressure forces the unloader cap down
and
ñál¿s tt," intaÉe valve open during non-pumping cycle'
When pressure in air tank drops, the unloader cap returns to
its upper position and intake and compression sequences
begin once again.
O cooun
O murE urNE
O Am eovEnxon
c0iltaEcTl0ll
O nn t¡lrt
@ rtrmr vltv¡
O EXHAUST VALVE
Fig, 1-18, AWC 1. Cummins air compreesor

1-1 5
tUH Series Dual Diesel

The foll cover the e to the p¡ston, providing a normal balance of pressure on all
2-1O fh oPeration, d connect¡ng rod journals of the crankshaft.
NH-250 er is aPPlie
on road and at the d
compressor to unload a tank trailer unit. Exhaust Stroke
This concept was developed primarily for the bulk During the exhaust stroke, intake valves are closed, the
transportationof certain dry and liquid cargo to its exhauét valves are open, and the piston is on its upstroke.
destination and unloading the product by the use of
the exhaust system.
The Fuel System

Gummins Dual Diesel Cycle Operating As Air Compressor
The MVS (Mechanical Variable-Speed) governor is mounted
The front two cylinders continue tooperate as normal
engine power as described on Page 1-1. During the four
pis-ton strokes of the pumping cylinders, the following
action takes place.
lntake Stroke Adjustment for engine rpm for pumping can be made by
means of a lever control or adiusting screw. The lever
During the intake stroke, the piston travels downward, the control may be automatically positioned by an air cylinder.
intake valves are open, and the exhaust valvesare closed. lf
the unit is to operate above a 15 psi pressure head, the
exhaust valves must have springs with a heavier than normal Fuel Lines And Valves
spring load rate to prevent valve f lutter thus obta¡n¡ng more
positive seating.
Fuel is supplied through lines and drillings to the iniectors'
Note: Factory built engines to be operated as Dual Diesels
have the correct exhaust valve springs.
The downstroke of the piston permits air from outside to

enter the cylinder around the open intake valves.
Compresion Stroke
At the end of the intake stroke, the intake valves close and
the piston starts upward on the compression stroke. The
compression pressure formed in the cylinder helps equalize
pressure on the crankshaft.
Expansion Stroke
During the expansion stroke, (the normal iiower stroke of

the engine) the piston travels downward and both intake
and eihaust valves are closed. This stroke is so called
because the air compressed during the compression stroke f*g. 1-19, N1'1952. Fuel line arrang€ment - NH-25O Dual Diesel
expands. As expansion occurs, a downward force is applied Engine
A drain line returns fuel, which is not injected, to the

supply tank. The supply and drain l¡nes to the pumping
cylinders have fuel shut-off valves which close, during
engine operation as an alr compressor, to trap fuel in the
lines for injector lubrication. Fig. 1-2O.
!ntake System
The Cummins Dual Diesel Engines are naturally aspirated;

therefore, the engine air system consists of an air cleaner,
piping and intake air manifold. The air cleaner may be
mounted directly to the engine or located remotely,
depending on design of the equipment ¡n which the engine
is used.
Exhaust System
The exhaust system uses separate exhaust piping (or

possibly connected by a tee joint) for the pumping and
driving cylinders.
Exhaust Gontrol Valve
Exhaust piping from the pumping cylinders is directed to a
"wye" with one outlet mounted to the vehicle's normal An exhaust control valve to shut off the exhaust outlet
exhaust outlet and the other to the desired location for the during the air pumping cycle, to prevent compressed air
compressed air take-off . During operation as engine power, escaping into the exhaust system, is mounted in the
the compressed air take-off is capped. A normally open pumping cylinders exhaust piping. During operatlon as an
air-operated exhaust control valve is installed in the exhaust engine, the valve is open and the compressed air line capped
piping between the "wye" and the vehicle exhaust outlet off to prevent escape of exhaust gas (except the gas which
on the four pumping cylinders; this valve is closed during goes through the muff ler). Fig. 1-21 .
the air pumping operation so compressed air cannot escape
through the normal exhaust piping and is discharged
through the product line. Fig. 1-21. Four-Way Air Control Valve
A four-way valve is used to direct air pressure to the air

cylinder controlling the MVS governor lever position (if
used), the valves in the fuel inlet and outlet linesof the air
pumping rylinders, exhaust piping valve and any safe§
device which nay be r¡sed. \{hen desired, thevalve may be
used to automat¡c¿lly set the parking brake when the hand
lever is placed in purnping position.
Check Vahe
The check valve is used to prevent retum of the product to

the engine in case of an engine stoppage or slow-down. The
valve is closed only by gravis or reverse flow; therefore, it
must be mounted vertically. The valve is held open during
pumping by velocity of air flow. To prevent bouncing of
the valve during road operat¡on, and corresponding seat and
bearing wear, it should be mounted at the end of the
discharge pipe as shown in Fig. 1-21. The valve is held iq
place by a stem inserted in ceáter of the cap; this stem i§
adjusted to toqph-check valve shaft when cap is in place.
The stem is normally made from a thre¿ded rod with jam
nuts on each side of cap top.
Operating I nstructions
The engine operator assumes the responsibility of engine

0perating lnstructions care while it is being worked. This is an ¡mportant job and
one that will determine to a large degree the extent of
profitfrom the operator must observe to get the best service
from the Cummins Diesel. However, if any of these rules
are broken, a penalty is certain to follow. The penalty may
be in lack of work accomplished because of lowered engine
efficiency or it may be in down time and costly repair bills
resulting from premature engine failure.
General-All Applications
New Engine Break-ln good grade, clean, No. 2 diesel fuel in the tanks' See "Fuel
Oil Specifications", Page 3-1.
Cummins engines are run-in on dynamometers before being
slripped from the factory and are ready to be put to work 3. lf in.iector and valve adjustments have been disturbed by
in applications such as emergency generator sets. (For any maintenance work, check to be sure they have been
marineeng¡ne operation and maintenance, consult Cummins properly adjusted before starting the engine.
Bulletln No. 983624. ln other applications, the engine can
be put to work, but the operator has an opportun¡ty to
establlsh conditions for optimum service life during initial Priming The Lubricating System
100 hours or 3000 mi. ÍM27.9O0 kml of service by:
1. Fill crankcase to "L" (low) mark on dipstick' See Page 3-1.
1. Operating as much as possible in half to three{uarter
throttle or load range. 2. Remove pipe plug from side of cylinder block if bag-type
filter element is used; if paper element is used, remove plug
2. Avoiding operation for long periods at eng¡ne idle geeds, on side of lubricating oil pump. Fig.2-1 .
or at maximum horsepower levels in excess of five minutes.
3. Connect a hand- or motordriven priming pump line from
3. Developing the habit of watching engine instruments source of clean lubricating oil (see Page 3-1)to oil plug
closely during operation and letting up on throttle if oil boss.
temperature reaches 250 deg F 1121.1 deg Cl or coolant
temperature exceeds 190 deg F [87.8 deg CJ . 4. Prime until a 30 psi [2.1090 kg/sq cm] minimum pressure
is obtained.
4. Operating with a power requirement that allows
acceleration to governed speed when conditions require 5. Crank engine at least 15 seconds (with fuel shut-off valve
more power. closed or disconnected to prevent starting), while
5. Checking oil level at each 300 mi. 1482.190 kml or 10

hours during the break-in period.
Pre-Starting !nstuctions - First Time
Priming The Fuel System
1. Fill fuel filter with clean fuel oil meeting the specifications
outlined on Page 31 .
a. Wiü PT (type G) tuel pump, fill pump through plug next

to tachorneter wiü clean fuel.
b. With PT (type R) tr¡el punp, rerrove slction line and wet

gear pump gears with clean fr¡el.
2. Check fuel tanks. There must be an adequate s-rpply of a F¡sfz-t, N11927. Lubricat¡ng sylem priming po¡nt
maintaln¡ng external oil pressure at a minimum of 15 psi Gheck Engine Coolant Supply
[1.0545 kg/sq cm]'
1. Remove radiator cap and check engine coolant supply. Add
6. Remove external oil supply and replace plug in cylinder coolant as needed to completely fill system.
b lock.
2. Make visual check for leaks.
Caution: Clean area of any lubricating oil spilled while
priming or filling crankcase. 3. There are several recognized methods of protecting engine
cooling systems f rom rust and corrosion. These rnethods are
7. Fill crankcase to "H" (high) mark on dipstick with oil described on Page 3-4.
meeting specif ications shown on Page 3-2. No change in oil
viscosity or type is needed for new or newly rebuilt engines.
Check Fuel Supply And Connections
Gaution: After engine has run for a ferr minutes, *tut it
down and wait 15 minutes for oil to drain back ¡nto pan. 1. Fill fuel tanks with fuel meeting specifications on Page 3-3.
Check engine oil lenrel again; add oi! as necessary to bring oil
level to "H" mark on dipstick. The drop in oi! lenel isdue 2. Visually check for evidence of external fuel leakage at fuel
to aborption by the oil filte¡ and filling of the oil ooler. connections.
3. Tighten fuel manifold fitt¡ngs; tighten fuel connections to

Check 0il Level 20125 iilb 12.766013.4575 kg ml .
1. A dipstick oil gauge is located on the side of the engine. 4. On engines with internal fuel passages in the head, check
The dipstick supplied with the engine has an "H" (high) f uel supply line at front of No. t head.
and "L" (lorv) level mark to indicate lubricating oil supply.
The dipstick must be kept with the oil pan, or engine, with 5. Tighten fuel connector mounting screws to 34138 in-lb
which it was originally supplied. Cummins oil pans differ in [0.39i0/0.4370 ks mJ.
capacity with different-type installations and oil pan part
nu mbers.
Starting The Engine
2. Keep oil level as near the high mark as possible (1 , Fig.2-21 .
Starting requires only that clean air and fuel be supplied to
C¡ution: Nwer operate the engine w¡th o¡l lare! below the the combustion chamber in proper quantities at the correct
low-lwel mark (2), or above ttre high-level mark (1). time.
Gheck Air Connections Normal Starting Procedure
Check the air connections to the compressor and air lf fuel system is equipped with overspeed stop, push
equipment, if used, and to the air cleaners. "Reset" button before attempting to start engine.
1. Set throttle for idle speed.
2. Disengage driven unit or make sure main disconnect switch

rs open.
3. Open ..nanual fuel shutdown valve, if engine is so equipped.

Electric shutiorvn valves operate as switch is turned on.
4. Pull the compression release (if so equlpped).
5. Press starter button or turn wuitch-key to "start" position.

Note: A manual over-ride knob provided on the forward
end of the electrlc shut-down valve allows the valve to be
opened in case'of electric power failure. To use, open by
turn¡ng fully clockwise; return to run position after repalr.
Caution: To prevent permanent cranking motor damage, do

not crank engine for more than 30 seconds continuoudy. lf
engine does not fire witñin first 3O seonds, wait one to
Fis.2-2,N12OO4. Checking engíne o¡l level minutes before recranking.
6. After three or four seconds of cranking, close the Wait one to two minutes and repeat cranking operation.
compression release (if so equipped) and continue to crank
until the engine fires. 5. After engine starts, pump primer slowly to keep engine
idling smoothly. ln cold weather this may require 4 to 5
minutes or longer. Do not accelerate engine.
Use The Preheater For Cold-Weather Starting
6. When the engine has warmed up so it does not falter
To aid in starting the engine when the temperature is 50 between primer strokes, stop pumping. Close and lock
deg F [10.0 deg CJ or below, an intake air preheater is primer. Turn off glow plug toggle switch. (Bed indicator
available. The preheater equipment consists of a light will go out.)
hand-priming pump to pump fuel into the intake manifold,
a glow plug which is electrically heated by the battery and a
switch to turn on the glow plug. The fuel burns in the Failure To Start
intake manifold and heats the intake air. See Fig.2-3.
1. lf the engine gives no indication of starting during the first
Caution: Do not use eúrer in conjunction wittt tüe three full strokes of the preheater pump, tguch-check the
preheater. intake manifold for heat. lf there is no heat, check electric
wiring. lf wiring is all right, remove 1/8 inch pipe plug from
To use the preheater for cold starting: manifold near glow plug and carefully check for flame
while a helper performs the preceding Steps 2,3 and 4. See
1. Set throttle in idle position. Do not accelerate engine Fig.2-4.
during the starting procedure.
2. lf no flame is observed, close glow plug manual switch for
.2.Turn glow plug toggle switch to "ON" position. Red 15 seconds and observe glow plug through 1/8-inch pipe
indicator light must be on. plug hole. The glow plug should be white hot; if not,
connect it to a 6- or 12-volt (as used) source and check
3. After red light has been on for 20 seconds, start cranking amperage; it should be 30132 (minimum). lf glow plug is all
the engine. As soon as engine begins rotating, operate the right, check manual switch and reslstor (if used) and replace
preheater priming pump to maintain 80 to 100 psi [5.6245 if necessary.
to 7.0307 kg/sq cml fuel pressure. Use of primer before the
2O-second interval will wet glow plug and prevent heating. 0ther Cold-Starting Aids
Note: On engine equipped with an oil pressure safety EtherCompound Metering Equipment
switch, the fuel by-pass switch must be in "start" position
before operating priming pump. Hold the fuel by-pass This consists of a metering chamber for ether compound
switch ¡n "start" position until engine oil pressure reaches 7 capsules and controls to release the starting compound
to 10 psi lo.492to 0,7031 kg/sq cml ; then, move to "run" during cranking.
position.
The metering chamber is installed to release the starting
4. lf engine does not start within 30 seconds, stop cranking. fluidbetween the air cleaner and the supercharger or
iln!§$:rBal
@ rtr.r,ur
@ rtrrrrrrr ru¡i ':r.:.
@ cnrrrr urc¡tar Lriri
@.mr
@-uru
@nar
Fig- 24, N11949. Glow plug in+ect¡on hole plug

Operating lnstructions
turbocharger on engines so equipped. On naturally

aspirated engines, the metering chamber releases the ether
fluid into air intake manifold. To start engines equipped
with this cold-starting aid:
1. Close shut-off cock (1 , Fig.2-5], .lf properly installed, the

spring will hold it closed.
2. Remove cap and insert capsule (2) of starting f luid.
3. Push cap (3) down sharply to puncture capsule and tighten

one-fourth turn.
4. Wait 30 seconds before engaging starter.
5. Engage starter and, while engine is being cranked, open the

shut-off valve.
Caution: Do not open valve before cranking or there will be Fig, 2-6, N 1 18O7. Ether spray applicat¡on
one excessively heavy charge instead of the metered
amounts which starting requires.
After engine has started and all fluid has drained out of Caution: Never handle ether near an open flame. Nwer use
6.
chamber, close the valve to prevent entry of dusty air into
it with preheater or flame thrower equipment. Do not
the engine.
breathe the fumes. Use of too much ether will cause
excessively high pressures and detonation.
7. Remove and discard empty capsule, and reassemble empty
pflmer. 2. Ether fumes will be drawn into the intake air manifold and
the cold engine should start w¡thout diff iculty.
Use Of Ether Without Meter¡ng Equipment

Engine Warm-Up
lf the engine is not equipped with a preheater arrangement
Warm Up Engine Before Applying Load
of ether compound metering equipment, two men can use
the following method to start the engine: When the engine is started, it takes a while to get the
1. Spray ether into air cleaner intake while second man cranks
lubricating oil film
re-established between shafts and
bearings and between pistons and liners. The most favorable
the engine. Fig.2-6. clearances between r-noving parts are obtained only after all
engine pañs reach nor¡-nal operating temperature.
Avoid seizing pistons in liners and running dry shafts in dry

bearings by bringing the engine up to operating speed
gradually as it warms up. Allow the engine to run at 800 to
1000 rpm for 4 to 5 minutes or preferably until water
temperature reaches 140 deg F [60 des C] before engaging
the load. During the next 10 to i5 minutes, or untilwater
temperature reaches 160 deg/165 deg F [71,10/73.9 deg
Cl , operate at partial load at approximately 75% of
governed rpm.
Engine Speeds
0perateAt Reduced BPM For Continuous-Duty Or

Cruising ñ
When operating the engine in a continuous-duty situation
and engine is rated at maximum horsepower and rpm such
as cruising on a level highway or powering a boat, etc.,
maintain engine rpm at approximately 85 percent of rated
rpm. See f able 2-1 . This will give adequate power as well as
Fig, 2-5, N1 1841. Ether compound meter¡ng equipment ,economical fuel consumption.
Engine governors are normally set for reduced rpm, or the lnstrument Panels
fuel pump at reduced fuel rate, for continuous-duty
operation. lf engine is applied under these conditions 0perate By The lnstruments
constantly, see later paragraPhs.
It makes no difference whether an engine is in a truck, in a
boat or on some other type of operation; the operator must
use the panel board instruments. Fig. 2-7. The instruments
ldle Speeds show at all times how to get the most sstisfactory service
from any engine.
ln most applications engine idle speeds are 580 to 620 rpm;
however, the parasitic load may require a sl¡ghtly higher
value to smooth out operat¡on. Use The Tachometer
Rated engine speed is the rpm attained at full load.

Governed engine speed is the highest rpm a properly
adjusted governor will allow the engine to turn, no load.
Table 2-1: Engine Speeds
Governed engine speed must never be' exceeded on
RAtEd RPM down-grades or any other condition in which the load
Model
FuM-oad drives the engine.
Std. Ratings
800 Operate at partial throttle in continuous-duty situations to

H-6, HU-170 1
't800 give required torque with the tachometer showing rpm
HS-6
1 800
approximately 1 5 percent below governed speed.
HR(C)-4
H R-6,H R5-6 1 800
HBF-6, NHC-4 2000

NH E-180, 195 1 950
0i! Temperature Gauge lndicates Best 0perating Range
NH-180, NH-l35 2100
2100 The oil temperature gauge normally should read between
NH-160
2100 180 des F 182.2 deg Cl and 225 deg F [115.6 deg C] for
NH R-195
NH-220 2100 best lubrication. Under full-load conditions, a temperature
NH E.225 1 950
of 265 dq F fiD.a deg CJ for a short period is not to be
NH-250, NHC-250 2100 considered cause for alarm.
NT-165 2000
NHRS-6, NHS-6 2100 Caution: Any srdden incree in oil temperature which is
NH-200, NH-180 2100 not caused by load increae is a warning of possible
NH-230 2100 mechanical failure and should be investigated at once.
NTO-6, NT.6 2100
NT-280, NTC-280 2100 During warm-up period, apply load gradually until oil
NT-310, NHCT.27O 2100 temperature reaches 140 deg F [60 deg C] . While oil is cold
NRTO-6, NRT.6 2100 it does not do a good job of lubricating. Continuous
NT-335, NTC-335 2100
NT-380, NT-400 2300
NHCT-27OHT 2100
Governed Speeds
All Cummins engines are equipped with governors to

prevent speeds in excess of maximum or predetermined
lower speed rating, except when pushed by load downhill
or motored by porrer generator, etc.
The governor hastwo functions: First, it provides the exact

amount of fuel needed for idlirq when the throttle is in
idling position. Second, it q¡errUes tl¡e ürottle and shuts
off fuel if engine rpm exceeds the rnaximfum rated speed.
Speeds listed in Table 2-1 are for ergines rared at rnaximum
rpm and f uel rate; many engines. srch re gerrcrator sts, are
set at other values due to equipnrent being porrered or
loads applied to equipment and engine. 2-7, N11aO8. lnsúum€m panel
Operati ng I nstructions
operation w¡th oll temperatures much below 140 deg F [60 grade of fuel, dirty air cleaner, overfueling, or poor
deg CJ increases likelihood of crankcase dilution and acids mechanical conditions.
in the lubricating oil which quickly accelerate engine wear.
lf engine exhaust is smoky, corrective action should be
Water Temperature taken.
A water temperature of 165 deg to 195 deg F U3.9 deg to

90.6 deg Cl is the best assurance that cylinder liners are Maximum H orsepower Bequirements
heated to the proper temperature to support good
combustion and that working parts of the engine have Maximum horsepower is attained only at rated engine rpm.
expanded evenly to the most favorable oil clearances. See Whenever engine rpm is pulled down by overload,
"Engine Warm-Up". horsepower is lost and continues to be lost as long as the
engine continues to lose rpm. When full horsepower is
Engines should be warmed up slowly before applying full needed, operate the engine as near the rated rpm as
load so that pistons will not expand too fast for the possible. This rule applies to all applications (except
cylinder liners. Many cases of piston and liner scoring start High-Torque Engines).
with throwing full load on a cold engine.
One rule sums up all rules for proper operation togive the
When water temperature is too low, the cylinder walls power needed and best performance from the equipment:
retard heating of air during compression and delay ignition. Always operate so power requirement will allow the engine
This causes incomplete combustion detonation, excessive to accelerate to, or ma¡ntain, governed rpm when advancing
exhaust smoke and high fuel consumption. to full throttle.
Keep thermostats in the engine summer and winter, avoid When more power is required, bring engine speed near the
long periods of idling, and take necessary steps to keep governor. This will produce the additional horsepower
water temperatures up to a minimum of 165 deg F [73.9 needed.
deg Cl . lf necessary in cold weather, use radiator shutters
or cover a part of the radiator to prevent overcooling.
( Refer to "Cold-Weather Operation ".
) H igh-Altitude 0 peration
Overheating problems require mechanical correction. lt Engines lose horsepower when operated at high altitude
may be caused by loose water pump belts, a clogged cooling because the air is too thin to burn as much fuel as at sea
system or heat exchanger, or insufficient radiator capacity. level. This loss is about 3 percent for each i000 ft [304.800
Report cases of overheating to the maintenance department ml altitude above sea level for a naturally aspirated engine.
for correction; 2OO deg F [93.3 deg C] maxlmum engine (Turbocharged engines are rated at higher altitudes than
coolant temperature should not be exceeded. naturally aspirated engines. See Engine Specification Tables
at front of this manual.) An engine will have a smoky
exhaust at h¡gh altitude unless a lower gear is used so the
0ilPresure Gauge
engine will not demand full-fuel from the fuel system.
Smoke wastes fuel, burns valves and exhaust manifolds, and
The oil pressure gauge indicates any drop in lubricating oil "carbons up" piston rings and injector spray holes. Shift
supply or in the lubricating oil
mechanical malfunction to avoid smoking.
gears as needed
system. The operator should note loss of oil pressure
immediately and shut down the engine before the bearings
are ruined.
Engine Shut-Down
Normal Operating Pressures are:
Let The Engine ldle A Fer Minutes Before Shutting lt
At ldle . 5/20 psi 10.35211.7575 kg/sq cml Down
At Rated Speed 30/70 psi 12.109214.921 kg/sq cml
It is important to ¡dle an engine 3 to 5 minutes before
Note: lndividual engines may vary from above normal shutting it down to carry-
pressures, Observe and record pressures when engine is new heat away from the hafts,-
to serve as a guide for indication of progressive engine etc. This is especiall ginés.
condition. (High oil pressure during start-up is not cause lor
alarm.) The turbocfrárger contains bearings and seals that are
h heat of combustion exhaust gases. While
nning, this heat is carried away by oil
Engine Exhaust if the engine is stopped suddenly, the
turbocharger-temperature may rise as much as 100 deg F
The engine exhaust is a good indicator of engine operation tr+0.0 aeg Cl . The results of extreme heat may be seiied
and performance. A smoky exhaust may be due to a poor I bearings or loose oil seals.
Do Not ldle Engine For Excessively Long Periods Never try to make the next tr¡p or another load after the
englne indicates that something is wrong. lt does not pay!
Long periods of idling are not good for se
operating temperatures drop so low the rn
completely. This will cause carbon to or C old-Weather Protection
spray holes and piston rings.
1 . For cold-weather operation, use of permanent-type
lf engine coolant temperature becomes too low, raw fuel ethylene glycol-base antifreeze with rust inhibitor additives
will wash lubricating oil off cylinder walls and dilute is recommended. See Page 3-4.
crankcase oil so all moving parts of the engine will suffer
f rom poor lubrication. 2. To completely drain cylinder block and head, open petcock
or remove drain plug on manifold side of cylinder block at
lf the engine is not being used, shut it down. rear of engine. Fig. 2-8. lf an air compressor or other
"water-cooled" accessory is used, open petcock on unit. Fig
2-9.
Turn Switch Key To "Off' Position To Shut Down The
Engine
The engine can be shut down completely by turning off the

switch key on installat¡ons equipped with an electr¡c
shut-down valve, or by pulling out the manual shut-down
lever. Turning off the switch key which controls the electric
shut-down valve always stops the engine unless over-ride
button on shut-down valve has been locked in open
position. lf manual over-ride on electric shut-down valve is
being used, turn button full counterclockwise to stop
engine. Refer to "Normal Startlng Procedure", Page 2-2.
Valve cannot be reopened by switch key until after engine
comes to complete stop.
Caution: Never leave svibh key or over+ide button in

valveopen or run posiüon when ergine b not runningr YUith
overhead tanks this wouH allow fuel to drain into
cylinders, causing hydraulic lod<.
Do Not Use The Compresion Release Lwer To Stop The

Engine Fig, 2-8, N l OOO1 , Engine drain po¡nts
Some H-NH Series Engines are equipped with a

compression release lever. Pulling this lever lifts the intake
or exhaust (depending on engine model) valve push tubes
and opens the valves. The push tubes are pulled from their
sockets and extensive wear on the balls and sockets will
result from using the compression release to stop the
engr ne.
The compression release lever can be used as an aid in

cranking, before starting, or while making injector and valve
adjustments, but not to stop the engine.
Stop Engine lmr:diaely lf Any Parts Fail

Practically all failures give sone warning to the operator
before the parts fail and ruin üe engine. Many engines are
saved because alert operators heed warning signs (sudden
drop in oil pressure, unus¡al noises, etc-) and immediately
shut down the engine. A delay of ten séconds after a
bearing failure causes a knock may res-rlt in a ruined
crankshaft or allow a block to be ruined by a broken
connecting rod. F¡St+2-9. N11827. Air compressor dra¡n point
0perator's Daily Report
ItF!., A Dally Report 0f Engine Operation To The

Maintenance Depirtment
The engine must be maintained in top mechanical condition

¡f the operator is to get the most satisfaction from its use.
Engine adjustments, etc., are the work of the maintenance

department. However, the maintenance department needs
daily running reports from the operator to make necessary
adjustments in the time alotted betu¡een runs and to make
provisions for more extensive maintenance work as the
reports indicate the necessity.
Comparison and intelligent ¡nterpretation of the daily

report along with a practical follow-up action will eliminate
practically all road failures and emergency repairs.
Report to the maintenance department any of the

following conditions:
1. Low lubricating oil pressure.
2. Low po\ /er.
3. Abnormal water or oil temperature.
4. Unusual engine noise.
5. Excessive smoke.
6. Excessive use of coolant, fuel or lubricating oil.
7. A1y fuel or lubricating oil leaks.
l!,
Operation and Maintenance Manual 2-g
Automotive APPlications
T able 2-2'- Automotive Engine Speeds
Engine Rated Cruising

tModel RPM RPM
Ail 1 950 1 900

800-1
Ail 2000 1 950
850-1
All (except CT) 2100 1 900-2000
NHCT-270-CT 2100 1 600-2000

NT-380 2300 1950-Z 00
Use The Tachometer
Governed engine speed is the maximum rPm which a

properly adjusted governor will allow the engine to turn
under full-load.
N1 1842. TVpical automot¡ve ¡nstallat¡ons Never over-ride the governor or allow engine to exceed the
governed rating while out of gear, operating at partial load,
or driving downhill.
Engine break-in, before starting and general operational
procedure follows that previously described. Additional Shift To A Lower Gear When The Load Pulls Down Engine
items, applying to automotive applications only, follow. BPM
The practice of shifting gears-next to safety observance-is

a most important phase of good engine operation.
Apply Load Gradually
The shift point differs from unit to unlt depending upon
Always engage the load in a gear low enough to prevent engine rated speed, torque peak point, and transmission or
slipping clutch and racing engine above 800 rpm. Shift up gear splits available; therefore, ¡t is not always possible to
as the engine reaches rated speed. Do not skip gears.Shock state exactly at which speed to shift unless all the variable
loads take their toll of tires and transmissions as well as facts are known. A good rule is "shift down at the same
being hard on the engine. Apply load gradually. engine speed the tachometer indicated immediately after
you shifted up".
As one example, run up to the governor (engine rated

fifth gear. The engine
speed) In fourth gear, then shift to
0perate At Reduced RPM For Cruising speed falls to 1700 rpm, which indicates the ratio
difference between these two gears. Likewise, when pulling
Wtren operating a truck on a level highway, or cruising, hold up a hill in fifth gear, shift to fourth when the engine speed
engine rpm at approximately 90 percent (80 percent for pulls down to 1700 rpm. The engine will increase to
Custom-Torque Engines) of governed rpm. See Table 2-2. governed speed In fourth, and the Increased horsepower
This will give adequate power for cruising and economical áctlng through the lower ratio of fourth gear wlll allow the
fuel mileage. engine to pull the grade.
Most operations will full in this speed range. The engine will lfyou are on a sleep grade, you would need to start your
be operating in the eaq/-st¡ift range and will not be working down-shift beforíthe engine actually pulls down to shifting
h ard. speed, because the truck wlll lose speed while you are
shifti ng.
Many trucks are geared for higher maxinum road speeds
than schedules require, so drivers can cruise in high gear and Failure to shift down at the right time, or a delayed
at reduced engine rpm. This is good practice as lmg as the down-shift, will result in the engine failing to reach full
engine pulls its load at partial throttle. p8nt"r, and make another down-shift necessary-
When approaching a hill, open the throttle smoothly to the switch key is turned on.
start the up-grade at full power, then shift down as soonas
the engine has dropped to shifting speed. Do not wait until
the engine is below shifting speed. Less gear shifts will be Use Brake As Needed To Prevent Excessive Engine Speeds
required and average road speed will be higher if this is
done smoothly. Use a combination of brake and gears to keep the vehicle
under control at all times, and to keep engine speed below
rated governed rpm.
Power Take-Off ApplicationsWith SVS Governor PT (Type
G) Fue! Pump Refer to Tables i through 5 for most Automotive Engine
Specif ications.
1. The SVS governor lever is used to change governed speed of
the enginé from automotive rated speed to an intermediate
power take-off sPeed. Oual Diesel 0peration
2. The engine will not idle if the SVS lever is in power take-off Engine 0peration 0n The Boad
speed position and the automotive throttle is in idle
position. Operate as follovts: 1. The four-way valve must be positioned in "UP", or in full
engine run position. Some valves may be mounted so "UP"
a. For PTO operation, bring engine to idle speed. ¡s not run position.
b. Set automotive throttle 600 to 800 rpm above idle. 2. When parking brake is in run position, air pressure is
allowed to pass through the valve, thereby releasing parking
c. Hold automotive throttle in above position and shift SVS brake and activat¡ng governor air rylinder, This action
governor lever to low speed or power take-off position. locates MVS governor lever in a position which gives the
automot¡ve governor complete control of engine rpm.
d. Slowly close automotive throttle until speed of power
take-off engagement is reached; then engage power take-off. 3. On derated engines, operation as an air compressor may
require a higher rpm than engine high idle. ln this
e. Open automotive throttle to full open and control unit application the MVS governor will control both engine high
with SVS governor lever. idle and compressor operating speed.
3. To return to automotive throttle control:

Engine 0perating As Air Compresor
a. Use automotive throttle and decrease engine speed until
power take-off can be disengaged. The unit should first be operated as a full-rated diesel
engine until water and oil are at operating temperatures.
b. Disengage power take-off and shift SVS governor lever to
h igh-speed position. 1. W¡th unit on delirrery site, apply the parking brake.
c. Return automotive throttle to idle position and res.rme 2. Floor-board accelerator, pull hand throttle out and lock at
operation of unit as an automotive vetricle. high-idle.
Gaution: Neuer retr¡rn a¡¡to¡notive fñrottb to llle position 3. Connect product hose to customer's pipe and trailer outlet.
while SVS govern(r lever b in low speed or pouuer takeoff
position, or engine will fail to klle properly- 4. Close product valves. Fully open assist and blow-down
valves.
4. The SVS governor should not be used with pora,er take-off
speeds lower than 1 100 rpm, because these applications use 5. Remove dust cap and connect air supply hose. Fig. 2-10.
the MVS governor, described in Section 1.
Note: Handle cap carefully to prevent damage to stem (if so
equipped) which seats valve during on the road operation.
Downhill 0peration
6. Place cab dash control in "DOWN" (Compressor) positioni
The Cummins Diesel is effective as a brake on downhill engine is now operating as compressor. Fig. 2-11. lf air
grades, but care must be exercised not to overspeed the from blowdowt valve contains smoke after one minute of
engine going downhill. The governor has no control over operation, check fuel line valves to compressor cylinders to
engine speed when it is being pushed by the loaded vehicle. make sure they are operating correctly.
Never turn off the switch key while going downhill. With 7. Close blowdown valve. lf air pressure is lower than normal ,
the engine still in gear, fuelpressure will build up against check the exhaust control valve in the exhaust piping; it
the shut-down valve and may prevent it from opening when fhay not be closed completely. Also, check for leaks on the
2. Be sure dust cap is removed and tailer hose is connected

before operating engine as a oompressor.
3. Never move dash control to down position while in üans¡t;

this automatically applies all brakes.
4. Prolonged pumping of air against a dead head can cause

engine coolant temperatures to rise above recommended
maximum of 200 deg F [93.3 deg CI .
11. When converting back to full engine operation, it is normal

for engine to "hesitate" for a few seconds before regaining
power on all cylinders.
Adlustment Of Pumping Pressure And Temperature Check
Air flow (CFM) is primarily a function of engine speed

Fig,2-1O, N11432, Compressed-air line connected to traíler (RPM) although the volume is affected by the pressure
head. The pressure head or pumping pressure is regulated
by hand control valves on product-carrying vessel. Since
maximum pressure allowable at any part¡cular engine speed
is determined by maximum fuel rate of two engine driving
cylinders, it is very important that the MVS governor be set
so no overfueling can result. To accomplish this, the
following procedures are required :
1. Determine maximum pressure required; in most cases this

must be obtained from the customer. An allowance of 2 psi
[0.1406 kg/sq cm] , to providefor line losses, must be made
betueen customer's gauge on vessel and pressure at
pumping rylinders discharge. For example, customer
requires 15 psi [1.0M5 kg/sq cm] at tank, engine must
actually rarcrk against a 17 psi [1.1951 kg/sq cm] head.
to Fig. 2-12 (NH-220)

2. Once pressure is determined, refer
and FiS. 2-13 (NH-250) for maximum engine speed
required. For example, to obtain a 17 psi [1.1951 kg/sq
cml pressure head, NH-220 can be set at 2100 RPM, which
gives a flow of 234 CFM. For the NH-250, a maximum
Fig.2-11, N11833. Dash control in down position
trailer air system.
8. Proceed with normal unloading procedure according to the

type of trailer.
==2a0
9. IMPORTANT after 60 minutes of operation as =Ez¡o
compressor, return to full dieel engine operation by: *Ezzo
t=2t0
al-
a. Closing product valve.
lroo
200
=
b. Placing cab dash control ín "UP" (ErEinel position. rfl90
t90
e rt80
10. Operate at high idle as a full diesel for 3 minutes, then E=flo t500 RPx+
return to compressor operation to complete unloading.
t60
-
Cautions
1. Never attempt to install air outlet dust cap wtren erg'nre b

operating as compressor. Air f low - NH-220 Engine
2-12
=
-
I
Pn$suRE lltt0 - Psl

Fis.2-15,N11834.tJ::1"i"".1t""t:ilctoor(w¡theauees)
Fig.2-13, N11838. Airflow - NH-250 Engine
speed.and adapter tool for

-' Adjust MVS governor for engine
c,
adjustments.of each to
pr-.rrrr. head-. lt may take several
balance system to desired values.
3. To set MVS governor:
a. Place Pressure Adapter

"'0i..ñ.rg.- Tool shown in Fig' 2-14 on.
on alr
pip" und connect a pressure gauge and e. Stop engine, remove adapter tool and. replace cap
shown in Fig' 2-i 5' áischargá line after settings are accomplished'
i.rp.rátrté ihermocouple as
ter Tool is not available from

can be made from a three-inch Trouble Shooting
couplings and a flat, sliding
The following trouble *rooting checkspertain only to Dual
O¡"t"t fng¡nés. For other engine trouble shooting checks'
b. Start engine and operate as if pumping' refer to Page 4-1.
Fig,2-16, N11839. A¡r d¡scharge temperature - NH-22O Engine

Fig,2-14, N1 1835. Pressure adapter tool
necessary use the pressure adapter tool to measure pumping

temperature and pressure.
2. During operation as a diesel; check-valve cap may not be

installed
Check-Valve Worn Excessively
'l
. Dueto flutter or bouncing during non-pumping operations.
The holddown spring or stem screw may require replacing.
Product Contam¡nated
l. Fuel, oil or water leaking into the pumping cylinders.
NH-25O Engine
lnjector Plungers Scored Or Sticking
Fig, 2-17, N1184O, A¡r d¡scharge temp€rature -
1. lnjectors not receiving proper lubrication. lf fuel drain valve
leaks, it will bleed off the lubricating fuel.
Engine Fails To Return To Full Engine Operation
Caution: Do not exceed one hour pumping time beÚore
1. Check fuel inlet valve-to-compressor cylinders if low on lubricating injectors for three minutes under full dbsel
power. engine operation-
2. Check fuel outlet valve if exhaust is smoky or engine speed

fails to stabilize at ¡dle. Engine Decelerates Slowly Under Full Diese! Operation
Compressor Pump-Up T¡Íc Excecds 4 Marr¡tes 1. Fuel drain valve may be stuck shut or not fully open.
Note: This limit will vry drc to ra¡lerdes¡gn, type of load,
etc. Therefore, past experience wiü src equipnent P¡oú¡ct Diffkr¡lt To Pump Off With All Adjustments
should be used as a guide lirre. Grrea
1. Exhaust control valve not adiused to de @ilpleEly- 1- Li¡t granular goducts are more difficult to move than
povudry itens.
2. Exhaust control valve held open by Ebon *pCns
2 Long horizontal distances make pumping operations more
3. Bracket holding exhaust control valve air cylinder fking. diffiq.¡lt.
causing valve to stay partially open.
4. Pressu re rel ief va lve i ncorrectly adj usted. Th-6 vdrre rilrst be
set while engine is pumping compressed air, not Siltically
because the pressure fluctuations czn cilE sr¡nE
p oppi ng-off du ring comp ressor operations.
5. Exhaust system leaks.
6. Trailer leaks.
7. Engine BPM slow.
Check-Valve Burned Or Excessive Temperature ln h¡¡fiq

Lines
1. lnlet fuel valve leakage causing some combustion in

pumping cylinders.
Note: During initial installation and at other tinres as

2-14
Generator Set APPlications
F¡g. 2-1a, N11826, Checking hydraul¡c governor o¡l level

N11529. Typical generat
ln addition to the general operating instructions, perform 0peration

the following.
l.Bring engine to rated operating rpm as circumstances
Before starting: Refer to the applicable Generator Set dictale. Ón standby power units, this may be done
Manual, Cummins GS/GC Generator Sets, Bulletin No' immediately. However, greater engine life will be obtained,
983600-8. particularly
'below
for prime power units, if engine speed is kept
1000 RPN/ until engine temperature reaches 140deg
1. Open main power disconnect switch f rom load line' F [60 des C] .
2. Check electrical connections. Caution: Make s¡re all power lines and control stat¡ons are
clear of personne!.
3. Lubricate generatór end bearing as stated on generator'
2.Engage disconnect switch and adiust load bank.
Check Hydraulic Governor

Generator Set - Parallel 0peration
Refer to applicable Governor Manual, Cummins GS/GC
Generator Sets, Woodward-SG, PSG, EG-82C, EG-3C and ln many cases where electrlc power is required, it may be
2301 manuals. advantageous to install two or more smaller generator sets
instead of on" single set of higher rating. Table 2-3. This
1. Many engines used in stationary power applications are condition also exists when it becomes necessary to lncrease
equipped- with hydraulic-governed fuel pumps. T-]tis
governor uses lubricating oil as an energy medium For
governor oil viscosity, see Page 3-2.
2. Oil level in governor sump must be at full mark on dipstick'

Fis. 2-18.
energy to each other.
To be sr¡table for parallel operation, the generating
Starting Procedure equipment selected must meet the following requirements:
Refer to "Start¡ng The Engine" in Section 2' 1. Th" generator voltage and frequency ratings must be the
Table 2-3: Standard Generator Set ApPl¡Gat¡on Specifications
18OO RPM 60-Cycle 15OO RPM 50-Cycle

Standby Prime Power Standby Prime Power
Engine Model
G5-60KW GC.5OKW GS-5OKW GC.45KW

NHC-4
GS-75KW GC-60KW GS-60KW GC-50KW
NHC.4
GS-1OOKW GC-75KW GS-85KW GC-65KW
HR-6
GS.125KW GC-1OOKW GS.lOOKW GC-85KW
NH-220
GS-15OKW GC-125KW GS.125KW GC.lOOKW
NT-270
GS-175KW GC-150KW GS-15OKW GC.125KW
NT-310
GS-2OOKW GC.175KW GS-165KW GC-150KW
NT-335
GC.2OOKW GS.19OKW GC.170KW
NT-400 GS-23OKW
same f or all sets. regulator should be checked by starting and operating each
unit individually.
2. These generators should have approximately the same
waveform. Similar waveshapes are readily obta¡nable ¡f 1. Check engine, battery, generator and connecting cables in
machines are of similar tYPes. accordance with the operating procedure for single-unit
operation outlined in the technical manual for the set in
3. The generators should have similar voltage regulation USC.
c haracteri sti cs.
Caution: When conducting these preliminary tests, never
4. The driving engines should have the same speed regulation of both sets at the
close tire main s¡litches (or contactors)
characteristics. The governors should be adjusted to give the sarne t¡me.
same speed droop when applying or remoüng the load.
2. Check operation of the voltage regulators of each of the
sets as described in the technical manual and adiust as
Connections described therein, if necessarY.
1.When two or more power units are to be operated in

parallel, they must be tied together electrically and Speed Droop Check
connected to the load system. This interconnection is
referred to as "the bus". Since it is important that both engines have the same speed
droop characteristics, each set should be checked
2. The connecting cables, or bus, must be installed between individually for speed droop and the governors adjusted, if
the corresponding line terminals of each power unit. Thus necessary. This may be accomplished by using any load
L-1 on one unit will be connected to L-l on the second which does not exceed the rating of a single set. When a
unit, L-2 fo L-2 and L-3 to L-3, etc. On 3-phase,4-wire dummy load is not available, the use of the end item as a
units, the L-0 terminals will also be connected together. load is permissable. Loads which vary, such as track¡ng
antennas, should be avoided, but acquisition antennas
Caution: Both sets must be connected to a common running at constant speed are acceptable loads.
ground. This is most readily ad¡ieved by running a No. 12
or targer wire from the grounding termirnl on the housing 1. Start one machine and adjust to standard no-load speed (62
of one set to the grounding terminal on Úre other set. This cycles for 60-cycle machines and 415 cycles for 400-cycle
wire should be protected from rnechan'rcal dannge. lt need mach ines).
not be inzulated.
2. Adjust set to rated voltage operat oniatic
3. The generator must be connected so the output voltage of voltage regulator control. Load the se steady
both sets will be the same. state load as is available, up to the of the
machine.
4. Power units which are suitable for parallel operation will be
equipped with necessary cross-current compensatlon 3. Detemine the frequency at wtrich the set is ope¡ating
equipment to assure proper parallel operation. under lod.
4. Shut down first ñachine and repeat steps 1 and 2 above on

lnitial 0 peration scond macfiir¡e-
Generator Test 5. ln aomrdance with the applicable governor manual , adiust

the govemor droop characteristic of the second machine so
Before operating power units in parallel, each generator and the set will be operating at the same frequency as thefirst
?
2-16
machine when loaded with the same load. Cross-Current Co mPensation
Preliminary Tests
Before operating two sets in paallel for the f irst time, two
preliminary electrical tests should be made.
Phase Rotation Test
Only generators connected together with the proper phase useless circulating current from f lowing between the two
rotation (phase sequence) can be operated in parallel. machines. For thése purposes, cross-current compensation
equipment is provided with the regulators.
1. Connect units to the bus as directed in "Connections",
p recedi ng.
Polori§ Test
2. Start both units, leaving main swltch or contactor on both
sets open. See Fig. 2-19. Proper functioning of compensating
equipment depends on to the current
trániformers belng mad polarity of the
3. Adjust voltage on both sets to rated value by means of the
automatic voltage regulator rheostat. transformer seconáaries mpensation will
aggravate current unbalance instead of restoring the proper
4. Adjust both sets to the same frequency (no-load). division.
5. Close main switch on one set and turn on synchronizing To determine if the connections are correct:
lamp switch on the other machine.
1. Start both machines as directed in "Prelim¡nary Tests"
6. lf the phase sequence on both generators ls the same, both above. Close the parallel operation (cross-current
synchronizing lights will light and go dark simultaneously. compensator) switches on both sets and adjust voltage and
lf the machines do not have the same phase sequence, at no frequency.
time will both lamps be dark simultaneously; instead, the
lamps in the different legs will darken successively. ln the 2. Adjust speed of either set so synchronizing lights blink
latter case, the phase rotation of the machines can be slower and slower (about once every two seconds)' When
matched by interchanging any two cables at the one-load both lights are dark, close the circuit breaker.
terminal panel.
3. Some circulating current will flow between the two
Caution: Never work on load or bus lines unless both sets machines as indióated on the ammeters. lf it does not or if
are shut down. it ls very great, turn the voltage regulator rheostat on either
set to caJse about 10 percent of rated current to flow
between the sets.
4' '
"r",.?Á
lf the
second
set.
5. Repeat operation on second machine.
Adlustment
1. After the proper polarity of the compensation circuit!a!

been established, the amount of compensation should'be
Fig.2-1g, N11825, Typical generator set control panel

voltage will drop from 2 to 5 percent when the load varies lamps flash on and off slowlY (about once every two
from zero to rated load. lt should be noted that voltage seconds). After making a sPeed ad.iustment it may be
drop due to compensation will only occur when the load necessary to wait a few seconds until lamp fluctuations
has a lagging power factor; on unity power factor (pure slow down.
reslstance) loads, this compensation drop is negligible'
8. When the lamps are dark, close the main breaker of the set.
9. Open the synchronizing lamp switch.
Note: The above procedure can be followed if one of the

sets is already on the llne. Follow the above directions with
to obtain satisfactory parallel operat¡on. Generally, parallel the loaded set taken to be the one with the closed main
operation is considered sr¡ccessful if the differences switch.
between the currents of the two generators (as Indicated by
the load ammeter) is less üan 10 percent of the rated
current of one machine when the lod is anything from 20 Load Division
percent to 1 00 percent of rated load.
After units are operatlng in parallel,load sho'uld be divided
3. The compensatlng resistor (or res¡stors) is set at the factory proportionately to generator ratings. ln case of addition of
f or load and power factor cond¡tions normally encountered a set to one already carrying a load, it is necessary to shift
in the field. This setting will us.rally provide satisfactory part of the load to the second generator. I n case of two
parallel operat¡on and will eliminate cross currents' The unlts of the same size, each should carry half of the load.
voltage drop during parallel operation will be negligible. lt
is recommended that the setting of the compensating
resistor not be changed unless the load conditions are so
abnormal that the compensation is inadequate. Once set
and found satisfactory, the resistor setting should be left
u nchanged.
1. lncrease the load on the machine with the lesser amount of
total load by increasing governor throttle control. This
Synchronizing increase will be indicated on the wattmeter.
Once the preliminary tests have been perforned and 2. When two loads are correct as indicated by the wattmeters,
adjustments made, the settings will remain correct as long check frequency as indicated on either sets'frequency
as the respective wire and cable conr¡ections remain meter. lf frequency is too high, it will be necessary to
unchanged. lt is not necessi¡ry to make the§e tests every re-adjust both the governor controls to feed less fuel to the
time the alternators are to be paralleled. lt is, however, machines. Conversely, if the combined speed ls too low,
necessary to synchronize each time the generators are to be opening the governor controls on both machines will
paralleled. increase the frequency. When ralsing or lowering the
frequency, care must be taken to re-adjust load division so
1. Make sure both main switches (breakers or contactors) are wattmeter readings are equal (or proportional to set size if
open. sets are not the same size).
2. Start both sets and adjust to frequency, without load, by

adjusting governor controls. (Normally this setting will be E liminating Wattless Gu rrent
about 62 cycles for 60-cycle sets and 415 cycles for
400-cycle sets.) After the KW load has been proportionally divided; the
reactlve (wattless) load should also be divided
3. Operate both sets on their automatic voltage regulators. proportionally. Assuming that both generators have the
Adjust both sets to the same voltage. same rating, both generators should show same load
amperes. This indicates cross currents and should be
4. Throw both cross-current compensation (parallel operation) eliminated by adjustment of voltage regulator rheostats on
switches to the "ON" position. the sets.
5. Close the breaker on one of the sets.

1. Slowly turn the vgltage adjusting knob o¡ one of the units
6. Turn on the s¡nchronizing lamp switch on the other set. first clockwise, tñen counterclockwlse. One movement or
The q¡nchronizing lamps will flash on and off rapidly at a the other should result in decreasing ammeter readings.
frequenry depending on the difference in spéeds of the two Adjust until both ammeters are at the lowest point at which
units. they both read the same value on similar sets. On
different-sized sets, the proportional load division described
7. Adjust the geed of ü¡e unit wtrose breaker is open until the pr$viously will have to be considered.
2-18 H and NH Series Diesel Engines
other.
Adiustments
Removing A Generator From The Line

Marine Applications
For complete operation and maintenance instructions
covering Cummins H-NH Series Marine Diesel Engines, refer
to Bulletin No.983624.
t
2-20
Operating I nstruct¡ons
lndustrial Engine APPlications

0peration
1. Observe torque converter temperature gauge (operating

;-s. is l8ó to 230 deg F 182.2 to i07.1 des C1L
ieriperature should not be allowed to exceed 250 deg F
[121.1 deg C] .
2. Observe torque converter oil pressure gauge' Operate with

pressure as specified by converter manufacturer llsted on
converter sPecif ication Plate.
Hvdraulic Governor Applications With SVS Governor PT

(TVpe G) FuelPumP
The SVS governor is used

1.'governors in combination wlth hydraulic
in industrial installations to bring engine speed
áown from rated, where it is normally maintained by the
hydraulic governor, for engine warm-up.
N11818. TYPical industrial un¡t
2. ldle speed or warm-up should be set at 1000 rpm or above
with the SVS governor.
Engine break-in, prestarting checks and operation follow
' 'Gl neral Operating lnstructions" and include the
additional specif ic instructlons listed below'
Prestarting Ghecks
1. Check torque converter (if used) oil level; maintain oil level
as near as possible to "H" (high-level) mark on dipstick' Fill
converter with grade and weight of oil listed on torque
converter specif ication Plate.
2. On stationary units check for proper alignment of engine to

driven unit.
Tab)e2-4t Converter and lndustrial Power Units

Max. HP @ RPM
(Sea Level, Converter Unit Power Unit
Engine
Model 60 deg F [15.69] ) Max. HP Cont. HP Cont. HP
30 @ 2000 96 84 93@1800
NHC-4 1
190 @ 2000 140 123 142@ 2000

HRF.6
220 @ 2100 162 143 152 @ 1800
NH-220
@ 21 00 B4 164 174 @ 1800
NH-250 250
@ 21 00 214 183 193 @ 1800
NT-280 280
@ 21 00 236 206 217 @ 1800
NHB5-6 320
@ 21 00 256 218 234 @ 1800
NT-335 335
380 @ 2300 290 245 262@ 2000
NT.3BO
is based on 10% correction for accessories and 85% converter eff iciency at 500 f t 1152.4 ml
1. converter output horsepower
and 85 deg F 129.4 deg C1 . r
2-21
Operati ng I nstructions
Table 2-5: Construction Application
60 deg. F Excavators,
Dozers,
t15.6 deg. Cl Road Tractors, Air
Engine Sea Lane! Off*lighway Scrapers,
Compressor
Compactors Graders Shovels
tVlodels HP @ RPM Trud<s
't20 2000 20 @ 2000 120 @ 2000
30 @ 2000 120 @ 2000 @ 1
NHC-4 1
148 @ 1800 148 @ 1800 148@ 1800
160 @ 1800 148@ 1800
H-6 & H-135 162@ 1800 162@ 1800 162@ 1800
175@ 1800 162@ 1800
HR-6 176 @ 2000 176 @ 2000
190 @ 2000 176 @ 2000
HRF.6 194 @ 1800
21 0 @ 1800
178@ 1800
HS-6 222@ 2100
HR5.6 240 @ 1800 204 @ 2100 204@ 2100
204 @ 2100 2@.@2100 204 @ 2100
NH-220 220@2100 268 @ 21 00
290 @ 2100 268@ 2100 246@ 2100
NHS-6 296 @ 2100
NHR5-6 320 @ 21 00 296@ 21m n2@ 2100 231 @ 2100
231 @ 2100 231 @ 2100 231 @ 2100
NH-250 250 @ 21 00 231 @ 2',100 310@2100
310 @ 2100 310@ 2100
NT-310 335 @ 21 00
NT-335 335 @ 21 00 335 @ 21 00
NT-380 380 @ 2300 380 @ 2300
150OftÍ45,7'zml altitudeandg0degFl32'2deg Cl'
1. All ratingsshowninequipmentcolumnsareforratingsof
1
,
¿' I
Operation and Maintenance Manual 31
Fuel, Lubricant, Coolant and Torque Specifications
Providing and maintaining an adequate supply of clean,

Specif ications high-quality fuel, lubricating oil, grease and coolant in an
engine is one way of insuring long life and satisfactory per-
formance.
Fuel 0¡¡ Specifications
Cummins D-resel Engines have been developed to take advantage of the hlgh
energy content and geneally lower cost of No.2 Diesel Fuels. Experience has
shown that a Cummins Diesel Engine will also operate satisfactorily on No. 1
fuels or other fuelswithin tlrc following specif ications.
Recommended Fuel Oi! Pro ies:
Viscosity Centistrokes 1.4 to 5.8, or Saybolt

(ASTM D.445) Universal: 34to 42.
Cetane Number 4O minimum except in cold weather or in

(ASTM D-613} service wiü prolonged idle, a higher cetane
number is desirable.
Sulfur Content Not to exceed 196 by weight.

1-:--l (ASTM D-129 or 15521
l-l Water and Sediment

(AST¡,4 D.1796)
Not to exceed 0. 1% by weight.
Carbon Residue Not to exceed O.25oA by weight on 10%

(Bansbottom ASTM D-524 or D-189) resi du e.
Flaslr Point At least 125 deg. for legal temperature if

(ASTM D.93) higher than 1 25 deg F.
Gravity 30 to 42 degrees A.P.l. at 60 deg. F (0.815

(ASTM D-287) to 0.875 Sp. Gr.).
i Pour Point
(ASTM O.97)
10 deg. F below lowest
expected.
temperature
I Active Sulfur Copper Strip Not to exceed No. 2 rating after 3 hours at
Corrosion (ASTM D-130) 122 deg. F.
Ash Not to exceed O.O2% by weight.

(ASTM D-482) .
Distillation The'distillation curve should be smooth and
(ASTM D-86) continuous. At least 90% of the fuel sl'lould
evaporate at less than 675 deg. F. All of the
fuel should evaporate at less than 725 deg.
F.
s2 Operation and Maintenance Manual
Lubricating 0¡l Specif ications

cummins Engine company, lnc., recommends that owners of cummins Diesels
give special consideration to use of heavy-duty oils developed for use in diesel
engines. Under normal conditio
requirements of U.S. Military
conditions such as continuous h
fuels, or light-load operation duri
e
64'
to the use of Supplement 1 or M
I
l¡¡
C,) f 32.2'C) the " Lubricating Oils f or lndustrial
lnternal Combustion Engine lnstitute
90 hicago, I llinois 60606.
M¡l-L-2104-A and/or British Defense Spec. DEF-2101-B
s for,Cummins En-gines_ operating under normal highway

the sulfur content of the fuel is lesslhan 0.5%. Ml L-L-2iO4_^
as a Military Specification, but oils that meet its requirements
c=,
C\
mmercial service.
¡
¡¡¡ tupplement 1 (S1)
C,) rhese oils have been developed for use w¡th high-s¡rlfur fuels and are
recommended where the sulfur content of the diesel fue'í normally erceeds 0.solo.
f -t.t " cl
M¡t-L-2104-B
30
l- 6.7'C I This is the current Military specification for lubricating oils. These oils meet or
20 exceed the Supplement. 1 requirements for high-tempeáture operat¡on and also
=»
e glovlde protection against.rust and sludge f"rom tów tempeiatuá-operation.
I ney may be used ln Cummins Engines.
I
l¿¡
Series 3 (Mil.L-45199)
ct) f-17.8"C1
0 These are oils igh-temperature ring sticking and piston
carbon and la Éd ¡n Crm.ins En"g¡nei áiÉ.pt iñ very
unusual high- s. These oils shouid noi Oá used iá
applications w s have been
=
r¡':,
I
encountered.
¡¿¡ Viscosis Recommendations
cr) Except-in extreme climales most-engine oQeration will be in the range of -10 i
des.F [-23 deg. C1 to i20 des. F [49"deg. c1, óil;ü.raty §,;riJLLl§tollo*r,
i
SAE l0-W-temoeratures consistently between
deg. F [-1.1 Oes. CI. - l0 d€g. F [-23 deg. C] and 30 I
SAE 2O-temp-eratures consistently betr¡r¡een 20 deg_ F t-6.7 deg. CI and 90 deg.

F Í32.2 deg. CI.
SAE 30-temperatures above g0 de$. F l3l2deg. Cl .
Where temperatures are. F t-17.9 deg. CJ , SAE bW oils meeting

the .requirements of M be used. Uówev'ei, ¡i neavilv toaOeO
ap.plications it may .be se one grade heávier o¡i- to maintain
mrnrmum recommended ngine being operated.
Oil which is best for best
is also ,
period. No
ch.ange in oil viscosity or
for new ines. Do not
mrx brands or grades ne. Choose oil available
and continue to use stent w¡th ;"¿ ;;éi;¿
wear.
Grease Specif ications
Longer service, less maintenance and more effective lubrication are possible
uhen a high-quality engine accessory grease is used. Cummins Engine Company,
lnc., recommends use of grease meeting the specifications of Mil-G-3545,
excluding those of sodium or soda soap-type thickeners. Contact your lubricant
I srpplier for grease meeting these specifications.
H(fr-Temperature Perf orman ce
Dropping point, deg. F ASTM D 2265 gbo min.

Bearing life, hours at 300 deg. F, 10,000 rpm *FTl\4 331 600 min.
Low-Temprature Proprties
Torque, GCM ASTM D 1478

Start at 0 deg. F 15,000 max.
Run at 0 deg. F 5,000 max.
Rust Protection and Water Resisbnce
J R ust test
water resistance,
Sllity
%
ASTM D 1743
ASTN/ D 1264
Pass
20 max.
Oil separation, % *FTM 32,I 5 max.

3O Hours @212dep-F
Fenetration
Worked ASTM D 217 25G3OO
Bomb Test, PSI Drop
100 hours 10 max.

500 hours 25 max.
Copper Co¡rosion *FTM 5309 Pass
Diñ Count, Part¡cleJe *FTI\4 3005
25 Micron + 5,000 max.

75 Micron + 1,000 max.
125 Micron + None
Rubbcr Hl *FTM 3603 10 max.

*Federal Test Method Standard No.791a.
Ca¡tin: Do ¡rot mix grades or b¡ands of grease as damage to bearings may

rcsr¡h. Ercesdue lubr¡cat¡on is as harmful as inadequate lubrication.
Goolant SpeG¡f¡cations
Water should corrosive chemicals such as chlorides'

sulphates aild ightly alkaline with pH value in range of
8.3 to 9.5. A for drinking can be treated as described
in the f ollowi engine.
ln Summer (No Anti-freeze) j
l
1. Use the corrosion r'esistor with chromate element(s) , Part No. 132132'
Do not l
use element 168481 (PAF) with plain water. l
in Section 5 of
l
2. Replace corrosion resistor element(s) as recommended this

§ manual.
3. lf no corrosion resistor is used, add 112oz. 114j147 gl chromate compound in

the system for every U.S. gal t3.785 lltl of water or until the coolant mixture
Á."tá r.qrir"ments indicatéd in Sect¡on 5 under "Check Engine Coolant".
ln Winter (Using Anti-freeze)
. Select an anti-freeze known to be satisfactory for use with the chromate

'l element
of the corrosion resistor and continue to use the 132132 resistor element or;
2. lf you are not sure the anti-freeze is compatible with the chromate resistor
elencnt 132732:
a. Use anti-freeze, in percentage to prevent-freezing, with a PAF (168481) element

in the corrosion resistor.
b. Use only anti-freeze, with compounded inhibitors, in proper percentage and

follow anti-freeze supplier's recommendation to prevent corrosion'
c. Check corrosion control by draining a sample of coolant from the system as

described under "Check Engine Coolant".
d. lf there has been a loss of corrosion control, change anti-freeze.
Caution: Naner use soluble oil in the cooling rystem wtren a Corrosion Resistor is
being used.
Fuel. Lubricant, Coolant and Torque Specifications
Gapscrew Markings And Torque

Usage Much Used Much Used Used at Times Used at Times
Capscrew Diameter and To 1/2-69,0ü) To 3/4-120,000 To 5/8-140,000 150,000

Minimum Tensile Strengrh psi To 3/¿1-64,fi)O To 1-115,000 To 3/4-133,000
To 1-55,üX)
Ouality of Material lndetEminate Minimum Commercial Medium Commercial Best Commercial
SAE Grade Number 1o¡2 6or7

Capscrew Head Markings
Manufacturer's marks may vary.
These are all SAE Grade 5
(3-line).
e 6
@
@@g 7
Capscrew Body Size Torque Torque Torque Torque

(!nchesl - (Threadl Ft-Lb [ks m] Ft-Lb [kg ml Ft-Lb [kg m] Ft-Lb [kg m]
114-20 5 [0.691 5] 8 [1.1 064] 10 [1.3830] 12 [1.65e6]

6 [0.82e8] 10 [1.3830] 14 [1.e362]
-28
5/16-18 11 11.5213 1l [2.351 1] 19 12.6271) 24 [3.3192]
-24 13 11.7979 19 12.62ttl 27 [3.7341]
3/8-16 18 12.4894 31 ¡4.28131 34 Í4.70221 44 [6.0852]
20 12.7660 35 [4.8405] 49 16.77671
-24
1116-14 28 [3.8132 49 16.tt67l 55 [7.6065] lo [9.6810]
-20 30 14.1490 55 [7.6065] 78 110.7814)
112-13 39 [5.3937 75 [10.3725] 85 [1 1 .7555] 105 114.52151
41 [5.6703 85 [1 1.7s55] 120 1 6.5960]
-20 [
9116-12 51 [7.0533 110 [15.2130] 120 [16.5960] 155 [21.4365]
_18 55 [7.6065] 120 [1 6.5960] 170 [23.5110]
518-11 83 r 1.47891 150 120.t4501 161 [23.0e61] 210 [2e.0430]
_18 95 [ 1 3.1 385] 110 [23.51 10] 240 [33.1e20]
.105
314-10 114.52151 210 [37,3410] 280 [38.7240) 375 [51.8625]
295 420
-i6
118-9
115
160
[1 5.9045]
122.128O) 395
[40.7985]
[54.6285] 440 [60.8520] 605
[58.0860]
[83.6715]
175 Í24.20251 435 [60.1 605] 675 [93,3525]
-14 B5 910
1-8 [32.5005] 590 [81.5970] 660 [91.2780] [125.8530]
-14 2n t34.57501 660 [91.2780] 990 [136.9170]
Notes:
1. Always use the torque values listed above wt¡en specific torque values are not available.
2. Do not use above values in place of those specified in otfrer -ctions of this manual; special attention *rould be observed
when using SAE Grade 6, 7 and 8 capscrews,
c. The above is based on use of clean, dry threads.
4. Beduce torque by 10% when engine oil is used asa lubricant '
5. Reduce torque by 2OoA if new plated capscrews are used.
b. Capscrews threaded into aluminum may require reductions in torque of 3096 or moré, unless inserts are used.
Trouble Shooting
Trouble shooting is an organized study of the problem and

Trouble Shooting a planned method of procedure for investigation and
correction of the difficulty. The chart on the following
page includes some of the problems that an operator may
encounter during the service life of a Cummins Diesel
Engine.
Gummins Diesel Engines
The chart does not give all the answers for correction of problem has not been overlooked.
problems listed, but it is meant to st¡mulate a train of
thought and indicate a work procedure directed toward the
source of trouble. To use the trouble-shooting chart, find Find And Correct Basic Cause 0f Trouble
the complaint at top of charU then follow down that
column until you come to a black dot. Refer to left of dot After a mechanical failure has been corrected, be sure to
for the possible cause. locate and correct the cause of the trouble so the same
failure will not be repeated. A complaint of "sticking
injector plungers" is corrected by replacing the faulty
Think Bcfon Aai¡¡ injectors, but something caused the plungers to stick. The
cause may be improper injector adjuStment, or more often,
Study the problem thoroughty- Ask these questions: water in the fuel.
,
1. What were the warning sigrs preedir¡g üc rror¡ble?
2. What previous repair and maintenance wk hd been dorE?
3. Has similar trouble occurred before?
4. lf the engine still runs, is ¡t safe to continue running it to

make further checks?
Do Easiest Things First
Most troubles are simple and easily corrected; examples are

"low-por,uer" complaints caused by loose throttle linkage or
dirty fuel filters, "excessive lube oil consumption" caused
by leaking gaskets or connections, etc.
Always check the easiest and obvious things f irst; following

this simple rule will save time and trouble.
Double-Gheck Before Beginning D isassembly 0peratiolts
The source of most engine troubles can be traced not to

one part alone but to the relationship of one part with
another. For instance, excessive fuel consumption may not
be due to an incorrectly adjusted fuel pump, but instead to
a clogged air cleaner or possibly a restricted exhaust passafp
causing excessive back pressure. Too often," engines are
completely disassembled in searach of the cause of a certain
complaint and all evidence is destroyed during disassembly
operations. Check again to be sure an easy solution to the
Operation and Maintenance Manual s1
Maintenance OPerations
also requires additional funds for repair.
lnvestigate any successful operation where engines are used
and yo-u witl iind a good, regularly scheduled, maintenance
program in effect.
Maintenance Schedule
Preventive maintenance performed on schedule is the would be made every 8000 mi. [12,8]2.0OO kml. The
ance. figure 8000 would then be inserted for the "B" Check,
n the 48,000 for the "C" Check, etc.
poor
Extending The Maintenance Schedule

Accesories must have a place in the maintenance schedule
the same as the basic engine, for an accessory failure may
put the entire engine out of operation.
A Good Maintem¡¡ce Schedute Depends 0n Engine

Application
Actual operating environment of the engine must govern

the establishnent of the maintenance schedule. Some
Using Tlt Sdreduh Glnck Sheet
The maintenance scf¡edule check sheet is designed as a

guide until you hane adequate experience to establish a
sct¡edule to rneet your specif ic operation.
maintenance schedule.
A dela¡led list of component checks is provided through
Hours of operation may be used for the sane pr-rrpe in s sevral check periods; also a suggested schedule basis is
given for gallons of fuel used, hours of operation and miles
driven.
Your maintenance schedule should be established using the

check sheet as a guide; the result will be an excellent
maintenance program to fit your specific operation.
The check sheet shown can be reproduced by any printer so

Miles traveled also should be set up on the basis of miles per you can have forms made up for your use' The person
gallon of fuel used; after this is established, miles trneled making each check can then indicate directly on the sheet
iecord can be used in setting up the maintenance schedule- that hi has completed the operation. When a complete
For example, if the average fuel consumption of an NH column (under A, B, C, etc.) of checks is indicated, the
Engine is six mi [9.654 km] per gallon, the "8" Check ed$ne will be ready for additional service until the next
See Table 5-1 5-3, For Suggested Maintenance lntervals
!nterval. Each Operation As Performed
Check Leaks And Correct

check Enq¡ne Oil Level
Check Converter O¡l Level
Check/Ref¡ll Coolant Level

Drain Fuel Tanks; Clean Breather
Fill Fuel Tanks
Drain Air Tanks
o Check Oil Bath A¡r Cleaner O¡l Level
z
o.)
! Clean Pre-Cleaner And Dust Pan
o c
o E 0)
(§
X
0)
o Change Eng¡ne And Turbo. Oil Filters (Full-Flow)
o o (o !0)
¡¡¡
z oÉ =É, !
o)
@
f
sÉ, fo o
t!
E
o
L
a.)
E lectr¡cal Equ ipment
Fuel Filter: Check Fuel
u¡ I
É, L
u¡ Drain Sediment ( Replaceable-E lement ilter)
o ui o.
0)
o
F
z ot¡¡ vo
l¡¡
0)
-o
(o
o_ Check Air Cleaner Restrict¡on
6 ¡¡¡
!
zl¡J o o =@
_o
(o
Tvpe Cleaner Element
= =L Change Oil Bath Cleaner Oil; Clean Tray Screen
-P ;
.9ó
co o
Bg 0)
@A
O.ia Check Engine Coolant/Change Resistor Element
oñ o;
-c'-
-o 3<¡
AP Clean Fuel Pump Screen And Magnet
Cf
(oo
c0) =o
lo
tsO
c, r:(o
o z .= 6)
cñ
z É, (oo_
oo Lubr¡cate Water Pump And Fan Hub
u¡
o Eo 0)P
ztu o zl¡¡ E, g.=
q.)
9o
-o
E
z o. o ñD 0)c) Check Vibration Damper Alignment
o. E o o F0) _c
--
f o t¡¡ o9 --1 ClEn I n¡etor I nlet Screens
o t¡¡
u¡ E =
É,
o.
9i
(E- -o
óü lnspecvlnstall Rebuilt Units As Necessary
Lo
-o -c 0)
.c= 3á
.u6 .eE
0J ;ii 0)b
(J.g
o <óf ront And Bear Crankshatt

q)o
-c 9)
t,=o Fts
to
a 2o
o
o Clean Cool¡ng System

o
c Clean Electr¡cal Connections
EE
gü
cY()
o r¡¡
=Ü
Mai ntenance OPerations
check is due. Lubricating oil standing in engines that are used

infrequently or are in storage between seasons may tend to
oxidize and require changing even though it is not dirty.
Maintenance 0 perations Summary Sheet Laboratory testlng is the best way to determine whether oil
or fuel is oxidizing under these conditions; we suggest that
The maintenance operations s.Jmmary sheet (at the end of oil be checked regularly. After several tests ¡t will be
this section) is designed to be used to summarize scheduled possible to schedule oil changes where the oil is not actually
maintenance checks for a specific engine, by unit or engine being contaminated due to dirt.
serial number. The slmmary sheet records operation or
check performed, fuel used, mechanic, labor costs, parts Units in standby service should be started once each week
used, etc. A complete record of this type is essential to in locations where ambient temperature remains below 70
perform a thoroughly efficient cost record of the operation. deg F [21.1 deg CJ and contains a high percentage of
humidity. Start engine, bring unit up to normal operating
temperature and run for approximately th¡rty minutes.
Maintenance - Standby Scrri:e Eqims Check electrical equipment for corrosion on all relays and
switch terminals. Check controls for leaks and proper
For units in standby service, or when hours of operation operation.
fall far below those listed, adiust the maintenance scñedule
accordingly as follows and with due consideration: On units in locations where ambient temperature is
normally above 70 deg F [21.1 deg C] , perform starting
1. Monthly, perform "A" Checks. procedure as above once every two weeks.
2. Every 3 months, perform "8" Checks. The above procedures are only recommendations;
therefore, the operator must take into consideration the
3. Every 6 months, perform "C" Checks. environment of his particular unit installation.
4.Yearly, perform "D" Checks.
Table 5-1: Suggested Base tt/laintenance lntewals
INTERVAL A AC B D
HOURS OPERATION Daily See 250 1,600 4,800 8,000
MILES OPERATION DailY Notes 8,000 48,000 144,OOO 240,000
U. S. GALLONS FUEL USED
Naturally
Aspirated DailY See 1,600 9,600 28,800 48,000
Supercharged &
Turbocharged DailY Notes 1,850 11,2n 33,600 56,000
CALENDAR DAiIY 3 Months 1 Year 3 Years 5 Years
Notes: 1. "AC" intervals apply to engines oprating under adr¡er* orditions only.
2. lf a Cummins Fleetguard by-pass filter is used, üe oil drarge ald fitter drange periods may be extended by
50 % (8,000 to 12,000 miles, etc.). .
J. Maintenance periods should be establi*red on the operat¡ng basb fitting operating conditions, or whichever
interval (500 hours if it occurs before 3 monüts, etc-). Under normal conditions the calendar interval
o""rri first
basis is only used when operation is les than 300O miles or 10O t¡ours per month.
4. The safest and most economical method for determinirU the oil cfrange period is by lubricating oil analysis. See
Page 5-8. I
*4 Operation and Maintenance Manual
'A' Maintenance Ghecks
Check 0perator's RePort (A Check)
Check Operator's daily or trip reports, and investigate and

correct reported cases of:
1. Low, high or change in lubricating oil pressure.
2. Low power.
3. Abnormal water or oil temperature.
4. Unusual engine noises.
5, Excessive smoke.
6. Excessive use of coolant, fuel or oil.
7. Observe all instruments and gauges (with coolant

temperatures in operating range) with engine running at Fig. 5-1, N12OO5. Lubricat¡ng oil filler tube
most applicable speed; take any corrective action required'
Coolam
Check Leaks And Correct (A Check)
Check for s¡idence of external coolant leakage. Tighten
Lubricating 0il capscrevvs, hose clamps, fitt¡ngs and connections, or replace
gaskets or hose as necessary to correct.
Check for evidence of external oil leakage. Tighten
capscrews, f ittings, connections or replace gaskets as
necessary to correct. Check oil dipstick and filler tube caps- Air Gonnections
See that they are tightened securely. Fig. S1.
Vistally check air s.y'stem connections for leaks or damage
while making other visual checks.
Fuel 0il
1. Check for s/idence of fuel leakage.
a. Check fuel pump and f ilter.
b. Check fuel suction line and connections at fuel tank, fuel

f ilter and fuel pump.
c. Check fuel inlet line and connections at fuel pu mp

shut-down valve.
d. Check all fuel supply and drain lines, connections and

fittings on cylinder heads.
e. Check fuel lines between engine and fuel tank(s).
2. lf there are indications of air teafstn suction side of fuel

pump, check for air leaks by placing ST-998 Sight Gauge
(1, Fig. 5-2]l in the line between fuel filter(s) and pump'
Bubbles over 112 in. Í12.70 mml long or "milky"
appearance indicates an air leak. Find and correct. eis.5-2, N11917. Checking a¡r leaks w¡th ST-998 Sight Gauge
Mai ntenance Operations
The diesel engine requires hundreds of gallons of air for THEBE ARE TWO BROAD CLASSES OF LUBRICATION
every gallon of fuel that it burns. For the engine to operate FAI LURES:
efficiently, it must breathe freely; intake and exhaust
systems must not be restricted. 1. Those caused by running an engine without or low on oil,
resulting in seizures of pistons or bearings within minutes.
Valves and piston rings must seal properly against
compression and combustion presures. 2. Failures due to poor or marginal lubrication, from low oil
pressure, dilution, partially clogged oil passages and dirty or
The amount of fuel that can be burned and power clogged lubricating oil filters or improper clearances.
developed is as dependent upon air as fuel. lf there is too
little air to burn all the fuel, the excess fuel causes a smoky
exhaust-high exhaust temperatures and a loss of Gheck Converter 0il Level (A Check)
horsepower.
Different models of vehicles may vary in the manner in
Wastedfuel is not the only loss caused by incomplete which oil level check is made-it may be made with a
combustion. The excess fuel wa$tes lubricating oil off dipstick, a level plug or a petcock. Oil level should be
cylinder walls, resulting in seized pistons and bearing maintained at full. lf needed, add oil according to oil
failures. Carboned injector cup spray holes and stuck piston specif ications on nameplate.
rings are other troubles which resrlt from insufficient air.
Dirty air cleaner elements, leaky valves, worn rings, 1. Cold Check
damaged silencers and air piping that is too small or with
sharp bends are common causes of air restriction. The cold check (engine not running) insures that there is
sufficient oil in the s'y'stem to start the engine- especially lf
When engines opemte under extremely dusty conditions, equipment has been standing idle for a long period of time'
adiust the maintenance ¡ntervals to those in the "AC" Be sure oil is at high level.
column of ched< Creet on PasE 5-2.
2. Hot Check
Engine Oil Larel(A Ched¡) The hot check should be made at operating temperature,
with the engine running from 600 to 1000 rpm and with
1. Check oil level with dipstick oil gauge located on the üe transmission in neutral range.
engine. For accurate readirgs, oil levd $or¡ld not be
checked for approximately 15 minutes aftr ergine 3. lf the corwerter is operating in combination with a
shut-down. Keep dipstick with the oil pan wiü wh¡ch it Torqmatic transrnission, the oil ls¡el check is made at the
was originally stripped. Keep oil level as r¡ear "H" (high) transrnission.
mark as possible.
Caution: Narer operate üre elgine w¡th o¡l level below the Lubricate Power Take-Off And Clutch Throw'0ut Bearing
"L" (low) mark or aboye the "H" (highl mark. (A Check)
Power Take-0ff
2. Add oil as necessary of the same quality and brand as
already in the engine. See Page 3-2. Apply a small amount of any high-grade, soda base, short
fiber, heat-resistant, gun-lubricant grease once a day
through fitting on tapered part of housing to throw-out
collar.
LUBRICATING OIL PERFORMS FOUR FUNCTIONS IN
AN ENGINE: Manual Spring-Loaded !nput Disconnect Clutch
'l
. Reduces friction (heat and wear) by providing a film Approximately once a week, lubricate the release bearings
between bearing zurfaces. with two "shots" from a grease gun using grease described
above. Two grease fittings are usually provided atop the
2. Scavenges by picking up carbon and oüer small particles, clutch housing.
carrying them to the oil filter wñere üay are taken out of
circulation.
Check Coolant Laref(A Check)
3. Cools pistons, liners and bearings and ásorbs heat from the
engine. This heat is then dissipated by radiatftcn from üe Keep cooling system filled to operating level. Check coolant
pan and by an oil cooler. lt is importantthatairbefreeto level daily or at each fuel fill point. I nvestigate for causes of
flow around the oil pan. coolant loss. Recheck the level after engine reaches normal
operE¡ing temperature. At operating temperature the
4. Completes the seal of rings to p¡stons and rylinder walls. therrñostat is open and water is free to circulate to all parts
'6 H and NH Series Diesel Engines
of the system and fill all air pockets. Requirements of a

Fill FuelTanks (A Chec*)
good coolant are described on Page 34.
Always filter or stra¡n fuel before or while putting it in
Many operators have been shocked to find water in tank. See "Fuel Oil Specifications", Page 3-1.
crankcase and to learn it got there through "pin holes" or
pitted areas that started on water side of cylinder liners. ln cold weather, water which accumulates in the fuel
system will sometimes freeze and block the supply of fuel.
This "eating away of metal" or corrosion, as it is commonly This condition can be prevented by adding one quart of
called, is likely to occur in any heating or coolíng s,ystem. denatured alcohol to each 50 gal. Il89.250 lit or 41.6335
Corrosion may or may not be associated with iron rust, and U. K: gal.l of fuel oil.
as a result may not show up in the coolant.
This not only keeps the water from freezing, but allows it
Fesearch has shown there are many causes of corrosion and to go into solution with the alcohol and fuel oil so it can
among the most serious are acid, salt or aeration of the pass through the fuel system and be "burned" wlthout
coolant. Acid and salt can be controlled by a properly doing any damage.
mainta¡ned corrosion resistor.
Fuel should always be strained or filtered before being put
Aeration refers to air bubbles which may be drawn into into the supply tank. This will lengthen the life of the
radiator core tubes, then into water pump and engine. The engine fuel filter and reduce the chances of dirt getting into
worst effect of aeration is loss of water pump prime due to the fuel pump.
an accumulation of air resulting in complete f low stoppage.
Entrained air promotes accelerated internal corrosion. Fuel filter elements are designed to trap dirt and sediment
Entrained air in coolant will increase the temperature that has entered the fuel system. A filter that has been
differential from combustion gases to water due to allowed to become dirty and clogged from over-use will be
reduction in heat transfer. more of a handicap than help to an engine. lt will restrict
the flow of fuel, thus reducing horsepower output.
An open (non-baffled) radiator top tank is often the cause
of air entering the system. Due to high velocity of coolant Excessive amounts of water in the fuel will cause rusting
entering top tank, the surface becomes very agitated and
and corrosion in the injectors as well as to fuel pump shafts,
tends to draw air into core tubes along with coolant. lt is
bearings and other parts. ln some sections it is difficult to
very diff icult on many units to completely f ill cooling purchase fuel which does not contain some water. Normal
system at initial fill; this is due to trapping of air in pockets
condensation, either in the storage tank or in the fuel tank,
in engine or other parts of the system. The system should
increases water content. This water, of course, must be
be bled of air or refilled after a short period of operation to
purge air from the coolant. The system should be purged of
filtered out or drained off before ¡t gets ¡nto the fuel pump.
air by opening vent valve atop thermostat housing. The life of a fuel pump and injectors can be considerably
Continue to add coolant until no air is expelled from vent.
extended if the operator takes the precaution of draining
about a cup of fuel from the lowest point in the fuel system
before starting the engine each day.
Fill Cooling System (A Ched¡)
Drain plugs ae located in the bottom of some fuel f ilter
Keep cooling system completely filled. Check coolant lanel
daily before starting engine. Recheck after engine cools. Do
cres, and in the srmp of the fuel supply tank. More
not check coolant on a hot engine unless nopresstrevalve cor¡densation of water vapor occurs in a partially f illed fuel
tank than in a full one. Therefore, fuel supply tanks should
is in the system, except in an emergency.
be kept as nerly full as possible by f illing at the end of the
work day- Warm retuming fuel from the injectors heats the
"E" Check to prevent coolant
Check pressure valve at each
fuel in ttrc srpply tank. lf the fuel level is low in cold
loss through overflow. lnvestigate any excessive loss of weather, üe upper portion of the tank (which is not heated
coolant. by retum¡ng fuel) tends to increase condensation. ln warm
v\reather both the supply tank and fuel are warm. ln the
night, houerrcr, the cool air lowers the temperature of the
tank rnr¡ch more rapidly than the temperature of the fuel.
Again this Er¡ds to increase condensation
Clean Fuel Tank Breather(s) And Drain Sediment From
Tanks (A Check)
Drain Air (s) G Gheck)
1. Clean tank breather(s) in cleaning solvent and dry with
compressed air. Open drain cock(s) and drain all moisture and sediment
from air tank(s). Ouantity of condensation will be
2. Loosen fuel tank drain cock(s) or plug(s) and drain dependent on local humidity.
approximately 1 pint of fuel from each tank. Close drain
cock(s) or plug(s).
Operation and Maintenance Manual t7
'AG' Maintenance Checks

The maintenance checks listed under the "AC" column of Some oil bath air cleaners have a rubber seal at the junction
the check sheet are those which must be performed at more of the cleaner body and oil pan. This seal must not leak,
frequent intervals when the engine is operating under since the entrance of dirt at this point can wear an engine
adverse conditions. The frequency of the intervals is out in a short time.
dependent upon actual operating conditions and will vary
with the intensity of dust, dirt or adverse weather lnspect the seal ring carefully at each service period and
conditions. Applications normally considered to be dusty replace seal as necessary.
are dry cement haulers, construction, mining, etc.
lf the above conditions apply to engines being maintained Clean Pre-Cleaner And Dust Pan (Les EjectionValve) (AC
we suggest you work with your local Cummins Distributor Check)
in establishing a maintenance schedule for your particular
operation. The two items listed on this page may have to be Perform at A Check or sooner under adverse conditions
performed at each shift or sooner.
On engines working under extremely dirty conditions an air
Detailed instructions for performing the remaining "AC" pre-cleaner may be used. Clean pre-cleaner jar and dry-type
Checks are described as a part of the "8" Malntenance air cleaner dust pans daily or more often as necessary
Checks, since this is the interval at which these checks are depending on operating conditions.
performed under normal working conditions.
Check 0il Bath Cleaner 0I tml (AG GhecU
Perform at A Check undrds-@rdililrc

Daily, check oil lo¡el, Fig: 53, in oil bath airclearrerto be
sure oll level in oil cup is at indicated mark. To rerncrve oil
cup, loosen wing nuts During vr¡et ureaüter and in winter
months, excessive moisture in air cleaner oil sometimes
causes cleaner to beconre flooded and rezults in oil pu llover
or plugging of üe bottom air cleaner screen. Add or change
oil as necessary. This is especially important if oil bath
cleaner is the only cleaner on the engine.
F¡9, 5-3, V1192O. Checking o¡l level in air cleaner

'B' Maintenance Ghecks
At each "B"
Máintenance Check, perform all "A" and il And Filter Change Periods
"AC" Checks in addition to the following. Mileage
Filtering Gallons Hours
Arrangement Fuel Consumed Driven Operated
Change Engine 0il (B Check)
Full-Flow Paper
Perform at AC Check under extremely dusty conditions
Only
Element 1300 8,000 235
Full-Flow Paper
Kind of oil used (M¡l-L-2104A, Supplement 1, & By-Pass 2000 12,000 325
Mil-L-21 04B, etc.), eff iciency of f iltering system and
tests. Fig. 5-4. After several test periods a time interval
condition of engine must be considered in determining for the oil change can be established; however, a new
when to change oll. run if f ilters, oil brands or grades are
series of tests should be
changed.
Recent tests, using Cummins Fleetguard full-flow paper
element filter in combination with a Fleetguard by-pass ln the beginning, tests should be made each 100 gal of
f ilter, Supplement 1 oils, and using oil analysis with filter
fuel consumed (after the first 400 gal), or 20 hours (after
restriction measurement, indlcate that a naturally aspirated the first 100 hours) until the analysis indicates the first
on-highway truck may have the oil change period extended oil change is necessary.
as much as 50% under closely controlled conditions. This
indicates the economy that can be obtained through a good
maintenance program. Analysis Test For Lubricating Oil
It is suggested that oil change periods be set up on schedule Check oil properties in the following list during analysis.
indicatéá in Table 5-2, and then extended, or in unusual These methods are fully described in the American Society
cases reduced, based upon the §pe of oil used and other for Testing Materials Handbook.
items as described in the above paragraph.
Oil Property Test Number
Factors to be checked and limits for oil analysis are listed
below. Oil change at "B Check", as shown in maintenance Viscosity at 100 deg F and 200 deg F ASTN/.D445
chart on Page 5-2, is for average conditions and closely Sed iment ASTM.D893
follows that indicated as "Full-Flow Paper Element Only" Water ASTM-D95
in Table 5-2. Acid and Base Number ASTM-D664
1. Bring engine to operating temperature and remove drain
plug from bottom of oil pan and drain oil in suitable
conta i ner.
2. lnstall drain plug in oil pan and torque to 60/70 ft-lb

[8.2980/9.6810 kg m].
3. Fill crankcase to "H" (high-level) mark on dipstick.
4. Start engine and visually check for oil leaks.
Note: lt is important to visually check for oil leaks after

every oil andlor filter change.
5. Shut down englne; allow 15 minutes for oil to drain Úack
into pan; recheck oil level with dipstick. Add oil, as
required, to bring oil level to "H" mark on dipstick.
Lubricating 0 il Analysis
The most satisfactory method for determining when to
change lubricating oil is by oil analysis using laboratory Fig, 5-4, N 11945. Lubricating o¡l analys¡s test
General Limits For Oil Change
1. Minimum Viscosity (dilution limit): Minus one SAE grade

from oil being tested or point equal to a minimum
containing f ive per cent by volume of fuel oil.
2. Maximum Viscosity: Plus one SAE grade from oil being

tested, or ten percent increase at 210 deg F [98.9 deg C] or
25 percent increase at 100 deg F [37.8 deg Cl.
3. Sediment Content: Normal pentane insoluble 1.0 to 1.5

percent. Benzine insoluble 0.75 to 1.0 percent.
4. Acid Number: Total number 3.5 maximum.
5. Water Content: 0.2 percent maximum.
6. Additive Reduction: 25 percent maximum.

F¡9. 5-5, N11958. Typ¡cal remote-mounted lubricating oil filter
(center bolt)
Caution: lf the above tests ind¡cate presence of any bearing

metal particles, or if found in f ilters, the source should be
determined before a failure res¡lts.
The efficiency of any maintenance program can only be

judged on üe basis of the failures prevented or intercepted
before the engine or unit is damaged.
Gheck Hydraulic Governor 0il Larel (B Check)

lf the engine has a hydraulic governor, use clean lubricating
oil of the same grade as used in the engine in the governor
sump.
Keep level half-way up on the inspection glass or to high

level mark on dipstick oil gauge.
Change Hydraulic Grernor 0i! (B Gheck) F¡g. 5-6, N 1 1927. Horizontal lubricat¡ng oil filter (center bolt)
Change oil in the hydraulic go/ernor sump at each "8"

Check.
Use the same grade of oil as used in the engine. See

"Lubricating Oil Specifications", Page 3-2.
Note: When ternper¿ture is extremely low, it may be

necessary to dilute the lubricating oil with enough fuel oil
or other special fluid to insrre free flow for satisfactory
governor action.
Change Engine Full-Flow Filter Elcn:nt (B Check)

Perform at AC Check under uremety dusty conditbns
.L. 1. Remove drain plug from filter case ard
I a 2. Loosen and completely unscrew center

filter case assembly (with element) from filter head. See
Fig's. 5-5, 5-6 and 5-7. Fig. 87, N11926, Typ¡cal remote-mounted lubricat¡ng oil filter
ti0 Operation and Maintenance Manual
3. Withdraw f ilter element and inspect.
a. lnspect for metal particles.
Caution: lf the above tests indicate presence of any bearing

metal particles, or if found in f ilters, the source $ould bé
determined before a failure resutts.
b. lnspect outside wrapper of element for wrinkles and pleats

for waviness or bunching. presence of these conditions
indicates that oil contains moisture.
c, lf element is relatively clean it may be possible to lengthen

change periods.
d. lf element is clogged the change period should be

shortened. Oil pressure drop reading across f ilter is the best
way to determine change periods. pressure drop from inlet
to outlet side of filter should not exceed I0 psi [0.7030 Fi9, 5-8, N11928. Ftemoving turbocharger oil
kg/sq cml with 140 deg F [60 deg C1 oil and eñgine at filter
h igh-idle speed.
e. Discard element after inspection. 2.Clean filter head with solvent that is not harmful t
aluminum.
4. Remove seal ring from filter head and discard.
3. lnspect head for cracks and distorted threads; discard
5. Clean f ilter case thoroughly. Handle case and/or store in damaged.
manner to prevent out-of round condition.
4. Coaf gasket and f ill new element with clean engin
6. Check to make sure element end seals are in place and lubricating oil.
ínstall new element over spring support assembly.
5. lnstall element to head; tighten until gasket contacts head
6. Rotate element an additionar one-harf to three-fourths tu,

to seal gasket. Do not overtighten.
Caution: Do not attempt to use s¡bstitute elements

Element tf¡reads and fittq paper ne of special design.
Caution: Narer attempt to fit new *a! ring to filter can, o¡
sea! may beconre d¡forted or damaged. 7. Reconnect oil slppfu and discharge lines, if previousl¡
rg'noved-
8. Check oil level. Run engine and check for leaks.
e ¡re oil s¡pply line to filter is connected
9. Becheck engine oil
level; add oil as necessary to brirg o¡l oeeni¡ tnnl<ed "in,,. Rwersing connections will lead tcal
lo¿el to "H" mark on dipstick. trto¿¡rgE falrre_
Note: Always allow oil to drain back to oil pan before
checking level. This will require 15 minutes.
Change Turbocharger 0il Filter (B Check) Horm at AC Cteü u¡rder e¡<úernely dusfy conditions
The. throw-away type turbocharger oil filter is used in To chanp Cummirs Fleetguard by-pass f ilter elements
conjunction with all turbochargers except the T_bO qoO.i.
1. Renrove drain plug (5, Fig. F9) from bottom of housing
Change filter at each oil change or install a pressure gauge in
the filter outlet line;- change filter element *h"ñ gárg"
and drain dl.
indicates a 15 psi [1.0S4S lig/sq crn] lower pressure than 2. Renpve clanping ring capscrew (1) and lift off cover.
oil presure on inlet side.
3. Unscrew. u.pper support hold-down assembly (3); lift out
To change element: elernent (4) and hold-dor,tnr assembly. Discard element.
1. Unscrew element and discard. Fig. &g.
4. Clean housing and hold-down assembly in solvent.
Lubricate Alternator 0r Generator (B Gheck)
Perform at AC Check under adverse conditions
Lubricate alternator or generator by adding five or six

drops of SAE 20 lubricating oilto oil cup (Fig. 5-10) or by
turning down grease cup a maximum of one turn.
Caution: Avoid over-lubrication which is harmful to

inst¡lation.
lf no cups are present, unit contains sealed bearings and

requ ires no ubrication.
I
When a generator or alternator f ilter is used, clean f ilter

screen at each lubrication period. Remove filter screen and
wash in an approved cleaning solvent; blów dry with
compressed air and reassemble.
Fig. 5-9, V419O8. Lubr¡cating o¡l by-passf¡lter

Lubricate Cranking Motor (B Gheck)
5. lnspect hold-down assembly spring and seal. Beplace lf Perform at AC Check under adverse conditions
d a ma ged.
E lectric
6. lnspect drain plug and connections. Replace if damaged.
Add five or six drops of clean SAE 30 weight lubricating oil
7. On the Cummins Fleetguard by-pass filter, check orifice to cranking motor bearings.
plus (6) inside oil outlet connection or standpipe; blow out
with air jet to make sure orifice is open and clean. Air
8. Check filter cover "O" ring (7). Replace if damaged or Air cranking motor may be equipped with grease fittings,
deter¡ o rated. felt wicks with outer grease cups or air line lubricators.
Follow manufacturer's recommendation for procedure,
9. lnstall new element in housing. interval and lubricant specification.
10. Replace upper support hold-down assembly in filter and

tighten down to stop. Change FuelFilter Element (B Check)
1i. Position "O" ring seal on housing f lange. Perform at AC Check under adverse conditions
i2. lnstall cover and clamping ring; tighten capscrews until Change the single 5 3/4-inch Iong (throw-away) fuel filter
clamping lugs come together.
13. Add enough extra oil to crankcase to fill case and element.
Caution: Never use a by-pass f ¡lter ¡n place of a full-flow

filter.
Becord 0ilPressure (B Check)
Start the engine and operate at 800 to 1000 rpm until the
oil temperature gauge reads 1 40 deg F [60 deg C] . Reduce
engine speed to idle and record the oil"pressure. A
comparison of pres$.¡re at idling speed with previous
readings will give an indication of progresive wear of
lubricating oil pump, bearings, $rafts, etc. These readings
are more accurate and reliable when taken immediately
after an oil change. r ¡g. E-l o, N 11 951. Lubricat¡ng üre generator
lit or 1665.340
affer 20OO sal [7570.000 U.K. gal] of fuel
consu mption. Change the single I 1 l2-inch long
(throw-away fuel filter) after 3000 gal [1i,355.000 lit or
2498.010 U.K. gall of fuel consumption and the stack disc
(replacement element) after 4000 gal [15,140.000 lit or
3330.068 U.K. gall fuel consumption.
When double elements of the standard or extended life

(throw-away) fuel filters are used, the capacity is
approxi mately dou bled.
Note: Capacities listed above are under normal working

conditions and with proper storage of fuel.
The most accurate method of determining element change

period is by measurement of fuel restriction as outlined
below.
Fig,5-12, N11929. Bemoving throw-away type fuel f ilter

Check Fuel Bestriction
To check restriction, connect ST-434 Vacuum Gauge to the

fuel pump as shown in (2, FiS.5-11) using the special touches filter head. Tighten an additional one-half to
adaptor furnished. lf restriction reads 8 to 8.5 inches three-fourths turn.
vacuum while the engine is running at full speed and load,
change element or remedy other sources of restriction. Caution: Mechanical tightening will distort or crack filter
When restriction becomes as great as 10 or 11 inches head.
vacuum, the engine will lose power.
Replaceable Element
ThrowAway Type Filter
1. Bemove drain plug from bottom of filter case and drain
1. Unscrew combination case and element; discard. Fig.5-12. contents.
Note: On elements that do not have an integral "O" ring 2 Loosen nut at top of fuel filter. Take out dirty element,
seal, install new "O" ring before installing element. clean filter case and install a new element. Fig. 5-13.
2. Fill element with clean fuel. a
J. Fill filter case with clean fuel to aid in faster pick-up of
uel. lnstall a new gasket in f ilter head and assemble case
f
3. lnstall new case and element; tighten by hand until seal
Fig. 5-11, N1 1917. Checking fuel fi¡ter restríct¡on w¡th Fig, 5-13, V1191O. lnstalling replaceable fuel filter element
ST-434 Vacuum Gauge
Operation and Maintenance lVanual 5-13
and element. Tighten center bolt to 20125 ft-lb Check Air Inlet Bestriction At Engine
12.766013.4575 kg m1 with a torque wrench.
When a restriction gauge is not part of the system, check as
4. Check fittings in filter head for leaks, Fittings should be follows:
tishtened to 30i40 ft-lb [4.149015.5320 kg m] .
1. On naturally aspirated engines, attach vacuum gauge or
water manometer in middle of intake manifold or on air
Drain Sediment From Fuel Filter (B Check) intake piping. When located in air intake piping, adapter
must be perpendicular to alr flow and not more than 6 in.
Perform at AC Check under adverse conditions 1"152.4 mml from air intake manifold connection.
1. Loosen drain cock, if used, at bottom of fuel filter case and 2. Air restriction readings may be taken at air cleaner outlet
drain out any accumulated water and sediment. Tighten pipe. The adapter must be mounted perpendicular to air
drain cock. flow, and restriction must not exceed 20 ln. [508.0 mml of
water or 1.5 in. [38.100 mm] of mercury when checked at
2. Unscrew throw-away §pe element without drain cock; this location.
dump water and sediment. Fill element with clean fuel and
repl ace. 3. ldle engine until normal operating temperature is reached.
4. Operate engine at rated speed and take reading from

Gheck Air Piping (B Gheck) vacuu m gauge or manometer. Air restriction must not
exceed 25 in. [635.0 mm] of water or 1.8 in. [45.720 mm]
Perform at AC Check under adverse conditions of mercury at intake manifold.
Check air intake piping from air cleaner to intake manifold. lf air restriction exceeds limits above (step 2 or 4) :
Check for loose clamps or connections, cracks, punctures,

or tears in hose or tubing, collapsing hose, or other damage. a. Clean or replace dry-type cleaner element.
Tighten clamps. Fig. 514, or replace parts as necessary to
insure an air-tight air intake s,/stem. Make sure all air goes b. Replace damaged air piping, rain shield or housing.
through the air cleaner.
c. Remove excessive bends or other source of restriction in air
p rprng.
Ghedr Ai¡ lnlet Resüiction At Air Cleaner

Gheck !nlet Air Resr on Gil¡ge (B Ched()
A mechanical restriction gauge is available to indicate
Perform at AC Check under adverse conditions excessive air restriction. This gauge can be mounted in air
cleaner outlet or on vehicle instrument panel. The
The best method for determining dry-type air cleaner restriction indicator signals when to change cartridges. The
maintenance periods is through air restriction checks. red f lag (1, Fig, 5-15) in window gradually rises as cartridge
F¡9, 5-14, N119O8. T¡ghten¡ng a¡r íntake pip¡ng clamp rig. s-?s, cGS2o. A¡r inlet restr¡ct¡on gauge
loads with dirt. Do not change cartridge until flag reaches

top and locks in position. When locked, flag will remain up
afier engine is shut down. Change cartridge when f lag locks
át top. Áfter changing cartridge, reset indicator by pushing
i"-r.i brtton (2). Puirr button all the way in firmly; then
release. lf button sticks, repeat pushing slowly.
Note: Never remove felt washer from gauge; it is necessary

to absorb moisture.
Vacuum switches are available which actuate a warning
light on the instrument panel when air restriction becomes
eicessive. ltems required for installation are:
1. Electric source (1, Fig. G16).
2. Air piping with fitting for switch (2).
3. Vacuum switch (3). Fig,5-17, N11OO3. Air cleaner - dry type
4. Red indicator light (4).
Note: Air restriction checks should not be used to 12.8124 kg/sq cml . Do not hold air jet too close to paper
determine maintenance periods for oil-bath air cleaners' element or damage to element may result.
Before dirt build-up reaches 112 in, Ii 2.700 mm]
maximum height, perform maintenance as described under Elements that have been cleaned several times will finally
"Change Air Cleaner Oil". clog and air f low to engine will be restricted. After cleaning,
cfreit< restriction as previously described and replace
element if necessary.
Clean Air Cleaner Elements (B Check)
Holes, loose end seals, dented sealing surfaces and other
Perform at AC Check under adverse conditions forms of damage require immediate element replacement'
Dry Type Replace paper element in all dry-type air cleaners when
breaks appear or if air restriction is still excessive after
The paper element in a dry-type air cleaner, Fig. 117, may element has been dsled. To dtrge dernent:
be cleaned several times by using an air jet to blow off dirt
or by washing with non-sudsing househ-ol-d detergent and 1- Looser¡ wirqgrut (1, F-r$ í17) seorrirg bottom cover (2) to
warm water, óreferably 12Ol14O deg F [rA-9/6O-0 degC], clerer hoLEirE (31. Rerr¡o¡e cover.
then drying with compressed air, approximately 4O psi
2 Pr¡ll dernent (6¡ dorfft from center bolt (4).
3 Rernoe gdet (5) from outlet end (7) of housing.
Wtr€n insdlirp üe element, make sure it seats on the

gdet atüe air deaner outlet end.
Gr¡tir ]lolcs in üte element of a dry-type a¡r cleaner
rurds GlnE ilroperative. Do not use damaged Gleaner
der-nL
Cydop* Ad Domdone TYPes
The Cvcloiac and Donaclone air cleaners combine a

centrifu-gal cleaning stage w¡th a paper filter element' Fig's'
S18 and 519.
On the Cyclopac'the model, dirty

air enters through an opening
in the sidé of cleaner body, where it immediately travels
Fig. 5-16, N21905. Vacuum switch for a¡r inlet restriction check through a ring of vanes around the outside of the element.
These vanes impart a cyclonic tw¡st to the air, thereby

throwing dust and dirt particles outward and down into the
dust cup. The air then passes through the element (from the
outside) and on into the engine.
On the Donaclone model, dirty air enters through an

of the cleaner body, where it
opening in the top or side
enters plastic tubes. These tubes contain vanes which
impart a cyclonic tw¡st to the air, thereby throwing dust
and dirt particles outward and down into the dust cup. The
air then travels up through the aluminum tubes inside the
plastic tubes, through the f ilter element (from the inside)
and on into the engine.
Before disassembly, wipe dirt from cover and upper portion

of air cleaner. To clean composite-type:
1. Loosen clamps and remove cover (1, Fig. 5-19).
2. Unscrew wing bolt holding inner cover and element (3, Fig.
5-18) (4, Fig. 5-19) in position; remove element carefully so
loose dirt will not fall into chamber \2, fig.5-18) (3, Fig.
5_ 1 9).
3. R emove dust cup (1 , F ig. 5-18l, Q, F ig. 5-19) and clean.
4. Tap side or bottom ring of element with palm of the hand

or soft hammer.
Fig, 5-18, V11OO5. A¡r cleaner - CYclopac type
5. Blow out element from clean air side with compressed air.
Caution: Air pressure should not be more than 100 psi

[7.0310 kg/sq cm] to avoid rupturing element. Do not
concentrate air pressure in one spot.
6. Wash element with non-sudsing household detergent and

warm water (1201140 deg F [48.8/60.0 deg C]). Dry with
compressed air (40 psi [2.8120 kg/sq cm] ).
7. Bemove retainer clamp. Separate upper and lower bodies;

remove "O" ring.
8. Hold element up to light and inspect tubes (Donaclone
type) for dust deposits. Remove dust with stiff f iber brush.
9, lnqcect gaskets and "O" rings; discard if worn or mutilated.
10. lnspect element after cleaning to be sure no holes are

p resent.
11. Position upper body r,,,iü gasket on lower body; secure

rvith retainer clamo.
"
i2. install eie.nent anC inrfe. cover in position.
13. Be s-¡re EasKet r-/asher (4, Fig. 5-18) is in place under

,','ingnrr irefore tighten ing.
14. lnstall cover.

\l
F¡9. 5-19, V11OO4. A¡r cl€aner - Donaclone type 15. lnstall dust cup.
Replace Gartridge-Type Air Cleaner Element (B Gheck) Considerable laboratory testing shows that shaking,
washing, rapping or blowlng out with compressed air can
Perform at AC Check under adverse conditions cause cracks or ruptures in paper filter cartridges, which
would permit wear-causing dirt particles to enter engine. lf
Two-Stage a failure occurs, there is no way of discovering it until
cartridge is changed again.
Disassembly
4. Bepeated tests have also shown that fine particles that
1. Loosen wingnuts 14, Fig.5-20) on air cleaner housing (3). penetrate deep into pores of filter paper cannot be removed
Loosen "U" bolt clamp securing precleaner to aspirator by any method of cleaning. When returned to service, life
tubing. Bemove pre-cleaner panel( 1 ). expectancy (even if no failure occurs) of a paper cartridge
will be only a fraction of original service life.
2. To remove dirty Pamic cartridge (21 , insert fingers in
cartridge opening using a "bowl ing-ball grip". Loosen all 5. lnspect flexible hose or tubing and clamps to be sure all
four corners of cartridge, one at a time, by pulling straight fittings are air tight.
out.
With larger cartridge, it may be necessary to break seal Assembly

along edges of cartridge. After seal has been broken, pull
the cartridge straight out and slightly up so cartridge will 1. lnspect new filter cartridge for shipping damage before
clear sealing frame and edges of air cleaner housing. installing.
2. To install a new cartridge, hold cartridge (2, Fig.5-20) in

Cleaning And lnsPection same manner as when removing from housing (3). lnsert
clean cartridge into housing; avoid h¡tting cartridge tubes
1. Clean pre-cleaner openings of all soot, oil film and any aga¡nst sealing flange on edges of air cleaner housing.
other objects that may have become lodged in openings.
Remove any dust or dirt that may be in lower port¡on of 3. The cleaner requires no separate gaskets for seals; therefore.
pre-cleaner and aspirator tubing. lnspect inside of air care must be taken when inserting cartridge to insure a
cleaner housing to be sure it is free of all foreign material. proper seat w¡th¡n air cleaner housing. Firmly press all
edges and corners of cartridge with fingers to effect a
2. lnspect dirty cartridge for soot or oil. lf there is soot inside positive air seal against sealing flange of housing. Under no
Pamic tubes, check for leaks in engine exhaust system, circumstances should cartridge be pounded or pressed in
exhaust "blow back" into air intake and exhaust from center to effect a seal.
other equipment. lf cartridge appears "oily",'check for
fumes escaping from crankcase breather. Excessive oil mist 4. Replace pre-cleaner panel (1) and tighten wingnuts (4).
shortens life of any dry-type cartridge. Trouble-shooting Assemble aspirator tube to pre-cleaner panel and tighten
before new cartridge is placed in the a¡r cleaner can "U" bott.
appreciably lengthen cartridge I ife.
5. Care $ould be taken to keep leaves, rags or side curtains
3. lt is not recommended to clean and reuse cartridge. from obstructing cleaner face. Obstructing air intake can
re$lt in reverse exhaust flow through bleed line and
damage to cartridge.
Single Stage
Disassembly
1. Loosen wingnuts (3, flg. 121) on air cleaner housing añd

remove moisture eliminator (1) and rain guard, if used.'
2. To removd Oirty Pamic cartridSe (21 , insert fingers in

cartridge opening using a "bowling-ball grip". Loosen all
four corners of cartridge, one at a time, by pulling straight
out. With larger cartridge, it may be necessary to break seal
along edges of cartridge. After seal has been broken, pull
v- the cartridge straight out and slightly up so cartridge will
Fig, 5-2O, N21017. Cartr¡dgB-type a¡r cleaner - two stage clear sealing frame and edges of air cleaner housing.
Qhangg 0il Bath Air Cleaner 0il And Glean Tray Screen (B
Check)
Prform at AC Check under adverse conditions
Air Ghaner 0il

Before dirt build-up reaches 112 in. l12.1OO mml , remove
oil cup from cleaner. Discard oil and wash cup in cleaning
solvent or fuel oil.
Note: During wet weather and in winter months, many oil

bath air cleaners are neglected because visible dust and
dirt-laden air is not encountered. However, changing of oil
bath air cleaner oil is equally as important as during dus§
weather since the air cleaner inlet may not,be equipped
with an adequate rain shield or may be located in a wheel
or air stream which carries excessive moisture into the
Fig,5-21, V1 1OO9. Cartridge-type air cleaner - single stage cleaner.
Fill oil cup to level indicated by bead on its side with clean,
fre*r oil and assemble to cleaner. Oil of the same grade as
that in crankcase should be used in cleaner; however, in
extremely cold weather a lighter grade may be necessary. A
straight mineral, non-foaming detergent, or non-foaming
additive oil may be used in oil bath air cleaners.
Caution: Never use crankcase drainings.
Clean Tray Screen

3. lnspect housing and moisture eliminator for dents, split
seams and holes; r@air or replace as necessary.
lmmerse tray screen (1, Fig. 5-22]' in kerosene or cleaning
solvent.
4. lnspect hose, tubing and clamps for damage; replace if
defective. Slosh screen up and down several times. Dry thorcughly
with compressed air, and reassemble to air cleaner.
Note: lf tray screen is extremely dirty or coated with

varnish, it may be necessary to singe the screen with a
flame. Be careful not to melt tin plate on screen.
Assembly
1. lnspect new filter ca-tridge for $ripping or handling damage

before installing.
2. To install a new cartridp, hold cartridge (2, Fig. 5-21lr in

a
same manner as when remwing from housing (4). lnsert
clean cartridge into housing avoid hitting cartridge tubes
against sealing flange on edg€s of air cleaner housing.
3. The cleaner requires no seprate gaskets for seals; therefore,

care must be taken wt¡en inerting cartridge to insure a
proper seat within air clearcr housíng. Firmly press all
edges and corners of cartridge wiü fingers to effect a
positive air seal against sealirg flange of housing. Under no
circumstances should cartridge be pounded or pressed in
center to effect a seal.
4. Position moisture eliminator (1) to air dwrer housing (4)

and secure wingnuts (3). Fig. 5-22, Nl 10O2. Flemoving air cleaner tray scr@n
Clean 0r Change Air Compresor Breather Element (B

Check)
Three §pes of breathers are available to provide filtered air

for thó air compressor when the intake line is not
connected to the eng¡ne air intake sy'stem'
When used, service breathers regularly as follows'
Bendix-Westinghouse Mesh
isassemble ll
compresse d
the mesh Y
pturing dir
Fig.5-24, N11937. Cummins air compressor breather -
PaPer element
Bendix-Westinghouse SPonge
Cummins Compressor PaPer
A light-weight, self-contained air cleaner with "paper

elemént" was formerly optiona I on Cu m m i ns air compressor'
Clean the element at each "B" Maintenance Check. Remove
wingnut securing front cover to body. Lift off front cover
element. and element. lnspect paper element before cleaning by
reverse flow of compressed air; discard if damaged or
unsuitable for cleaning. Fig. 124.
Bendix-Westinghouse 0 il Bath
Caution: Do not rupture filter elernem.
Unsnap the spring clips and remove the oil cup. Wash in
solvent, dry, repienislr cup with oil to level mark and nd front cover with a clean cloth' With
reassemble.'Use clean oil, the same grade as used in the center bolt, place element in front cover
crankcase. center bolt; secure with wingnut.
Every other service period, unscrew the wingnut on top and

rrrou" the filter element. Wa*r in solvent, dry and
reassemble to cover.
nearest distributor.
Clmn Crankcase Breather (B Gheck)
0il Bath
lmmerse breath Wash

thoroughly and her oil
.rl to
j"u'"1 ¡no¡ in the
engine. Fid! 2-25.
Scrcen Element
Clean element by washing in clean solvent and drying wiü

compressed air. Clean breather housing with dry cloth' Fig'
F ig, 5-23, N 1 1 904. Bendix-Westi nghouse air comptessor 5-26.
breather - sponge element
Fig,5-27, N11933, Crankcase breather - paper element

elementtype
type
Fig. 5-25, Nl 1935. Crankcase breather - o¡l bath type
Wire Mesh Element CIean (Externally) Radiator Core (B Check)
Clean breather element in cleaning solvent and dry with Perform at AC Check under adverse conditions
compressed air. Wipe out breather housing. Soak element in
oil; drain out excess. Blow out all insects, dust, dirt and debris (leaves, bits of
paper, etc.) that may be on front of radiator or lodged
between radiator core fins and tubes.
Change Crankcase Breather Paper Element (B Check)
Perform at AC Check under adverse conditions Check Throttle Linkage (B Check)
Dry-type crankcase breathers containing a chemically Check throttle linkage and make sure it is in good operating
treated paper element are used on naturally aspirated condition. Check throttle travel to make sure linkage
engines. lnstall new element-Do Not Attempt To Clean. operates throttle from stop to full throttle and that degree
Do Not Use On Engine With Press¡rized Systems. Fig. of travel is within specif ications for application.
5-27.
Check Fuel Pump Seals (B Check)
Throttle stop screws and governor idle screw plug are

"sealed" after final pump setting. Seals should be regularly
checked to prevent, or catch immediately, unauthorized
fuel pump settings.
Check Engine Coolant And Oorrosion Resisto¡ Element (B

Check)
Coolant
Periodic tests of engine coolant should be made to Insure

that the frequency of corrosion resistor servicing or
concentration of chromate is adequate to control corrosion
for specif ic cond j¡ion of operation. ln cases where
"make-up" water must be added frequently, we suggest
that a supply of water be treated and added as necessary.
When using plain water in a cooling system with a corrosion

resistor (with chromate-type element) or r,nrhen treating
r,vitl-gchromate compounds, the concentrat¡on oÍ effectlve
Fig, 5-26, N 1 1 948, Crankcase breather - screen element tvpe inhi6itor dissolved in coolant can be r¡easured bV the color
t20 Operation and lVaintenance Manual
comparison method, Cummins Coolant Checking Kit Select a tube and fill to mark with coolant to be checked.
ST-993 is available from Cummins Distributors for this
check. Fig. 5-28. 2. Add eight drops of pH Beagent to tube and m ix
thorough ly.
Most commercially available antifreezes contain a coloring
dye that renders the color comparison method ineffective. 3. lnsert tube in comparator hole marked "pH".
When colored antifreezes are present in the coolant,
effective control of corrosion can be determined by 4. Compare color of test sample with color standards on either
inspecting coolant for accumulation of reddish-brown or side. Preferred range is 8.3 to 9.5,
black, finely granulated dirt. A small amount of corrosion
produces significant quantities of these corrosion products; 5. Wash out test tubes after each test and keep reagent
therefore, if corrosion resistor servicing is adjusted at the container caps in place.
firstindication of increased accumulation of these
products, actual corrosion will be limited to a negligible
amount. Ehromate t oncentration T est
Examine sump of corrosion resistor for these "dirt" 1. Draw sample of coolant and pour into tube marked
materials at time of servicing or check them in a small "chromate".
sample of coolant drained from bottom of radiator after
allowing coolant to settle. 2. lnsert sample into comparator hole marked "chromate".
Certain anli-freeze compounds are chemically incompatible 3. Compare color of test sample with color standards on either
wlth the regular corrosion resistor element containing side. Preferred range is 100 to 150 grains pergal [3.785 lit
chromate. This ls evidenced by the formation of a green or 0.83267 U.K. gall or i700 to 2500 parts per million
scum in the radiator filler opening. (ppm).
ln such cases, use the PAF corrosion resistor element, 4. Wash out test tubes after each test.
which contains no chromate. The anti-freeze contains its
own inh ibiting compound.
Adjusting Goolant To Specifications
Caution: Do not use PAF element with plain water coolant,
unless you are able to add chromate compound. lf above tests indicate coolant is outside specifications,
make an adjustment immediately to prs/ent corrosion.
Note: We do not recommend the addition of chromate
compound to anti-freeze coolant. Recommended lf Cummins Corrosion Resistor is used, change element,
anti-freeze compounds contain adequate inhibitors when Fig. 129, ard run mgine four to six hours; then, check
used as recommended. coolant again; in extreme caes it may be necessary to
charqe elernent a second time. However, the latter
pH Value Test corrld¡t¡on n¡a/ be due to larger coolant system than
corrosion resistor vaas designed to treat; note reference on
1. Separate tubes marked "pH" are furnished ¡n tre test f¡t. resistor il#.
lf d¡ror.-"ate cornpounds are used, add enough compound to
bring correntration to proper level. Normal usage is 112oz.
1218-75 grainsl chromate for each i gal [3.785 lit or
O-Ag26il U.K.gBlJ of coolant.
Table $3 Conrpcisn Units-Chromate Concentration

Ou¡rces Pe¡ Gdlon Pañs Per Million Grains Per Gallon
0.16 850 50
o.32 1 700 100
0.50 2550 150
Chedt/Ghange Conosion Besistor (B Check)
Change corrosion resistor element, Fig. 5-29, at each "8"

Check unless facilities are available for testing. See "Check
Fig. 5-28, N11946. ST-993 Coolant Check¡ng K¡t t Engine Coolant". Change element when concentration
Operation and IVaintenance Manual ú21
Check And Adjust Belt Tension (B Gheck)
Belt tension adjustments are often neglected because of

diff icult accessibility. One general rule is applicable to all
such operations: All driven assemblies must be secured in
operating position before reading or ludging belt tension.
Water Pump Belb
1. Eccentric water pump adjustment.
F ¡9. 5-29, N 1 19()l . Changing corros¡on resistor element a. Loosen water pump clamp ring to allow pump body to
tu rn.
drops below 100 grains per gal [3.785 lit or 0.g3267 U.K. b. Loosen pump body by pulling up on belts. A sharp jerk
gatJ. may be required. Some coolant will be lost.
c. lnsert bar in water pump body slots and rotate pump body
resistor, bracket and mount-
counterclockwise to tighten belts.
from paint to form a good
o Selection
ne, run ground wire from
engine.
of element to be used úrould be based upon

"Coolant Specifications", Section 3.
Caution: Do not adjust to final tension.
d. Snug clamp ring capscrew farthest from belts, on exhaust

side, to five ft-lb [0.691 b kg m] .
Note: Whenever a cooling s/stem is changed from one e. Snug two capscrews above and below the first one to five
element formula to the other, the sy'stem must be drained ft-lb [0.6915 kg m].
and flushed.
f. Snug clamp ring capscrew on belt side, then two remaining
ft-lb [0.69.lb kg m] .
capscrews, to five
Change Element
g. Finish tightening by alternating from side to side in five
1. Closeshut-off valves on inlet and drain lines. Unscrew drain It lp J969]5 kg ml increment§to a finat torque ot j2_15
plug at bottom of housing. ft-lb [1.6596 /2.o745 kg m] .
2. Remove cover capscrews and cover. Fig. 5-29. h. Check the belt tension with applicable
Fig. 5-30. Correct tension is 90-'l 10 po
3. Eemove plate securing element(s); l¡ft element(s) from this gauge. lf gauge is not available, a
housing and discard. Remove plate below element(s). index finger at center of the longest spa
should be one belt thickness per foot of pulley center
4. Lift spring from housing. distance. Fig. 5-31. See Table 5-4.
5. Polish plates. lf less than half of metal plates can be ftrlote: Use 5T-968 Gauge for belts wh ich are 3lg to 1
12 inch
exposed by polishing, install new plates. in width. Use ST-1138 Gauge for belts which are l1116to
1 inch in width.
6. Replace spring and lower plate.
. Notice that final belt tension was not obtained by the
adjustment alone. The Water pump body was pulleO stiaigÁt
7. Remove new element(s) from transparent bag; install
element(s) in housing. by snugging the capscrews in the order described, tñus
increasing belt tension to final value.
8. Replace upper plate, gasket and cover. 2. Adjustable (split) pulley water pumps.
9. Replace drain plug and open $ut-off valves in ¡nlet and a. Remove the capscrews which join the two halves of the
drain lines. pulley. t
ú22 Operation and Maintenance Manual
e. Adjust until the 5T-968 Belt Tension Gauge reads 90-gb

pounds, or until the belt will deflect 314 to 1 in. when
pressure of index finger is applied.
f. Turn the outer half in enough to align the capscrew holes.
g. Start the capscrews and tighten alternately and evenly.

Final tension is:
5/16-18- 10-12ft-lb [1.3830/1.6596 kg m]

3/8-1 6 - 17 - 19 ft-lb [2,35i 1/2.6277 ks m]
h. Bar the engine over one or two revolutions to seat the belt.
i. Check the belt tension. lt should be 90-110 pounds on the

5T-968 Gauge, or should deflect to ipdex finger presure
one belt thickness per ft. [0.3048 m] of span, pulley center
to center.
F ¡9. 5-3O, N 1 1 955. Checking belt tension w¡th ST-968 Gauge
Fan Drive Belts

Table 5-4: Belt Tension - In, [mm]
Most current fans are mounted on adjustable hub
Deflection Per Ft [0.3048 m] assemblies, supported in suitable brackets. An adjusting
Belt Width of Span screw is provided which raises or lowers the shaft to adjust
the belt tension.
112 l12.7OOl 13/32 110.3181
11116 [1].4621 13/32 [10.318] 1, Loosen the large locking nut on the fan hub shaft. The fan
314 [1e.050] 7 116 [11 .112] hub will fall out of line when this is done.
tl1 122.225) 112 U2.7OOI
1 [25.400] el16 114.28t1 2.f urn the adjusting screw down to increase belt tension.
Caution: Do mt ad¡ust to full temion with the ad¡ust¡ng

b. The outer half of the pulley is screwed onto the hub screw.
extension of the inner half. Some pulleys are provlded with
f lats, and some with lugs, for barring. 3. Tighten the locknut until the fan hub is straight. Asthis is
done, belt tension will increase. Snug the nut to maintain
d Bar the engine over to roll the belt outward on the pulley as hub in a square attitude.
the outer half is turned in.
4. Check belt tension with applicable gauge. The gauge should
read 9G1 10 pounds. lf a gauge is not available, the belt
Srould be checked with pressure of index f inger at the center
of üe longest span. Deflection should be one thickness
per foot of pulley center distance.
5. Secure the locknut. Tighten to 400/500 ft-lb

[55.3200/69.'1500 kg/sq cm]; then back nut off 112turn.
6. Back out adjusting screw one-half turn to prevent breakage.
G enerator/Allernator Belts
These belts are much easier to adjust since the

generator/alternator is mounted on a swinging bracket.
Belt tension should be 80-100 pounds as measured with the

p applicable gauge. When no gauge is available, index finger
F¡9. 5-31, N11471. Checking belttension manually pressure should not deflect belt more than 314 in.
lr¡laintenance Operations
Water Pump Beh lnstallation
The eccentric body water pump does not provide enough

range of adjustment to allow the drive belts to be installed
without rolling them on.
However, they can be installed without damage if a few

simple rules are folloured: \
1. Be sure the water pump body is turned to itsclosestpoint
to the drive pulley.
2.Place the new belt over the water pump pulley and engage
the belt in the top of the drive pulley sheare.
3. Place a slrop rag under the belt, and pull it intoüe*rearc

wh ile barring the engine.
4. Transfer the belt to the inner pulley sheave, using the shop
rag to guide it. Always replace multiple belts in complete
sets.
5. Roll the water pump body counterclockwise to adjust belt

tension. Ad just tension with applicable gauge; correct
tension is 90-1 i 0 pounds as indicated on this gauge.
lf gauge is not available, apply pressure of the index f inger
at center of the longest span of belt. Deflection should be
one belt thickness per foot of pulley center distance.
6. Allnew belts require readjustment after a short period of
operation. Operate tñe engine twenty minutes to one-half
hour, then re,adjusL
Summary
Belt tension $ould be checked vizually each time the unit

is serviced, or at oil change periods on industrial and
construction units.
Attention given to these important belt drives will be repaid

i n reduced repair costs and extended engine I ife.
't
G24 Operation and Maintenance Manual
'C' Maintenance Ghecks
At each "C" IVaintenance Check, first perform all "4", may enter fuel sYstem.
"AC" an<j "B" Checks in addition to those following.
3. Clean screen and magnet in cleaning solvent and dry with
compressed air.
Steam Ctean Engine (C Check)
4. Replace screen retainer and install filter screen assembly in
There are many reasons why exterior of engine should be fuel pump with hole down. Replace spring on top of filter
kept clean. Dirt from the outside will f ind its way into fuel screen assembly.
and lubricating oil filter cases and into rocker housings
when covers are removed unless dirt is removed first. 5. Replace cap and "O" ring; tighten to 20125 fl-lb
Í2.1660/3.4575 ks ml.
Steam is the most satisfactory method of cleaning a dirty
engine or piece of equipment. lf steam is not available, use PT (type G) Fuel Pump With MVS Governor
mineral spirits or some other solvent to wash the engine.
1. Remove filter cap (1, Fig. 5-33) and dynaseal (2) from
All electrical components and wiring should be protected governor housing.
from the full force of the steam jet.
2. Remove "O" ring retainer (3), "O" ring (4) , screen (5) and
spring (6) f rom f ilter caP'
Glean Fuel Pump Screen And Magnet (C Check)
3. Using a screwdriver or wire hook, remove bottom screen
PT Fue! Pump and magnet assembly (7) from fuel pump housing. Remove
screen retainer.
Remove and clean fuel pump filter screen at each "C"
Check. To clean filter screen: 4. Clean parts as described above.
1. Loosen and remove cap (1, Fig. 5-32) and "O" ring (2) 5. lnstall screen retainer and place bottom screen assembly in
spring (3). Lift out f ilter screen assembly (4). fuel pump housing wiü removable end up.
2. Remove top screen retainer (5) from f ilter screen assembly. 6. lnstall spr¡rI¡, lage coil first, in filter cap; install upper
screen, closed end first, ¡n cap and snug against spring.
Note: Some filter screens do not contain a magnet lf not,
magnet can be obtained from any Cummins disributor. 7. lnstall new "O" ring on "O" ring retainer; insert in filter
Magnetic action will remove any ferrous metal particles üat
11950. Fuel pump f¡lter assembly

f f ig. 5-SS, N1194O. Fuet pump f¡lter assembly pT (type G)
Fig. 5-32, N
- fuel pump
-
PT (type G) fuel pump with MVS governor
Operation and Maintenance Manual ú25
cap, "O" ring first. open position; this allows the crankshaft to be rotated
without working against compression.
8. lnstall filter cap and dynaseal in governor housing; tighten
cap to 20125 ft-lb 12.766013.4575 kg ml with torque 2. Bar engine in direction of rotation until a valve set mark (1,
wrench and screwdriver adapter. Fig. 5-34) aligns with the boss (2) on the gear case cover.
Example: 1-6 VS. This location is marked with a notch in
the drive pulley. (On horizontal engines, the valve set marks
Adjust Injectors And Valves (C Gheck) are on the vibration damper flange.)
It is essential that injectors and valves be in correct Note: ST-747 Barring Tool can be used to bar engine in
adjustment at all times for the engine to operate properly. direction of rotation.
One controls engine breathing; the other controls fuel
delivery to the cylinders. 3. Check the valve rocker lever position on the two cylinders
aligned. On one cylinder of the pair, both rocker levers will
Adjust valves and injectors af "C" Checks or sooner. Final be free and valves closed.
operating adjustments must be made using correct values
for the actual temperature of the engine. Check engine 4. Loosen the injector rocker lever adjusting"nut on all
nameplate for hot and cold setting. cylinders. This will aid in distinguisl"ring between cylinders
adjusted and not adjusted.
Torque in jector hold-down capscrew in alternate steps
before adjusting injectors. 5. Adjust injector plunger first, then crossheads and valves to
clearances indicated in the following paragraphs.
4 718 in. and 5 1/8 in. Bore Engines: Torque standard
hold-down capscrews to 1O112 ft-lb ['1.3830/1.6596 kg m1 6. For firing order see Table 5-5.
and Nylock capscrews ro 12114 ft-lb [1.6596/1.9362 kg
ml . Start tightening on capscrew opposite inlet and drain 7. Continue to bar engine to next "VS" marks and adjust each
connectton. cylinder in firing order.
5 112 in. Bore Engine: Torque standard hold-down Note: Only one cylinder is aligned at each mark. Two
capscrews with lockwa*rer to 1Oh2ft-lb [1.3830/1 .6596 complete revolutionsof the crankshaft are required to
kg ml and Nylock capscrew to 7/8 ft-lb [0.9681 11.1064 kg adjust all cylinders.
ml.
lnjector Plunger Adjustment
Note: injector plunger is stamped letter "A" or "B" after
lf
class mark or if PT (type D) injector is used, torque Nylock The in.iector plungers of all engines must be adjusted with
capscrews to 11h2ft-lb[1.5213/1.6596 kg m]. an inch-pound torque wrench to a definite torque setting.
Snap-On Model TO128 or equivalent torque wrench and a
screwdriver adapter can be used for this adjustment. See
Timing Mark Alignment Fis. 5-35.
1.lf used, pull compression release lever back and block in 1. Turn adjusting screw down until plunger contacts cup and
advance an additional 15 degrees to squeeze oil from cup.
Table 5-5: Engine Firing Order

No. of Righthand Lefthand
Cylinders Rotation Rotation
4 1-2+3 1-34-2
6 1-5?G24 14-2-G3-5
l{ote Number me rylinder on H/NH engines is at the

(par case end of the engine.
T 5.6: lnjector Plunger Adjustment

Tcqre - lncl¡ Pounds
Ol Tsnperatr¡re Oil Temperature
OO des. F 121.1 des. CI) (140 des. F t60 des. CI)
F¡9. 5-34, N11936. Valve set marks 4t 60

526 Operation and Maintenance Manual
Fig. 5-35, N1 1941. Adjusting injector plungers Fig. 5-36, N 1 1 462. Adiusting crossheads
2. Loosen adjusting screw one turn; then, using a torque

Valve Adjustment
wrench calibrated in inch-pounds and a screwdriver adapter,
tighten the adjusting screw to values shown in Table 5-6 for
The same engine position used in adjusting injectors is used
cold setting and tighten the locknut.
for setting intake and exhaust valves.
Groshead Adjustments
1. While adjusting valves, make sure that the compression
release, on those engines so equipped, is in running
NH Series Engines have four-valve heads. Crossheads are position.
used to operate two valves with one rocker lever. The
croshead adjustment is provided to assure equal operation 2. Loosen locknut and back off the adjusting screw. lnsert
of each pair of valves and prevent strain from misalignment. feeler gauge between rocker lever and top of the valve stem
or crosshead. Turn the screw down until the lever just
The crosshead adjustment changes as a result of valve seat touches the gauge and lock the adjusting screw in this
wear in operation. This is evidenced by reduced rocker position with the locknut. Fig. 5-37. Tighten locknut to
lever-to-crosshead clearance. Therefore, always adjust 3Ol4O fI lb [4.149015.5320 kg m] torque. When using
crossheads when rocker lever clearance is found tight. Make sT-669 torque to 25/35 ft tb [3.4575/4.8405 kg mJ.
sure crossheads are adjusted before adjusting rocker ler¡ers.
3. Always make final valve adjustnent to correct value for
i. Loosen valve crosshead adjusting rrew locknut and back actual eng¡ne ternc€rature after in.iectors are adjusted. See
off screw one turn. Table 17.
2. Use light finger pressure at rocker lever contact surface to

hold crosshead in contact with valve stem (without
ad justing screw).
3. Turn down crosshead adjusting screw until it touches valve

stem. See Fig. 5-36.
4. With new crossheads and guides, advance screw an

additional one-third of one hex (20 deg) to straighten stem
in guide and compensate for slack in threads. With worn
crossheads and guides, it may be necessary to advance screry
as much as 30 deg to straighten stem in guide.
5. Hold adjusting screw in this position and tighten locknut to

25130 ft-lb [3.45]5/4.1490 kg ml torque..
6. Check clearance between crosshead and valve spring

retainer with wire gauge. There must be a minimum of .020
in. [0.5080 mm] clearance at this point. É¡g. s-sz, Nl l942. Ad¡ust¡ng vahies
Operation and Maintenance Manual *21
Table 5-7: Valve Clearance - !n. [mml

lntake Valves Exhaust Valves
Oil Temperature Oil Temperature
70 deg F 140 deg F 70 deg F 14O deg F
121.1 des Cl [60.0 des C] [21.1 des CI [60.0 des CI
0.016 o.o14 0.029 0.021

[0.4064] [0.3556] [0.7366] [0.6858]
Gove¡ned Engine Speed
Assurance of correct governed speed is necessary before any

other fuel pump checks are attempted. Use an accurate
tachometer or revolution counter. Use of a dynamometer
makes determining rated speed easy. lf no dynamometer
can be used, take a reading of the no-load maximum. Allow
10% above the rated speed as a maximum governed speed. Fig. 5-38, N11491. Checking fuel manífold pressure with ST-43S
Example: 2100 rpm rated,2310 rpm maximum.
There may be some variation in maximum governed speed

from various causes: 6. Always make the above checks on a hot engine.
1. Air compressor pumping.

Compresion Belease Adjustment
2. Generatorlalternator carrying high charging rate.
A properly adjusted compression release provides a
i- Ú
t' power-steerins pump' clearance between the compression release shaft and valve
il-:""3ffil1rr
"*'rts::.":' push tube flanges when the compression release lever is in
üe stop (engine running) position. Adjustment of the
compression release as applied to exhaust valves is the same
as the adjustments formerly used with intake valves.
Howwer, adjustment is more critical on the exhaust valves
because üe valves operate at h igher temperatures.
Gheck Fuel Manifold Press¡re (C Check) Ad¡ustment hocedure

1. Check maximum fuel manifold pressure with ST-43b. Fig. 1. Loosen the compression release lever on the compression
5-38. Remove 1/8 in. pipe plug from side of fuel shut_oif release shaft.
valve on top of fuel pump. Connect the gauge line in pipe
plug hole.
2. Set compression release lever with stop pin midway
between the lever stops.
2. Remove linkage from the throttle lever. This will allow
throttle to be operated by hand. 3. Turn the compression release shaft clockwise with a screw
driver (slot in shaft) until it contacts the exhaust valve push
3. Start the engine. Run long enough to purge air from the
pump. Loosen the gauge end of pressure line and bleed air tube flange.
from line. 4. Tighten the compression to the compression
4. Watch gauge closely and snap throttle fully open. The gauge
$aft with üe clampirg e stop pin and lever
hand will hit a maximum value, then immedi.te[lró stops remain in position d ep 2.
back as the governor takes control.
, 5. Move lever to running position stop against pin (lever
tov'rard the exhaust side of the engine).
5. Compare the maximum value with previous readings taken
to determine if fuel readings are satisfactory. Normálly úris 6. Move lwer in opposite direction
check is only taken if there is a suspected loss of powei. to compression released
position stop against pin.
Caution: On turbocharged engines, aneroids (if used) must 7. Repeat Steps 5 and 6 while cranking the engine. During
be disconnected to reach maximum fuel pressrre during the Step I there should be no contact between sháft and pusñ
short acceleration period. tubesl
528 Operation and Maintenance Manual
Note: Some equipment manufacturers supply their own

compresion release levers. The adjustment procedure
remains the same. ln some cases, air or hydraulic actuat¡ng
mechanisms are also supplied. These should be checked for
proper operation; be especially sure that they allow return
to full running position.
Glean Complete Oil Bath Air Gleaner (G Gheck)
Steam
Steam clean the o¡l-bath air cleaner main body screens.

Direct the steam jet from the air outlet side of the cleaner
to wash dirt out in the opposite direction of air flow.
Solvent-Ai¡ Cleaning
Solvent-bath cleaning requires a 55-gallon drum and a Fig. 5-39, N11932. Fan hub lubr¡cating po¡nt
source of air pressure. Any good commercial solvent may
be used.
1. Steam clean exterior of cleaner. cavities 112 to 213 full of grease meeting specifications
shown on Page 3-3.
2. Remove air cleaner oil cup.
3. Clamp hose with air line adapter to air cleaner outlet. Check Fo¡ Oil Leaks At Supercharger 0r Turbocharger (G
Check)
4. Submerge air cleaner in solvent.
Supercharger
5. lntroduce air into unit at 3/5 psi [0.2109/0.3516 kg/sq
cml and leave in washer 10 to 20 minutes. Remove supercharger outlet connection and visually check
ends of the rotors and case for eruidence of oil leakage from
6. Remove cleaner from solvent and steam clean thoroughly supercharger seals. Rotors will always show some oil from
to remove all traces of solvent. the vapor tube which is connected to a rocker housing
cover.
7. Dry thoroughly with compressed air.
Only the appearance of "wet" oil at the ends of the rotors
C¿ution: Failure to
remove solvent may Gause eng¡ne to and excessive oil consumption should be cause for changing
overspeed unt¡l all sohent b ¡lcked from cleaner. supercharger seals.
8. lf air cleaner is to be stored, dip in lubricating oil to prq/ent Check stperctrarger lubricating oil lines and connections for
rusting of screens. leaks and @rrect as needed.
Note: lf screens cannot be thoroughly cla¡ed by eiüer

method, or if body is pierced or othen¡vise dam4ed, replm Trforürp
with new air cleaner.
Cfrd haust sides of turbocharger for
"ref' be sJre that it is not caused by
Lubricate Water Pump And Fan Hub (C Gheck) worn condition from the air cleaner.
and connections for leaks and tighten or
1. lfwater pump and fan hub contain grease f ittings or plugs
(1, Fig. 5-39) through which grease may be applied, give
one "shot" (approx. 1 tablespoon) each "C" Check. Ghct AttEnrtt¡r/Generator And Cranking Motor Brusho¡
.
And Gomm¡¡t¡tors (C Check)
2. Completely disassemble, clean and inspect at each third
"c" check. Failure of an alternator/generator or cranking motor may
cause unit downtime and nearly always results in expensive
3. lf water pump or fan hub has no prorisions for greasing, replmrnent
disassemble, clean and inspect each second "C" Check.
1. lnpect terminals for corrosion and loose connections, Fig.
4. Pack bearings and fill water pump and fan hub bearing t64O, and wiring for frayed insulation. Check mounüng
Maintenance Operati ons
Fig, 5-4O, N1 13O8. Check íng generator brushes

Checkíng Vibrat¡on damper al¡gnment marks
bolts for tightness and check belt for alignment, proper

tension and wear.
2. Slip rings and brushes can be inspected through alternator

end frame assembly. lf slip rings are dirty, they should be
cleaned with 400-grain or finer polishing cloth. Never use
emery cloth to clean slip rings. Hold polishing cloth against
slip rings with alternator in operation and blow away all
dust after cleaning operation.
3. Check alternator bearings for wear. Shaft will be excessively

loose if bearings are worn.
4. lf brushes are worn close to the holder, the alternator must

be removed and sent to manufacturer's rebuild station.
Gheck Vibration Damper Ali¡nment (G Gheckl
Damper hub (1, Fig. 5-41 ) and inertia member l2l are
stamped with an index mark (3) to permit detection of
movement between the two components.
lnspect damper wery "C" Check. There should be no

relative rotation between hub and inertia member resulting
from engine operation.
a
I
'D' Maintenance Ghecks
At each "D" Maintenance Check, perform all "A", "AC", lnspect/!nsta!! Rebuilt Units As Necessary (D Check)
"B" and "C" Checks in addition to those following.
At this time the following assemblies strould be rebuilt in a
well-equipped shop by mechanics thoroughly familiar with
Clean And Calibrate lnjectors (D Gheck) worn replacement limits and disassembly and assembly
p rocedures:
Clean and calibrate injectors regularly to prevent restr¡ction
of fuel delivery to combustion chambers. Because of the Water Pump
special tools required for calibration, most owners and Fan Hub
fleets f ind it more economical to let a Cummins Distributor Lubricating Oil Pump
do the cleaning and calibration operations. Air Compressor
I njectors
To clean and calibrate injectors, refer to Bulletin No. Fuel Pump
983536 or 983532.
lnspect each rebuilt unit before installing it on the engine.
Be sure all units are clean and that all capscrews, nuts and
Clean !njector lnlet Screens (D Check) bolts are tight. Install units on engine in any convenient
sequence; refer to Cummins Shop Manual, Bulletin No.
On external-fuel line engines, each fuel inlet connection has 983646, for correct assembly procedures.
a fine mesh screen at the large end. This screen is the last
protection against dirt entering the injector.
Check Fuet Pump Calibration (D Check) (
To clean: Remove the strainer screen; wash in solvent and
dry with compressed air. Beassemble as removed. Fig.5-42. Check fuel pump calibration on engine as required. See
your nearest Cummins Distributor or Dealer for values.
On internal-fuel line (drilled passages in cylinder heads)
engines, the inlet passage has a fine mesh screen in the
injector. This screen is the last protection against dirt Glean Turbocharger Compresor Wheel And Diffuser (D
entering the injector. To clean: remove injector, remove Check)
screen, wash in solvent and dry with compressed air.
Reassemble as removed. Keep the compressor wheel and diffuser clean for best
turbocharger performance. Any buildup of dirt on the
compressor wheel will choke off air flow and cause rotor
imbalance.
At wery "D" Check, clean the compressor wheel and

diffuser as follqrus:
1. Remo¡e intake piping, air cleaner piping and support

brrcket (if used) from turbocharger.
2 Loosen and remove capscrews, lockwashers and plain

ur¿$rers from üe plate. Remove the front plate to expose
compressor wheel and diffuser.
t{oter On T-50 turbocharger loosen and remove V-clamp

between housings. Pull T-50 compressor housing. '
3. Use a good carbdn-removing solvent and a brush with nylon
or hog bristles to clean the compressor wheel and diffuser.
Never use a solvent that may attack aluminum and result in
an imbalanced compressor wheel.
(
4. lf the unit is very dirty when the front plate or compressor
Fig, 5-42, N 1I 954. I njector inlet screen h-ousing is removed, remove the turbocharger from the
l
i
I
engtne.
5. lmmerse compressor wheel.end of türbocharger in cleaning

fluid to the diffuser plate face; allow to soak. Do not resi
weight of turbocharger on compressor wheel or on end of
shaft.
6. Dry the unit thoroughly with compressed air. Reassemble

front plate to turbocharger.
Note: On the T-50 turbocharger Install compressor housing

and V-clamp. Tighten V-clamp capscrew to 32136 in_lb
[0.3680/0.4140 kg m] ; do not overrighten.
Gheck Turbocharger Bearing Glearance (D Gheck)
Check bearing clearances every "D" Check. This can be

done, without removing the turbocharger from the engine,
by using a dial indicator to indicate end-play of the rotor F¡9. 5-43, N1 1956. Checking T-5O Turbocharger bear¡ng clearance
shaft and a feeler gauge to indicate radial clearance. Fig.
5-43,
Table 5-8: Turbocharger Bearing Clearances ln. [mm]
-
Checking Procedure Turbocharger Radial Clearance End Clearance
i. Bemove exhaust and intake piping from the turbocharger
Model Min. Max. Min. Max.
to expose ends of rotor assembly. T-50 0.005 0.033 0.006 0.019
2. Remove one capscrew from the 10.1270) [0.8382] [o.1524) [o.4826)
front plate (compressor T-350 0.009 0.003 0.008
wheel end) and replace a long capscrew. Attach an indicator
to [o.2286) [o.o762] [0.2a32)
T-506 0.008 0.003 0.010
of [o.20321
of [o.o762) 10.2540)
T-590 0.008 0.003 0.011
of Ío.20321
Ta [0.0762] [0.2794]
3. Check radial clearance on compressor wheel only. Note that

limits in Table 5-8 are minimum figures.
4. lf end clearance exceeds limits shown in Table b_g, remove

turbocharger from engine and replace with a new or rebuilt
unit.
*32 Operation and Maintenance Manual
I
'E' Maintenance Checks
At each "E" Maintenance Check, perform all "A", "AC",

"8" , "C" and "D" Checks in addition to those following.
The "E" Maintenance Check is often referred to as a chassis

overhaul, where engine is not removed from the unit but
some assemblies are rebuilt. ln addition, a major inspection
should be performed to determine whether engine may be
operated for another service period, or whether it *tould be
completely overhauled. Oil consumption, no oil pressure at
idling, dilution and other signs of wear should be analyzed
as part of the inspection.
Since major inspection requires partial disassembly of the

engine, it should be done only in a well-equipped $op by
mechanics thoroughly familiar with worn replacement
limits and disassembly and assembly procedures. This
information is available in all Cummins Shop Manuals
which can be purchased from any Cummins Distributor.
At this period, perform all previous checks and:
lnqcect Bearings
(
Rebuild Cylinder Head
Replace Cylinder Liner Seals
Replace Piston Rings
Replace Front And Rear Crankshaft Seals
Replace Vibration Damper
I nspect Cylinder Liners
lnspect Pistons
I nspect Cran kshaft Journals
Clean Oil Cooler
Parts which are worn beyond worn replacement l¡m¡ts at

$ould be replaced with new or rebuilt parts
th is inspection
or units.
lf, during major inspection, it is determined that crank*taft

journals or any other engine parts are worn beyond worn
replacement limits, engine should be removed and
completely rebuilt.
(
J
0ther Maintenance Ghecks
There are some maintenance checks which may or may not Pressure Flushing
fall exactly into suggested maintenance schedule due to
miles or hours operation but are performed once or twice Flush radiator and block when anti-freeze is added or
each year. removed, or before installing a Corrosion Resistor on a used
engr ne.
Ghange Conuerter 0il, Fiher, And Clean Screens (See When pressure flushing radiator, open upper and lower hose
Manufacturer's I nstructions) connections and screw radiator cap on tight. Use hose
connections on both upper and lower connectjons to make
Change Converter 0il the operation easier. Attach flushing gun nozzle to lower
hose connection and let water run until radiator is full.
Oil should be changed every spring and fall in the hydraulic When full, apply air pressure gradually to avoid damage to
system, or more often, depending on operating conditions. the core. Shut off air and allow radiator to refill; then apply
Also, the oil must be changed whenever it sholtrs traces of air pressure. Repeat until water coming from radiator is
dirt or the effects of high operating temperature evidenced clean.
by discoloration or strong odor.
Sediment and dirt settle into pockets in block as well as
Where possible follow converter manufacturer radiator core. Remove thermostats from housing and flush
recommendations. block with water. Partially restrict lower opening until
block fills. Apply air pressure and force water from lower
opening. Repeat process until stream of water coming from
block is clean.
Check Fan And Drive Pulley Mounting (Spring And Fa!!)
Check fan to be sure it is securely mounted; tighten Gheck Hose (Spriq And Falt)
capscrews as necessary. Check fan for wobble or bent
b lades.
lnpect by-pass filter and cooling s,y'stem hose and hose
Check fan hub and crankshaft drive pulley to be zure they connections for leaks and/or deterioration. Particles of
are securely mounted. Check fan hub pulley for looseness deteriorated hose can be carried through cooling s,y'stem or
or wobble; if necessary, remove fan and hub and tighten the lubricating system and restrict or clog small passages,
shaft nut. Tighten the fan bracket capscrews. especially radiator core, and lubricating oil cooler, and slow
or part¡ally stop circulation. Replace as necessary.
Glean Cooling System (Spring And Fall) Clean Electric Connections (Spring And Fall)
The cooling sy'stem must be clean to do its work properly. Hard starting is often traceable to loose or corroded battery
Scale in the system slows down heat absorption from water connections. A loose connection will overwork alternator
ii jackets and heat rejection from radiator. Use clean water and regulator and shorten their lives.
that will not clog any of the hundreds of small passages in
radiator or water passages in block. Clean radiator cores, 1. Add water (distilled) to battery cells as required. Check
heater cores, oil cooler and block that have
passages solution level every 15 days during hot weather, every 30
become clogged with scale and sediment by chemical days during cold weather; keep solution filled to 3/8 in.
cleaning, neutralizing and flushing. [9.5250 mm] above separator plates.
2. Remove corrosion from around terminals; then coat w¡th

petroleum jelly or a non-corrosive inhibitor.
hning
3. Keep connections and tight. Prevent wires and lugs
Tlc H Ey to inzure an efficient cooling system ¡s to Jrom touching each "lLnother or any metal except screw
púffi fuEtirr of rust and scale by usin§ a Cummins terminals to which üey are attached.
knÉn Ér. hJt if they have col lected, the system
rrrn h ql chiled. Use a good cooling system 4. Replace broken or worn wires and their terminals.
dcrsú -úm tlirrlphate or oxalic acid followed I
oyrE-fu-úfrdrilg. 5. Havej battery tested periodically. Follow battery
'34 H and NH Series Diesel Engines
I
manufacturer's instructions for maintenance. Blow-by can be detected by running the engine and
observing the gas escape from the lubricating oil filler hole
with cap or breather open or removed. There is always
Gheck Shutterstats And Thermatic Fans (Fall) some vapor or gas escape at this point due to heated oil and
piston movement, but distinct puffs indicate blow-by.
Shutterstats and thermatic fans must be set to operate in Experience and comparison with other units operating at
same range as thermostat with which they are used. Table the same speed are needed to make a conclusion as to the
5-9 gives settings for shutterstats and thermatic fans as extent of blow-by. Normally, excessive blow-by is
normally used. The 180/195 deg F 182.2/90.6 deg Cl accompanied by oil consumption.
thermostats are used only with shutterstats that are set to
close at 187 deg F [86.1 deg CJ and open at 195 deg F Cummins Distributors are equipped to check engines for
[90.6 des C] . blow-by under loaded conditions, with special tools, to
determine if blow-by is excessive. Fig. S44.
Check Thermostats And Seals (Fall)
Remove thermostats from thermostat housings and check

for proper opening and closing temperature.
E
t
C
.6
Gheck Cold.Starting Aid (Fall)
Remove 1/&inch pipe plug from manifold, near glow plug,

and check operation of preheater as described on Page 2-3.
Check Engine Blow-By (As Required)
Engine blow-by, or escape of combustion gases past pistons

and liners, is usually caused by worn or stuck piston rings,
worn cylinder liners or worn pistons. Fig. 5-44, NI 1489. Checking blow-by under load
Table 59: Thermal Control Settings
Sett¡ng W¡th Setting With Setting With

160 deg/l75 deg F 170 deg/l85 deg F 180 des/l95 deg F
Control 171.1 desl79.4 deg Cl [76.7 de9/85.0 deg CI 182.2 desl9O.6 des Cl
Used Thermostat Thermostat Thermostat
Open Close Open Close Open Close
Thermatic Fan 185 deg F 177 degF 190 deg F 182 desF Not Used
[85.0 deg C] [80.6 deg C] [87.8 deg C] [83.3 deg C]
Sh utterstat 180 deg F 172 degF 185 deg F 177 degF '195 deg F 187 deg F
182.2 deg Cl [77.8 deg C] [85.0 deg C] [80.6 des C] [90.6 des C] [86.1 deg C]
Modulating Fan 185 deg F 190 deg F Not Used
Lockup [85.0 deg C] [87.8 deg C]
Modulating 175 deg F 185deg F 195 deg F
Shutters Open [79.4 des C] [85.0 deg C] [90.6 des C]
I
Operation and Maintenance N/lanual G35
Tighten Manifold Nuts 0r Gapscrews (As Bequired) end clearance shown in the same table. lf engine is
disassembled for repair, install new thrust rings if wear
Check exhaust, intake and water manifolds mounting results in end clearance in excess of' O.O22 in. [0.5588
hardware for tightnes; correctdeficiencies as required. mml,
The check can be made by attaching an indicator to rest

Tighten Turbocharger Mounting Nuts (As Required) against the flywheel/crankshaft while prying against a
crankshaft throw through an inspection plate (Fig. 5-46) if
Tighten all turbocharger mounting capscrews and nuts to be the oil pan is not removed. End clearance must be present
sure that they are holding securely Tlghten mounting bolts with engine mounted in the unit and assembled to
and supports so that vibration will be at a minimum, Fig. transm ission or converter.
5-45.
Table 5-10: Crankshaft End Clearance - !n.Imml

Tighten Mounting Bolts And Nuts (As Bequired)
New New Operating
Mounting bolts will occasionally work loose and cause the Minimum Maximum Worn Limit
supports and brackets to wear rapidly. Tighten all mounting
bolts or nuts and replace any broken or lost bolts or o.ool Ío.11181 0.017 [0.4318] 0.035 [0.8890]
capscrews.
Check Pournr Take-0ff Clutch Adjustment (As Required)
lf clutch does not pull, heats or operatlng lever jumps out,

clutch must be adjusted. To adjust clutch, remove hand
hole plate in housing and turn clutch until adjusting lockpin
can be reached.
Disengage adjusting lockpin and turn adjusting yoke or ring

to right, or clockwise, until operating lever requ ires a
distinct pressure to engage. A new clutch generally requires
several adjustments until friction surfaces are worn in.
Check Crankshaft End Clearance (At Clutch Adjustment)

The crankshaft of a new or newly rebuilt engine must have
end clearance as listed for that model in Table b-10. A worn
eng¡ne must not be operated with more than the worn limit
Fig. 5-46, N11957. Checking crankshaft end clearance
F+SqllfrlE Tahtming T-50 Turbocharger mount¡ng nuts

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lndex
Air Cleaner Element-Cartridge-Type (Single Stage) .5-1 6 Engine Steam Cleaning .S_24
Air Cleaner Element-Canridge-Type (Two-Stage) .5_16 Exhaust Stroke 1-1
Air Cleaner Element Cleaning (Cyclopac And Donaclonel .5_14
Air Cleaner Element Cleaning (Dry Type) .S_14 Fan Pulley Mounting
Air Cleaner Cleaning (Oil Bath Type) .5-33
. 5-29 Fuel Filter Changing (Replaceable Element Type)
Air Cleaner Oil Changing .S_17
.S_12
Fuel Filter Changing (Throw-Away Type)
Air Cleaner Tray Screen Cleaning .S-11
.S_12
Fuel Filter Element Changing
Air Compressor Breather Element Cleaning/Changing . S-lg .S_11
Fuel F ilter Sediment Draining
Air Connections 2_2,5_4
.5_13
Fuel Lines, Connections And Valves
A¡r lnlet Restr¡ct¡on At Air Cleaner .5_13 Fuel Manifold Pressure
1_g
Air lnlet Restriction At Engine .S_27

.5_i 3 Fuel Oil Leaks
Air Piping .5-j3 Fuel Oil Specifications
b_4
A¡rsystem .l-,|3 Fuel Pump

3-1
Air Tank Draining 5-6 Fuel Pump Calibration

1_2
Alternator Brushes And Commutators . .5_30

.5_2A Fuel Pump Screen And Magnet CleaninS
Alternator Lubrication l
.5_24
. S_1 Fuel Pump Seals
Apply Load Gradually .5-19
. 2_g Fuel Restriction
Automot¡ve Applications . 2_g
.S_12
Fuel Supply Lines And Connections
2-2
Fuel System
Belt Tension-Checking And Ad.iusting 1-2
.S-21 Fuel System Priming
Braking To Prevent Excessive Engine Speed 2_j
.2_1O Fuel Tank Breather Cleaning
By-Pass Oil Filter Changing .5_10 Fuel Tank Filling
b_6
5_6
Fuel Tank Sediment Draining
Clutch Throw-Out Bearing Lubrication 5_6
Cold-Starting Aid Checking .5-34 Generator Brushes And Commutators
Cold§tarting Aids . 2_3 Generator Lubrication
,5_2g
Cold-Weather Protection ,5_1 1
2_7 Generator Set Applications
Compression Release Adjustment .S_27
.Z_14
Generator Set-Parallel Operation
Compression Stroke .S33
.2_14
Governed Engine Speed
Converter Screen CleaninS F33 .S-21
Coolant Leaks
. Governors 1-4
. 54 Grease Specifications
Coolant Level Ss 3_3
Coolant Specifications ?4 High-Altitude Operation
Cooling System ' 2'6
.1_12 Hosecheck¡ng '5-33
Cooling System Cleaning .5_33 Hydraulic Governor
Cooling System Filling b-6
Corrosion Res¡stor Element Changing .5_19
Crankcase Breather Cleaning
Hydraulic Governor Oil Checking 5_9
5-lB, b_lg
Cranking Motor Brushes And Commutators . S_2g ldling The Engine
Cranking Motor Lubrication .S_ll
2_7
lndustr¡al E ngine Applications
Crank*raft End Clearance .5-3S
. .2-20
I n¡ector I nlet Screen Cleaning
Crosshead Adjustment
.5_26
. .5-30
I n.iector Plunger Ad¡ustment
Cruising Operation . .5-25
2_g lnjectors 1-7
Diesel Cycle
lnjectors-Cleaning And Calibrating .5_30
1-1 I nstrument Panels
Downhill Operation .2_1O I ntake Stroke
Drive Pulley Mounting .5_33
Dual Diesel
.l_ls Lubricating Oil Analysis
Dual Diesel Operation .2_1O
. 5-8
Lubricating Oil Leaks
Dual Diesel Trouble Shooting 5-4
.2_12 Lubr¡cating Oil Specif ications
A_2
Lubricating System
Electric Connection Cleaning .5-33 ' Lubricatiniirr,..rri.i* . : : : . : . . : : . . . .'.';?
Engine Blow-By .S-34
Engine Break-ln . 2-1 Maintenance Check Sheet
Ergine Exhaust 5-2
Ergine Coolant
, 2-6 Maintenance lntervals
5-3
.2_2,5_19 Maintenance-standby Serv¡c€ Engrnes
E rg¡i¡e O¡l Changing S-3
5-8 Maintenance mmary Sheet
Su
Eq¡ire Shut-Do . 2_6 Manífold Nut Or Capscrew Tightentng .5_35
Marine lpplications
.2_1g
!ndex
Maximum Horsepower Requirements . 2_6
Power Stroke
Power Take-Off Applications
. 1_1
Power Take-Off Clutch Adiustment

. .2-10
Pou¡er Take-Off Lubrication
. .5_35
Pre-Cleaner And Dust pan Cleaning

Preheater-Cold Starting
Radiator Core Cleaning

Rebuilt Units-lnpecting A nd I nstalling
. .5-30
Shifting Gears
Shutterstat Checking
Starting Procedure
. .5_34
Supercharger Oil Leaks

. .5-2a
Valve Ad¡ustment
Vibration Damper Al¡gnment ..5_26
"Warming Up" Engine

Water Pump And Fan Hub Lubrication
Water Temperature
. .5_28
Parts
Genuine Cummins service parts are of the same high (

quality as those used on the original engine so your engine
will continue to give good service after any repair or main_
tenance.
These parts are available only from authorized Cummins

Distributors and Dealers, and we urge you to make full
use of their parts stocking facilities.
Service
Trained servicemen, special tools and equipment (where

required) and an active interest in each customer will make
you immediately aware that service is the by-word of the
Cummins Distributor and Dealer Organization.
Location
The Cummins Distributor and Dealer Organization reaches

to the "far corners,' of the world and points in between.
Each Distributor or Dealer is a respected businessman
from the Locality which he serves; this is an important
reason why Cummins Service has gained such an out_
standing reputation. For assistance in selecting new en_
gine power, parts and service; see your nearest Cummins
Distributor or Dealer.

Cummins Diesels H NH NT Operation and Maintenance Manual Bulletin No 983620 EE

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Cummins Diesels H NH NT Operation and Maintenance Manual Bulletin No 983620 EE

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0ummins Diesels

0puration and Gummins Diesel

This manual is applicable to all 4- and 6-cylinder H and NH

The engine models covered can be identified as to design,

855 = Cubic-inch displacement

335 = Maximum Rated Horsepower

Befer to Tables 1,2,3,4,5 and 6 for all H and NH Series

The maintenance sect¡on is for men who are responsible for

This is an operation and maintenance manual; repair

Full repair Shop Manuals may be purchased from a

O¡mmins Engine Company, lnc.

Cummins Diesel Cycle 1-1

General-All Applications ' 2-1

NHC-4 Engine Model

NH-l35 Engine Model

Engine Bore & Stroke Disp!. Valves Max. HP Engine

HRC.4 5 1/8x6 [130.175x152.4oo) 495 [8111.64] 2 1 15 @ 1800 NaturallyAspirated

Available from Shotts, Scotland Factory Only. ¡l

H-6 Engine Model

HRF-6 Engine Model

Table 2: Cummins Six-Cylinder Naturally Aspirated and Supercharged H Series Engines

Engine Bore & Stroke Displ. Valves Max. HP Engine

* Available from Shotts, Scotland Factory Only. I

NH-180 Engine Model NH-220 Engine Model

NH-250 Engine Model NHRS-6 Engine ilodel

Table 3: Cummins Six-Cylinder Naturally Aspirated and Supercharged NH Series Engines

Engine Bore & Stroke Di+1. Valves Max. Hp EngiE

NH-180 4l lSxG 1123.825x152.4N1 612 [1 1014.08] 4 180 @ 2100 Naturally Aspirated

ilT-300 EEi¡e lo*l

TaHe 4: O¡mmim Sih§¡linder Turboc*raged NH Series Engircs

NHH-220 Engine Model

NHHRTO-6 Engine Model

Table 5: Cummins H and NH Horizonta! Engines

Engine Bore & Stroke Displ. Valves Max. HP Engine

HHR.6 5 1 /8x6 30.175x152.4OO) 743 112177.771 2 175 @ 1800 Naturally Aspirated

NHC-250 Engine Model NHCT-270 Engine

Table 6: Cummins Custom-Rated Diesels

Engine Bore & Stroke Displ. Max. HP Engine Begin Derate

The most satisfactory service can be expected from

The Cummins Diesel Engine

Burned gases are forced out of üe cornbr¡stion chamber

PT (type G) Fue! Pump

The PT (type G) fuel pump can be identified by the

3. The throttle, which provides a manual control of fuel flow

PI (type Rl Fuel Pump

regulator valve, Governo¡s

2. ln the PT (type R) fuel pump, to the pressure regulator

PT (type G) Variable-Speed Governors

Specia! Variable-Speed (SVS) Governor

c) Govtixoi sPRltE Marine applications require the automotive throttle of the

Power take-off applications use the SVS gorcrnor lever to

Adjustment for different rpm can be made by means of a

As a constant-speed governor, this unit provides control for

1-6 Operation and Maintenance Manual

The converterdriven governor works on the same principle

O IflROTTLESHATT The Woodward SG hydraulic governor uses lubricating oil,

The governor acts through oil pressure to increase fuel

@ r¡eII¡ IDLE SPEED SCREYÚ

@ rIeIIr MAxIMUM SPEED scREw

@ nuxu-llRy uNtT DRtttE CABLE c0NNEcTtol{