FOREWORD

This program has been developed to familiarize

personnel in the field with Cummins' new L-10 Diesel
Engine. This is the first Cummins engine developed to
metric unit specifications. Several .new, design con-
cepts are included in this engine.

An understanding of the information contained in this

program will assist you in identifying the new com-
ponents and enable you to properly maintain and
troubleshoot this engine.

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Copyright @ 1981
Cummins Engine Company, Inc.
 Title Slide

2. This program has been developed to familiarize you

with Cummins' L-10 Diesel Engine. We will discuss the
engineering design features, the engine systems and
the options that have been developed for this new
engine.

3. The L-10 is the first Cummins engine designed to

metric unit specifications; however, for comparison
purposes U.S. unit equivalents will also be provided in
our Service Publications. The engine firing order, as
shown here, is the same as all other Cummins in-Iine
six-cylinder engines.

4. For standardization between engine families, acces-

sories such as the turbocharger, fuel pump, and air
compressor are the same as other engines and may be
mounted with either SAE or metric capscrews, depend-
ing upon the application. Metric capscrews are being
used throughout the rest of the engine.
5. These light-weight heavy-duty engines are compact in
design. This slide provides a comparison in length,
width, height and weight to the NT series engine.

6. The newly-designed cylinder block and associated

components are shown here, and illustrate the con-
struction of the cylinder head, rocker housing, and
rocker housing cover. Depending on engine applica-
tion, both rear and front sump oil pans are available.

7. Looking at the rocker housing we see three air intake

ports that provide air flow directly into the one-piece
cylinder head. ..

8. which features large-volume intake ports. As you can

see, the intake and exhaust valve arrangement in the
cylinder head is somewhat different than in a typical
in-Iine engine. One intake port supplies air for two
cylinders. ..
 9. while individual exhaust ports provide unrestricted
exhaust flow from each cylinder. Both intake air flow
and exhaust flow are accomplished on the same side
of the cylinder head, eliminating the need for intake
crossover piping.

10. Now moving to the cylinder block we see the top press
fit cylinder liners. These liners seat at the bottom of the
water jacket.

11. A large diameter camshaft is located near the top of

the block. Camshaft gear keys are used to advance or
retard injection timing.

12. The cam follower assembly is mounted directly on the

top surface of the cylinder block. ..
13. and the location of the camshaft allows for the use of
short push rods, resulting in a stiff overhead mechan-
ical system.

14. This illustration of the gear train shows that timing

mark alignment is required on the crankshaft to idler,
camshaft to idler, and accessory drive to idler gear.

15. Two gear-driven fan-drive mounting location options

are available. The low-mount fan mounts 216mm
[eight and one half inches] above the crankshaft
centerline, and the high-mount fan mounts 432mm
[seventeen inches] above the crankshaft centerline.

16. Belt-driven fan hub options are also available for

construction, industrial, and some autor:l;Jotive applica-
tions. A back-side idler arrangement is used to main-
tain proper belt tension. However, periodically this
device will require adjustment. (Belt-driven fan hub
options are available in 330mm [13 inch], 381mm [15
inch], 432mm [17 inch], 483mm [19 inch] and 533mm
[21 inc~] crankshaft pulley to fan hub pulley centerline
distances).
17. The viscous-type vibration damper is mounted inside
the gear cover, eliminating the requirement for a front
crankshaft seal on applications using the gear-driven
fan hub.

18. This view of the gear covers illustrates the seal location
for both belt and gear-driven fan hubs. Lay-down-lip
seals are being u~d in all seal locations in the L-10
engine.

19. Moving to the oil filter/cooler assembly, we see that the

filter head incorporates the new design feature of
mounting both the spin-on type full-flow and bypass
oil filters to the cylinder block. This design eliminates
the requirement for a remote-mounted bypass oil filter.

20. Now let's discuss the four systems, starting with the
lubricating oil system.
21. This schematic illustrates the lube oil flow through the
entire engine system. In the slides that follow we will
trace this oil flow as it progresses through the engine.
~

22. Lubricating oil flow begins in the gear-type lube pump,

which is mounted in the cylinder block behind the gear
cover. The pump delivers oil from the pan sump through
internal passages to the oil pressure regulator and high
oil pressure relief valve.

23. Taking a closer look at these regulator valves, we see

that during cold start-ups lubricating oil in excess of
690 kPa [100 psi] is dumped or routed back into the oil
pan by the high-pressure relief valve.

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24. As the lube oil circulates throughout the entire system,

the pressure regulator valve monitors the main oil rifle
pressure. At any time the pressure from the main oil
rifle overcomes the spring force, the regulator-valve
piston moves downward, uncovering a dump port that
returns excess lube oil pressure from the lube pump
into the oil pan. This process allows the lube pump to
maintain 241 to 310 kPa [35 to 45 psi] oil pressure in
the main oil rifle during normal engine operation.
 25. As the oil flows through the system, it passes through
the full-flow filter. It then enters the front of the cooler
housing and is cooled as it circulates around the inte-
r gral tube bundle before returning to the filter mounting
head. A passage in the filter mounting head supplies
lube oil to the turbocharger. Cooled lube oil is routed
to the turbocharger inlet and, after passing through the
bearing housing, it is returned to the oil pan.

26. During normal engine operation, oil circulates through

the full-flow filter media and into the oil cooler. If due
to thick oil during cold start, or if the filter media
becomes plugged to the point that it creates a 255 kPa
[37 psi] difference between inlet and outlet pressures,
r the pressure difference forces the bypass valve open.
At this time unfiltered oil is routed directly to the oil
cooler, thus assuring a continuous flow of lube oil to
the engine at all times during engine operation.

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27. After passing through the oil cooler, a drilling in the
filter head routes a portion of the lube oil through the
engine-mounted spin-on bypass filter before returning
it to the oil pan.

28. After the oil has been filtered and cooled, it flows to the
main rifle drilling through a cross drilling between
number three and number four cylinders. The main
bearings and camshaft bushings receive lubrication
through drillings that intersect the main rifle drilling.

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29. From the main bearings, oil enters the crankshaft and,
through cross drillings, lubricates the rod bearings. Oil
then flows through internal drillings in the rods to lub-
ricate the piston pins and bushings. The piston-cooling
nozzles are mounted to the cylinder block internally
and, through.special mounting capscrews, receive oil
from the main rifle drilling.

30. The oil that flows to the front and rear camshaft bush-
ings also lubricates the cam follower ~nd rocker lever
shafts. The valve train, push rods, and cam rollers are
lubricated from drillings in the rocker levers and cam
followers. The crankcase vent tube, at the rear of the
block, is also shown in this slide.

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31. Now moving to.the front gear train we see that the oit
and water pump idler gear receives lubrication from a
drilling that intersects the pressure regulator signal
drilling. The pressure regulator signal drilling crosses
the block between number one and number two
cylinders.

32. Drillings in the front of the block intersect the main

rifle drilling and lubricate the cam and accessory drive
idler gear and the hydraulic pump drive idler gear. Oil
also flows from an intersecting "drilling into a jumper
adapter, then into the accessory drive housing, to pro-
vide lubrication for the accessory drive shaft bushings
and driven components. The oil, water and hydraulic
pump drive" gears and bearings receive their lubrication
from oil splash and carryover. ~
33. Oil flow from the main rifle drilling also lubricates and
activates the hydraulic fan clutch option. Lubrication
for the fan clutch and its bearings is provided through
a drilling in the fan hub shaft.

34. A thermal-sensing unit senses coolant temperature in

the upper water manifold cavity to activate the fan
clutch control valve. Sensitive to engine temperature.
this valve controls the oil flow required to operate the
fan clutch.

35. When the coolant temperature is above the required

operating range, the control valve allows oil to flow to
the piston. This action activates the fan clutch pack,
and engages the fan. When the coolant temperature is
below the required operating range, the control valve
eliminates oil pressure to the piston behind the clutch
pack, which disengages the fan.

36. In this slide, showing the oil pan capacity, the total
system includes both the full-flow and bypass oil
filters. Oil pressure in the range of 241 to 310 kPa [35 to
45 psi] at rated engine speed is also a feature of the
engine's lube oil system.
37. Now let's take a look at the cooling system of the L-10
engine.

38. This chart illustrates the coolant flow as it circulates

through the entire engine. The following slides will illus-
trate the flow through each area of the engine.

39. The coolant flow from the radiator moves through the
water pump into the lower water manifold cavity.
Moving through passages in the block, coolant cir-
culates around the cylinder liners as it crosses the
block, then flows up into the cylinder head on the fuel
pump side of the engine. Crossing the cylinder head,
the coolant re-enters the block, flowing into the upper
water manifold cavity.

40. A portion of the coolant flow circulating in the lower

water manifold cavity is routed through the engine
coolant heater housing to the aftercooler. After passing
through the aftercooler core from rear to front, the
coolant enters the upper water manifold cavity at the
rear of the thermostat housing.
41. The lube oil cooler also receives coolant from the
lower water manifold cavity. Coolant flows into the
cooler at the rear of the housing, then passes through
the core and enters the upper water manifold cavity.

42. A portion of the coolant from the lower water manifold

cavity passes through the corrosion resistor for treat-
ment; then it enters the upper cavity through the corro-
sion resistor mounting head.

43. When the engine is below operating temperature, the

thermostat is closed, bypassing the coolant flow to the
water pump inlet. When operating temperature is
reached, the thermostat opens, directing the coolant
flow to the radiator.

44. The cooling system capacities shown in this slide are

for the engine only, and do not include the radiator.
45. As we move along into the air flow system, we see
that. ..

46. intake air is drawn through the air cleaner into the com-
pressor side of the turbocharger. From here it travels
through the aftercooler and intake manifold passages
to the cylinder head; then through the intake ports of
the cylinder head into the combustion chamber.

47. After combustion the exhaust gases flow out of the

combustion chamber and through exhaust ports in the
cylinder head. Exhaust gases then flow through the
exhaust manifold into the turbocharger turbine hous-
ing and provide power to drive the turbine wheel.

48. The Cummins' Turbo Brake option is an integral part

of the turbocharger turbine housing. When the engine
is operating under power, exhaust manifold pressure is
routed into an isolation chamber and actuator. This
process places the turbo brake rotor in the open posi-
tion, allowing exhaust gases to be expelled without
restriction. When braking is required, the air supply
from the vehicle storage tank is used to close the rotor.
Closing the rotor creates exhaust back pressure that is
absorbed by the engine during the exhaust stroke to
provide engine braking. J
49. During normal engine operation, the turbo brake
toggle switch must be in the "on" position to energize
the electrical circuit. When braking is required, the
throttle must be in the idle position to allow the throttle
switch to complete the electrical circuit opening the
turbo brake control solenoid valve. At this point the
driver controls air flow to the actuator. The amount of
braking may be regulated from minimum to maximum
by positioning the air control valve in the vehicle cab.

50. The L-10 engine uses the Cummins PT fuel system.

51. Fuel flow begins as the gear pump pulls fuel from the
tank, through the filter and into the pump. From the
pump pressurized fuel passes from the shut-down
valve through a fuel line to internal drillings in the
cylinder head and then into the injectors.

52. A second passage in the cylinder head routes unused

fuel to a fuel return line, then back to the fuel tank.
53. Scheduled maintenance is to be performed in the same
manner as it is with other Cummins Diesel Engines. A
Service Information Bulletin will provide detailed
instructions for areas where maintenance procedures
are different.

54. This completes the L-10 engine familiarization pro-

gram. The design features and basic system flows
discussed should prove helpful in providing service
and maintenance to these engines in the future.

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