QSK45 & QSK60

QSK45 & 60
Engines
 Developed from the K38 and K50 engines
– Fewer interchangeable parts from vee engine to the inline
 Longer stroke to provide additional horse power
 Electronic fuel control
 Uses edge molded gaskets for improved sealing
QSK45 & 60
Engine Ratings
Engne Model Horsepower Rated Speed Torque Rise
QSK45 1500 1900 /PT1300 19%
QSK45 1600 1900 /PT1500 10%
QSK45 1800 1900 /PT1500 5 – 10%
QSK45 2000* 1900 /PT1500 5%
* Limited to a 45% load factor
1 Stage
QSK60 1635 1900 /PT1500 27%
QSK60 2000 1900 /PT1500 5%
QSK60 2300 1900 /PT1500 5%
QSK60 2500 1900 /PT1500 5%
2 Stage
QSK60 2500 1900 /PT1500 5%
QSK60 2700 1900 /PT1500 5%
Base Engine
Cylinder Block

 6.2 mm Longer
 Bore 6.25 in
 Stroke 7.48 in
 Camshaft diameter increased
to 105 mm [4.13 in]
– Increased camshaft loading
from injection pressure
– Injector lobe width increased 10
mm [0.4 in]
 Base Engine
Cylinder Block (con’t)

 Narrower pan rail

 More robust
– Added webbing and
material
– Block stiffener plate
• Adds strength and rigidity
• Mounted using shoulder bolts
 Base Engine
Cylinder Block (con’t)

 Reduced coolant
passage restriction
– Liner counterbore raised
to improve flow to the
piston rings at the top of
piston travel
 Integrated fuel
plumbing
Base Engine
Cylinder Block (con’t)
 One round handhole
openings per cylinder
– Sealed with an o-ring
– 141 mm [5.5 in]
 Metric flat-faced o-ring
seals for sensors and
ports
 Base Engine
Liner

 Longer to
accommodate the
increased stroke
 Top Stop
 Lower Press Fit
 Sealing Ring
– Brass ring providing
liner flange to block
counterbore seal
– Locating tabs
 Base Engine
Liner (con’t)

 Lower Packing
Sealing Rings
– Crevice Seal
• 27.5 mm farther from end
of liner due to longer liner
– 2 o-rings
• Red - lower groove
• Black - upper groove

 Protrusion unchanged
from previous K38/50
Base Engine
Crankshaft
 Larger front crank-nose
– Increase front power
take-off capability
– 184 mm diameter
– Front nose and rear
flange diameter the same in the seal area
 Wider gear on crankshaft drives all components
 Dowel pin for vibration dampener mounting
Base Engine
Crankshaft (con’t)
 Bolt on counterweights  Companion cylinders:
 Main journal diameter – 1&8
increased – 2&7
– 0.75 in. more than K38 & – 3&6
K50 – 4&5
 Rod journal diameter
increased
– 0.5 in. more than K38 &
K50
Base Engine
Main Caps
 All main bearings the same width
 Thrust bearings held in position on the main cap
using roll pins (#8 on 60 - #6 on 45)
 Torque plus turn method
of installation
 Located using dowel rings
 Side bolts
 Base Engine
Front Gear Train

 Front Gear Housing

deeper for wider gears
 Spur gears
 Wider crankshaft gear
 Timing
– Camshaft, Camshaft Idlers, & Crankshaft gears
– Injection timing set by camshaft gear offset key
Cylinder Block
Front Gear Train (con’t)
 Hydraulic auxiliary drive runs off the front or back of
housing
– Higher ratio increases productivity
 Unitized seals
– Accessory drive and water pump drive seal
– Front and rear crankshaft seals
– Steel cap installed in cover when no external pulley is
required
Cylinder Block
Front Gear Train - Idler Gears (con’t)
 4 “slip-fit” idler gears
– Water pump idler mounted using 3 bolt pattern
– Other 3 idlers mounted using 4 bolt pattern
 Cylinder Block
Front Gear Train - Idler Gears (con’t)

 2 compound gears
– Left bank cam idler
– Fuel pump drive idler
– Small gear installed to the rear
– Provides gear drive at desired ratio
 Base Engine
Crankcase Breathers

 Three breathers
 Blow by sensors

Left Rear
Right Front
Left Side dual
blow-by sensors
added
 Base Engine
Flywheel Housing

 Provides cavity for oil manifold

– Sensor locations
– Oil supply passages
– OEM taps
 Reversible edge molded gasket
– Improved block to housing joint
– Provides appropriate oil flow path for oil filter head
 Shorter due to elimination of rear gear train
Base Engine
Flywheel Housing (con’t)
 Base Engine
Pistons

 Articulated Piston
– Aluminum skirt
– Forged steel crown
• Oil cooling gallery
• Allows higher top ring position

 5 mm oil drain back hole in piston oil control ring

groove
 Pin bore diameter increased
– Uses hollow piston pin
 Base Engine
Connecting Rods

 2 rods per crankshaft

 Split angle rods
– Easier installation /
removal
 4 capscrews per cap
 Rod journal increased
in size
journal
 Dowel rings used to
align rod to cap
 Serrated rod to cap
mating face
 320.6 mm rod length
– Measured from center
to center of bores
– 31.25 mm longer
 Cylinder Head

 7 bolt design for  3 integral fuel

improved load passages
clamping and – Timing
durability
– Metering
 Taller to – Drain
accommodate
Quantum fuel system  Head gasket has edge
molded seals around
 Improved breathing all oil, coolant
– Fuel Economy passages, and
– Performance capscrew holes
– Emissions
Cylinder Head
Valve Train
 Valves use rotators
 Triballoy intake valves
 Stellite exhaust valves
 Stemless crossheads
 Longer push rods
Cylinder Head
Rocker Levers
 Exhaust rocker lever is  Injector rocker lever is
longer and bigger than forged steel
the intake rocker lever – Rocker shaft diameter

 Valve rockers use a increased and coated

pivot pad with ball and  Rocker Lever Ratios
socket joint to reduce – Exhaust 1.58:1
wear – Intake 1.61:1

– Injector 1.42:1
Cylinder Head
Rocker Lever Covers/Diagnostic Ports
 Taller Valve Covers for taller injectors
 Cast iron
– Strength needed for single cylinder cutout
 Metric drilled and tapped diagnostic port in cylinder
head for thermo sensor,(Cense).
 Cam Followers

 Located using dowel rings

 Shaft and bore diameter increased
 Increased injector roller width
 Press fit between pin and lever
– Frozen in liquid nitrogen for installation
– Not field serviceable
 Micro-finished and complex crown rollers
 Individual cam follower covers
Air System
Intake Flow - Two Stage QSK60
Air Cleaner

Low Pressure Turbocharger Low Pressure Turbocharger Low Pressure Turbocharger Low Pressure Turbocharger
(front right) (front left) (rear right) (rear left)

Front Intercooler Rear Intercooler

High Pressure Turbocharger High Pressure Turbocharger High Pressure Turbocharger High Pressure Turbocharger
(front right) (front left) (rear right) (rear left)

Aftercooler Aftercooler Aftercooler Aftercooler

(front right) (front left) (rear right) (rear left)

Intake Manifold Intake Manifold

(right bank) (left bank)

Cylinders Cylinders
(right bank) (left bank)
Air System
Intake Flow - Single Stage

Air Cleaner

High Pressure Turbocharger High Pressure Turbocharger High Pressure Turbocharger High Pressure Turbocharger
(rear right) (rear left) (front right) (front left)

Aftercooler Aftercooler Aftercooler Aftercooler

(rear right) (rear left) (front right) (front left)

Intake Manifold Intake Manifold

(right bank) (left bank)

Cylinders Cylinders
(right bank) (left bank)
Air System
Exhaust Flow - Two Stage QSK60

Cylinders 3, 4, 5, & 6 Cylinders 1,2, 7, & 8 Cylinders 1, 2, 7, & 8 Cylinders 3, 4, 5, & 6

Left Bank Left Bank Right Bank Right Bank

Exhaust Manifold Exhaust Manifold Exhaust Manifold Exhaust Manifold

High Pressure Turbocharger High Pressure Turbocharger High Pressure Turbocharger High Pressure Turbocharger
(front left) (rear left) (front right) (rear right)

Exhaust Piping, Bellows, Exhaust Piping, Bellows, Exhaust Piping, Bellows, Exhaust Piping, Bellows,
& Transfer Connection & Transfer Connection & Transfer Connection & Transfer Connection

Low Pressure Turbocharger Low Pressure Turbocharger Low Pressure Turbocharger Low Pressure Turbocharger
(rear left) (front left) (rear right) (front right)

Exhaust Outlet Exhaust Outlet

(left bank) (right bank)
Air System
Exhaust Flow - Single Stage

Cylinders 3, 4, 5, & 6 Cylinders 1, 2, 7, & 8 Cylinders 1, 2, 7, & 8 Cylinders 3, 4, 5, & 6

Left Bank Left Bank Right Bank Right Bank

Exhaust Manifold Exhaust Manifold Exhaust Manifold Exhaust Manifold

High Pressure Turbocharger High Pressure Turbocharger High Pressure Turbocharger High Pressure Turbocharger
(front left) (rear left) (front right) (rear right)

Exhaust Outlet Exhaust Outlet

(left bank) (right bank)
Air System QSK60

 Single stage turbocharging

– Turbocharger position the same as the high pressure
turbocharger on two stage engines
 Two stage turbocharging
– 4 high pressure turbochargers
– 4 low pressure turbochargers
Air System QSK45

 Single stage turbocharging only

– Two Turbochargers
– One mounted on each exhaust manifold
Air System
Two Stage
 Intercoolers positioned  Aftercoolers positioned
between the Low after the High Pressure
Pressure and High Turbocharger
Pressure
Turbochargers
Two Stage Turbocharging
Air System
Exhaust Manifold
 Aerodynamically designed
 Improved heat tolerance due to material change
(nickel alloy)
 Mounting hardware
includes towers
– More uniform clamp loads
– Improved heat tolerance
 Air System
Turbochargers

 Turbochargers mount using

capscrews, spacers, and nuts
Air System
Turbochargers
 Two Stage High  Two Stage Low
Pressure or Single Pressure
Stage – Aluminum compressor
– Cast iron compressor housing
housing – Oil cooled bearing
– Water and oil cooled housings
bearing housings
• Model HX82 ( both
high low presure turbos can
• Model HX82 and
have the same model
HX60 on some QSK 45 number-different design )
 Air System
Exhaust Flow

Two Stage High Pressure or

Single Stage Turbochargers
 Right Bank  Left Bank
– Front Turbocharger - – Rear Turbocharger -
cylinders 1,2, 7, & 8 cylinders 1,2, 7, & 8
– Rear Turbocharger - – Front Turbocharger -
cylinders 3, 4, 5, & 6 cylinders 3, 4, 5, & 6
 Air System
Turbochargers

 Two Stage High Pressure or Single Stage

– HX82 Turbochargers
– Oil and water cooled
– Installed on exhaust manifolds
 Two Stage Low Pressure
– HX82 Turbochargers
– Oil cooled
– Installed on transfer connection
Air System
Exhaust Manifold Bellows
 Directional
 Allows for thermal expansion
 Stainless Steel
Air System
Aftercooler
 Receives air flow from the two stage HP turbocharger
or the single stage turbocharger
 Coolant flow from the LTA circuit
– Two pass coolant flow core
 Each aftercooler cools air for a quadrant of the
engine
Air System
Intercooler - Two Stage Only
 Provides reduced  Receives air flow from
intake air temperatures the LP turbochargers
 Two intercoolers per Delivers air flow to the
engine High Pressure
Turbochargers
– Mounted at the front &
rear of engine  Two pass coolant flow
– increases overall core
engine height – Coolant Flow
including exhaust integrated with engine
outlet connections. loop
Air System
Two Stage Turbocharging
 Improves altitude capability
 Improves fuel economy
 Increases durability
 Improves overall performance
Lubricating Oil System
Oil Flow
Oil Pump

Pressure Regulator High Pressure

Relief Valve

Oil Filter Head SUMP SUMP

Sensing Line (excess only) (excess only)

Oil Filters

Oil Coolers

Oil Manifold
(between block &
flywheel housing)

Main Oil Rifle Piston Piston Camshaft Oil Rifle Camshaft Oil Rifle Turbochargers
Cooling Rifle Cooling Rifle Left Bank Right Bank (all)
Left Bank Right Bank

Crankshaft Front Gear Train Piston Cooling Piston Cooling Camshaft Bearings Camshaft Bearings
Nozzles Nozzles Left Bank Right Bank
Outboard Outboard
Left Bank Right Bank

Connecting Rods Air Compressor Piston Cooling Piston Cooling Cam Followers Rocker Levers Cam Followers Rocker Levers
Nozzles Nozzles Left Bank Left Bank Right Bank Right Bank
Inboard Inboard
Right Bank Left Bank

Sump
Lubricating Oil System
Oil Pump
 Attached to pan Rail
using inner set of
mounting holes
 Driven off bottom side
of crankshaft gear
 Different for 45 & 60
– 60 higher capacity
Lubricating Oil System
Oil Coolers
 Located in vee of block
 Increased capacity
 Connected in parallel
 QSK60 has four cooler
cores
 QSK45 has three
cooler cores
 Lubricating Oil System
Components (con’t)

 Oil Manifold  Pre-Luber® standard

– Between the flywheel on all construction
housing and the block engines
– 6 ports (4 top, 1 per – Controlled
side) independently of the
– Reversible gasket Quantum Controls
directs oil flow from System
oil coolers to the
desired inlet
Lubricating Oil System
Oil Pan
 Larger adapter  Pick-up tube
– 34.3 gallons for 45 – Locations correspond
– 44.9 gallons for 60 with oil sump location
• 3 locations for 45
• 4 locations on 60
Lubricating Oil System
Oil Sump - QSK45 Options
 None  Double Deep
– 35 gal. system capacity – 57 gal. system capacity
 Single Deep – Mounting locations
#1 & #2
46 gal. system capacity
•
–
#2 & #3
Mounting Locations
•
–
• #2
• #3
 Lubricating Oil System
Oil Sump - QSK60 Options

 None  Single Deep

– 46.5 gal. system capacity – 57.5 gal. system capacity
– covers on #1,2,3,4 – Mounting Locations
• #2
• #3

 Double Deep
– 69 gal. system capacity
– Mounting locations
• #1 & #2
• #2 & #3
• #3 & #4
Lubricating Oil System
Oil Pressure
 High Pressure Relief Valve
– Located in oil pump cover
– Relief pressure at 210 psi
 Pressure Regulator
– Located in oil pump
– Senses main rifle pressure through drilling in block
– 45-70 psi at 1900 rpm
Lubricating Oil System
Oil Filters
 Spin-on
– Standard
 ConeStaC centrifuge bypass filter
– Optional additional filtration
 Eliminator
– Optional
– Replaces standard filter head
Lubricating Oil System
Oil Filter Head
 Left or right mount option
– Requires different oil transfer tubes
– Left mount must be remote due to interference with the
ECM
– Left mount requires the reversal of the flywheel housing
gasket
 All fittings changed from NPT threads to STORM
 Filter by-pass valve 100 psi delta P opening
Lubricating Oil System
Venturi Combo Oil Filters
 Improved Filtration
 Reduced number of filters
– 3 filters for 45
– 4 filters for 60
Lubricating Oil System
Centrifugal Filter
 Mounting Options
– Left bank
– Right bank
– Remote
Lubricating Oil System
Eliminator Oil Filter

 Automatic, self cleaning filter

 Features:
– Filter service at overhaul
– 2,500 hours between centrifuge
service
– Bolts directly to engine block
– Totally sealed full flow system
 Eliminator Improvements and Flow

More disc 30 vs 24 Stiffener plate on top of centrifuge plates

175 pressure relief valve in centrifuge New Shaft has two oil holes
Bypass valve makes all flow go to motor M22 fitting for prelube connection
and centrifuge when opened
All Metric threads
Lubricating Oil System
Eliminator Oil Filter Principles
 Unfiltered oil enters
the full-flow filter
 Oil passes across the
filter elements
– Series of stacked discs
– Triple wire mesh
elements
 95% of the flow
passes through the
full-flow system
Lubricating Oil System
Eliminator Oil Filter Principles (con’t)
 5% of oil back flushed
into the centrifuge
 Continuous “self-
cleaning” system
 Hydraulically driven
motor
 Continuously rotates
the filter elements
during back flushing
Lubricating Oil System
Turbocharger Oil Flow
 Oil manifold in flywheel  Oil inlet on top of
housing supplies turbocharger
junction block on each  Oil return to sump from
bank bottom of turbocharger
– Oil drain connects to the
top of the block head
deck fitting
 Lubricating Oil System
Centinel

 Continuous Oil Replacement System

– Used oil returned to the fuel tank and burned during
combustion
– New oil added to sump from make-up oil tank
 Availability
– Optional on QSK45
– (Optional) on QSK60
 Controlled through the CM500 engine control
module
Lubricating Oil System
Centinel Components
 Make-up Oil Tank  Wiring harness
 Control Valve-comb  Hoses and connections
– Burn Valve  Warning lights
– Make-up Valve
 Oil level sensors
– Auxiliary Oil Tank
 Uses Engine Control
Module
Lubricating Oil System
Piston Cooling
 Two targeted high flow nozzles per cylinder
– Outboard nozzles on each bank fed from that bank’s piston
cooling rifle
– Inboard nozzles on each bank fed from outboard nozzle
from the opposite bank through a banjo fitting
– Regulator fully open at 25 psi. Orificed flow at < 25 psi
maintains oil rifle volume
– 2.65 GPM flow through each nozzle
 Cooling System
Water Pumps

 Primary Engine Water  LTA Water Pump

Pump – Gilkes Pump
– Connects to water – External mounted in
pump gear drive front of gear housing
– Improved flow rate to – Provides coolant flow
account for increase in for independent system
horsepower
– Only common at surge
– Outlet connected to tank. Has vent and fill
block supplies coolant lines connected there.
to the oil coolers in the
vee of engine
Cooling System

 Jacket water aftercooling

– Traditional system
 Low temperature aftercooling (LTA)
– Main engine loop cools engine jacket water and the
intercoolers
– 2nd loop cools aftercooler circuit (LTA)
– System known as 2 pump / 2 loop system
Cooling System
Water Filters and Thermostats
 Water Filters  6 Thermostats
– 2 filters – 4 Engine
– SCA to provide – 2 LTA (center two)
minimum of 1.5 units per – All mounted bulb side
gallon of total system down
capacity
– Manual shut-off valve for
filter change
Cooling System
Block Loop - Two Stage
Water Pump

Block Vee Center Cavity

Oil Coolers

Block Vee Outboard Cavities Intercooler Front Intercooler Rear

Liners/Heads
Thermostat Housing
Engine Thermostats

Water Manifold
Bypass Engine Radiator Water Filter

High Pressure
Turbochargers
 Cooling System
Block Loop - Single Stage
Water Pump

Block Vee
Center Cavity

Oil Cooler

Block Vee
Outboard Cavities

Liners/Heads

Water Manifold

Thermostat Housing
Engine Thermostats

Bypass Engine Radiator Water Filter

 Cooling System
Coolant Flow

 From the water pump  Around cylinder liners

through the vee in the  Up through the
center of the engine to cylinder heads
the rear of the block
 Forward through the
 Splits at a dam in the water manifold
rear of the block and
flows forward to  From water manifold
outboard cavities in into the lower portion
the vee to supply each of the thermostat
bank housing through two
connections
 Cooling System
Engine Thermostats and Housing

– With cold thermostats, coolant flows through the center of the

thermostats, to front of the housing, to a connecting passage
for the left and right bank, and out the bypass connection on
the right end of housing
– As coolant warms thermostats open. Coolant flows out the side
of the thermostats to the rear of housing and out the two top
connections to radiator (flow out connections is independent)
Cooling System
LTA Loop

LTA Water Pump

Aftercooler Aftercooler Aftercooler Aftercooler

left front left rear right front right rear

Thermostat Housing

LTA Thermostats

LTA Bypass LTA Radiator

 Cooling System
LTA

 Coolant supplied by LTA  LTA Thermostats

water pump
– Mounted on front side of
gear cover on left corner
of the engine
 Target air temperature
150 deg. F
– Larger bulb
– Thermostat begins to
open 112 - 115 deg. F
– Thermostats fully open at
135 deg. F
 Cooling System
LTA Flow

– Flow from aftercoolers into the thermostat housing from two

fittings on the inboard side in engine vee
– With cold thermostats the coolant flows through the center, to
rear of housing and out the connection on the top right
connection to the water pump
– As coolant warms, thermostats open and coolant flows out the
side of the thermostats to the front of housing and out the top
left connection to the radiator
Cooling System
Fans
 Belt
– 6 rib 5VX (banded V
belt) this will change.
 Premium Fan Drive
– Drive fans requiring up
to 150 hp
– Large matched bearings
– Improved oil seals
– Improved idler system
 Rockford series 270
Fan Clutch
– Fully modulated
– Hydraulically engaged
– Oil actuated
– 270 mm diameter friction
plate
 Cooling System
Water Cooled Turbochargers

 Coolant supplied from the water manifold

 Coolant flow
– Inlet to bottom of turbocharger bearing housing
– Outlet at the top of the bearing housing
 Coolant returned to bypass portion of the
thermostat housing through fitting near bypass
connection
– Petcock on vent line must be opened during engine fill
Fuel System
Fuel Flow
Fuel Tank

Fuel Filters

Fuel Pump

Electronic Fuel
Control Valve Assembly
(ECVA)

Metering Rail Timing Rail

Engine Block

Fuel Manifold Fuel Manifold

(left bank) (right bank)

Injectors Injectors
(left bank) (right bank)

Fuel Manifold Fuel Manifold

Drain Drain

Fuel Cooler
(optional)
Fuel System
Fuel Filters
 Fuel filter head
– Mounted on pan rail
– Provision for fuel warmer
 Three filter canisters
– Increased from 2 to 3 filters due to increased fuel flow
 10 micron fuel filters with water separators
Fuel System
Fuel System
Fuel Pump
 Gear pump only
 Electronically controlled
 Approximately 3 times more fuel flow
– Increased demand due to metering and timing
 Fuel bypass regulator circuit controlled by an
actuator
– Receives signal from ECM based on fuel pump pressure
sensor signal
QSKV Electronic Piloted Pressure Regulation
Circuit
with Closed-Loop Control and “Fail-High” Default
Gear 36 Micron
Pump Screen
Ps
Outlet Check Valve

Pr. Sensor
Max Pr.
Rel. Valve Bypass
Valve Actuator
Seal Pr.
Valve
Control Orifice

Pc
105
ECM
Inlet Relief Orifice Micron

Relief
Pr. Valve
 How does the IMO Pump work?

At cranking where we need max. fuel going to the engine, the actuator is closed.
The Ps( supply pressure) and the Pc( Controlled Pressure) are both equal, hence the
Bypass Valve is closed and all the fuel goes to the engine.
For cranking the engine, the pressure should be around 35 psi.
The Bypass Valve, the actuator, and the Relief Valve work together simultaneously.
The pressure is sensed by the sensor where it is read by the ECM.
The actuator opens causing the Pc to decrease( < Ps). This causes the Bypass
valve's plunger lower and hence the fuel would pass through that valve going back to
the cycle.
The Relief Pressure Valve is always open above 35 psi, so this means that
it is always open above cranking. Some of the fuel is also bypassed through that valve.
The Max. Pressure Valve is normally closed. When the pressure goes above 420 psi,
for example during the motoring or max. speed, then the engine does not need fuel and
that valve opens and let the fuel circulate and go back to the inlet again.
All these numbers and data are based on the type of the pump, or whether the pump is
the low flow, high flow or the medium flow.
 Fuel System

# 1 Pressure sensor will remote

mount with flexible hose to
reduce spikes at sensor.
 Fuel System
Electronic Fuel Control Valve Assembly

 ECVA contains fuel  Actuators are controlled

control devices by the ECM to provide
appropriate circuit
– Fuel shutoff valve pressure for the timing
– 2 timing actuators and metering rails.
– Fuel rail actuator  FSO turned on at 50
RPM by ECM
 Attaches directly to the
cylinder block to supply
fuel to the internal block
drillings
Fuel Systems
Electronic Fuel Control Valve Assembly
 Timing Actuators (2)
– Located above Fuel Shutoff Valve
 Rail Actuator
– Located below Fuel Shutoff Valve
 Fuel connections
– Inlet
– Timing Outlet
– Metering Outlet
 Fuel System

Sensors
Timing
Actuators

FSO

Rail Actuator
Fuel System
Fuel Lines
 Cylinder block contain  Larger supply and
fuel timing and drain lines for injection
metering rails for each and timing Equalizer
bank line connects the two
 One fuel rail per bank timing fuel manifolds
– Metering rail  Straight Thread O-ring
– Timing rail fitting for improved leak
prevention
– Fuel Drain
Fuel System
Fuel Manifold
 Each fuel manifold runs the length of the engine.
 Bolted to each cylinder head.
 Manifold receives fuel from
connection to the engine
block through the fuel rail.
 Return junction has check valve
Fuel System
Injectors
 High pressure injector  Reduced adjustment
– Timing and metering are – Injector set performed at
controlled by the ECM 1500 hour maintenance
through the fuel control interval
valve – No further adjustment
 4 injector o-rings required
separate fuel flow
– Timing (top)
– Drain (center)
– Metering (bottom)
 Fuel System
Injector Operation - Metering

 Lower plunger retracts as the cam follower

approaches the inner base circle of the
camshaft
 Lower plunger uncovers rail feed port
 Fuel metered in relation to metering rail
pressure and engine speed (Pressure-Time
fuel system)
 Pressure ranges from 2 psi (at idle) to 200 psi
at maximum fueling)
 Fuel System
Injector Operation - Timing

• Timing feed port opens between the upper and timing

plungers
• Timing ends when the upper plunger moves down and
covers the feed port - trapping fuel between the upper and
timing plungers
• Fuel metered in relation to timing rail pressure and engine
speed (Pressure-Time fuel system)
• Amount of fuel determines the plunger separation
(overtravel)
• 0.078 in. - typical minimum timing advance
• 0.354 in. - typical Maximum timing advance
Increased Capacity Injector QSK 45/60
ICI Components
Fuel System
Fuel Cooler
 OEM required option
 Air to fuel cooler
 Fuel temperature at inlet must not exceed 160 deg. F
Engine Controls

 Full-authority electronic fuel control system

 Higher injection pressures
 Infinitely variable timing
 Benefits
– Fuel Economy
– Diagnostics
– Emissions (tier 1 in 2000)
– Engine Durability
Engine Controls
ECM

 ECM 500 for QSK

 Provides infinitely variable
timing
 Over 80 electronic features
 Cense uses a separate
ECM (CM530)
Engine Controls
INSITE
 Windows based electronic service tool for all
Cummins electronic engines
 Communication standards
– 1939 other vehicle ECMs
– 1708 (1587) Insite tool only works here
 INLINE 1 or INLINE 2 Adapters
 ESDN for Calibration Codes
 ESDN Calibration Distribution Strategy

CD-ROM
ESDN Server

Transfer
Disk
ESDN Client ECM
 Engine Controls
Features - Features 1

 Low Idle Adjustment  Maintenance Monitor

Switch Enable
 Engine Protection Enable  Maintenance Monitor
 Engine Protection Warning While Running
Shutdown  Governor Type (Throttle
 Engine Protection Restart Control)
– Automotive
 Intermediate Speed
Control – Variable Speed

 Remote Throttle  Alternate Droop Switch

 Engine Warm-up Type
Protection
Engine Controls
Features - Features 2
 Ambient Temperature  Throttle Diagnostic Switch
Derate  Centinel off/on, removed:it is
 OEM Sensor Faults now code dependent
 Ether Injection  Deceleration Throttle
 Fan Clutch – Minimum
 Auxiliary Governor – Delta
Engine Controls
Features - Application
 Idle Shutdown Timer  AXG Number of Teeth
 Hot Shutdown Load  AXG High Threshold
Percent  Centinel Oil Grade
 Fan Clutch Ramp Rate Dependent Fuel Limit
 AXG Minimum  Centinel Remote
Reference Speed Reservoir Option
 AXG Maximum
Reference Speed
Engine Controls
Features - Performance Data
 Throttle Droop [Switch  Engine Speed
Position 1] – Low Idle Speed
– Breakpoint 1 Speed – Alternate Idle Speed
– Droop at Breakpoint 1
– Droop at Maximum
Throttle 1
– Droop at Minimum
Throttle 1
– Isochronous Breakpoint
1 Speed
Engine Controls
Features - Alternate Droop
 Alternate Droop  Alternate Droop
[Switch Position 2]
– Breakpoint 2 Speed
– Droop at Breakpoint 2
– Droop at Maximum
Throttle 2
– Droop at Minimum
Throttle 2
– Isochronous Breakpoint
2 Speed
[Switch Position 3]
– Breakpoint 3 Speed
– Droop at Breakpoint 3
– Droop at Maximum
Throttle 3
– Droop at Minimum
Throttle 3
– Isochronous Breakpoint
3 Speed
Engine Controls
Features - Intermediate Speed
 Maximum Speed
 Engine Speed Set Point 1
 Engine Speed Set Point 2
 Engine Speed Set Point 3
 Droop
Engine Controls
Features - Switched Speeds
 Set Speed 1
 Set Speed 2
 Set Speed 3
 Set Speed 4
 Set Speed 5
Engine Controls
Features - Dataplate
 Engine Information  Vehicle Information
– Serial Number – OEM Name
– Build Date – Model
– Engine Hour Offset – Vehicle Identification
Number
 Customer Information
– Vehicle Year
– Name
– Location
– Unit Number
Engine Controls
Features - Maintenance Monitor
 Maintenance Monitor Option
– Manual
– Automatic
 Maintenance Monitor Warning Percent
 Maintenance Monitor Interval
 Maintenance Monitor User Hours
Engine Controls
Data Monitor
 % Output Driver  Desired Fuel Pump
– Percentage of driver Current
output – Desired fuel pump
 Crankcase Blowby actuator current for a
given speed and load
Pressure & Coolant
Pressure  Fuel pump Feedback
– Used by the ECM for Current
engine protection. – Measured current at the
ECM from the fuel pump
actuator
Engine Controls
Data Monitor (con’t)
 Fuel pump Current  Fuel Rate
Offset – Fuel rate of the engine
– Additional current measured in gallons per
required to get the hour
desired fuel pump  Fuel Rate (long term)
pressure
– Fuel rate of the engine
 Fuel Pump Output measured in gallons per
Pressure hour over the life of the
– Fuel pump outlet engine
(supply) pressure
 Engine Controls
Data Monitor (con’t)

 Fuel Shutoff Valve  Multiple Unit

– ON/OFF status of the
shutoff valve power at
the ECM
 Fuel Temperature
– Used by the ECM for
engine protection  Output Driver Setup
Synchronization
– Type of ECM
calibration (master or
slave) currently loaded
into the ECM
– Type of driver output
engine speed, engine
torque, or percent
throttle
Engine Controls
Data Monitor (con’t)
 Alt. Low Idle Switch
– ON/OFF status of
alternate low idle switch
 Alt. Torque Switch
– Status of selected
alternate torque, either
(primary), 2, or 3
 ISC 3 Switch
– ON/OFF Status of
intermediate speed
control switch
 ISC Validation Switch
– Status indicates if
intermediate speed
control switch is
ON/OFF
Engine Controls
Data Monitor (con’t)
 Remote Throttle Switch  ISC 2 Switch
– ON/OFF Status of – Status indicates if
remote throttle switch throttle pedal is ON/OFF
the idle position (pedal
 Throttle released or depressed)
ON/OFF Status of
 % Load
–
intermediate speed
control switch – Percentage of maximum
torque fueling
Engine Controls
Data Monitor (con’t)
 Throttle Type  Idle Adjust Switch
– 1 = Linear – Decreases idle speed in
– 2 = Electronic 25 rpm decrements

– 3 = Switched – Increases idle speed in

25 rpm increments
– 4 = Special
 Alternate Droop Switch
 Key Switch State
– ON/OFF Status of
– Status of selected
switched power at the
alternate droop, either 1
ECM
(primary), 2, or 3
Engine Controls
Data Monitor (con’t)
 Timing Feedback
Current
– Measured pressure in
the timing line to the
injectors
 Timing pressure
– Measured current at the
ECM from the timing
actuator
 Diagnostic Switch
– ON/OFF Status of fault
code lamp flash out
switch
 Coolant Level Switch
– OK status indicates high
(normal) coolant level
– Low status indicates low
coolant level
Engine Controls
Data Monitor (con’t)
 Idle Validation Switch  Timing Current Offset
– Idle status indicates – Additional current
throttle peal in ON the needed to get the
idle position (pedal desired timing fueling
released)
 Timing Deviation
– OFF status indicates
– Difference between the
throttle pedal is OFF the
desired and estimated
idle position (pedal
timing fueling
depressed)
 Engine Controls
Data Monitor (con’t)
 ISC 1 Switch
– ON/OFF Status of
intermediate speed
control switch
 Engine Oil Pressure
– Used by ECM for
engine protection
 Coolant Temperature
– Used by ECM for
engine protection,
starting, and emissions
 Intake Manifold
Pressure
– Used by ECM to limit
emissions
 Battery Voltage
– Unswitched battery
supply voltage at the
ECM
Engine Controls
Data Monitor (con’t)
 Ambient Air Pressure  Estimated Timing
– Used by ECM to control Fueling
power at high altitudes – Estimated timing fueling
 Estimated Rail Fueling from the engine speed
and timing pressure
– Estimated rail fueling inputs
from the engine speed
and rail pressure inputs  Fueling Current Offset
– Additional current
needed to get the
desired rail fueling
Engine Controls
Data Monitor (con’t)
 Engine Hours  % Throttle
– Engine hours recorded – Commanded throttle
by current ECM (sees percentage of maximum
RPM ) pedal travel
 ECM Time  Intake Manifold
– Time ECM has been Temperature
powered on – Used by ECM for engine
 Engine Speed protection, starting, and
emissions
– Speed of the engine,
used for controlling
engine
Engine Controls
Data Monitor (con’t)
 Desired Rail Fueling
– Desired Rail Fueling for
the given speed and
load
 Desired Timing Fueling  Fueling Deviation
– Desired Timing Fueling
for the given speed and
load
 Rail Feedback Current
– Measured current at the
ECM from the rail
actuator
– Difference between the
desired and estimated
rail fueling
Engine Controls
Data Monitor (con’t)
 Engine Operating State  Rail Pressure
– ECM function that is – Measured pressure in
controlling desired the rail line to the
fueling injectors
 Engine Hours Offset
– Previous hours on
engine before current
ECM installed
 Engine Controls
Base Engine Sensors

 Coolant Temperature - water filter housing

 Coolant Pressure - water filter housing (works
through engine ECM to Cense)
 Fuel Pressure - fuel gear pump
 Boost Pressure - front left aftercooler
 Intake Air Temperature - front left aftercooler
Engine Controls
Base Engine Sensors (con’t)
 Speed Sensor - in flywheel housing
 Oil Pressure (Rifle) - in flywheel housing
 Coolant Level Sensor - off engine
 Blowby Sensor - located on breather plumbing LB
(works through engine ECM to Cense)
Engine Controls
Electronic Fuel Control Valve Assembly
 Timing Actuators (2)
– Located above Fuel Shutoff Valve
 Rail Actuator
– Located below Fuel Shutoff Valve
 Fuel connections
– Inlet
– Timing Outlet
– Metering Outlet
 Engine Controls
ECVA SENSORS

 Timing Pressure Sensor (6)

 Rail Pressure Sensor (5)
 Ambient Air Pressure Sensor (8)
 Fuel Temperature Sensor (7)
 Engine Controls
Cense Engine Sensors

 Oil Temperature
 Intake Air Temperature - left rear, right front, and
right rear of engine
 Compressor Inlet Temperature - intake piping (
reduced to one )
Engine Controls
Cense Engine Sensors (con’t)
 Boost Pressure - intake manifold right rear Oil
Pressure (after filter) - oil filter head
 Oil Pressure (before filter) - oil filter head
 Exhaust Gas Temperature (each cylinder)
 QSKV/Cense Sensor To Engine Configuration Diagram - Industrial Updated 24 Aug
99
KEY:- COOLANT LEVEL 3612521
RAIL (BOTTOM) (OFF ENGINE. OPTIONAL,
= BASE ENGINE SENSOR 3408379 & SHIPPED WITH KIT)
TIMING PRESS FUEL TEMP
= CENSE SENSOR 3865346 (SECOND BOTTOM)
(TOP) INTAKE AIR TEMP
3408381 3408345
INTAKE AIR TEMP AMBIENT AIR PRESS BOOST PRESSURE
3408345 3085140 (SECOND TOP) ECM 3408347 PSIA
COMP INLET
FUEL PUMP
TEMP
(Located on
BLOWBY PRESS
3867561 ECVA PRESS
3408351
Cummins/ (Q45 -SEE NOTE) FUEL FILTER
Customer ducting) COOLANT PRESSURE
3408345 L.B. rear 3160404 (UPPER)
SPEED
only
3865349 (‘0)/ INTAKE MANIFOLDS COOLANT TEMP
3865350 (‘00) 3865346 (LOWER)
OIL TEMP
3865346
OIL PRESSURE
(RIFLE)
3865337

FRONT

THERMOSTAT HSG
REAR EXHAUST GAS
TEMP
3408374 (QTY 16
Q60)

TURBOS
3408321 (QTY 12
FLYWHEEL HSG

Q45)
+3331658
ADAPTOR

OIL PRESSURE
(POST FILTER
LUBE FILTER HEAD) OIL PRESSURE
3330527 (PRE FILTER - LUBE FILTER HEAD)
3330527

BOOST PRESSURE NOTE DIAGRAM SHOWS QSK60 BLOWBY SENSOR LOCATION, QSK 45 C
INTAKE AIR TEMP HAS 3 POSSIBLE BLOWBY SENSOR LOCATIONS: LB#3, LB#4 &RB#4 INTAKE AIR TEMP
3408347 3408345 3408345
P.E.Coltman, Indloc.ppt
 QSKV Sensor To Engine Configuration Diagram - G-Drive / Genset Updated 24 Aug
99
COOLANT LEVEL 3612521
KEY:-
RAIL (BOTTOM) (OFF ENGINE SUPPLIED
= BASE ENGINE SENSOR 3408379 & WITH KIT)
TIMING PRESS FUEL TEMP
(TOP) 3865346 (SECOND BOTTOM)
INTAKE AIR TEMP
3408381 3408345
AMBIENT AIR PRESS AFTERCOOLER
BOOST PRESSURE
3085140 (SECOND TOP) ECM 3408347 PSIA
COOLANT IN TEMP.
3865346
FUEL PUMP
BLOWBY PRESS
3867561 ECVA PRESS
3408351
(Q45 -SEE NOTE) FUEL FILTER
COOLANT PRESSURE
SPEED 3160404 (UPPER)
3865349 (‘0)/ INTAKE MANIFOLDS COOLANT TEMP
3865350 (‘00) 3865346 (LOWER)

OIL PRESSURE
(RIFLE)
3865337

FRONT

THERMOSTAT HSG
REAR

TURBOS
FLYWHEEL HSG

NOTE DIAGRAM SHOWS QSK60 BLOWBY SENSOR LOCATION, QSK 45 G

HAS 2 POSSIBLE BLOWBY SENSOR LOCATIONS: LB#4 &RB#4
P.E.Coltman, Genloc.ppt
 Service Tools
Electronics

 INSITE for Quantum

 QSK45/60 Dyno Controller
 Break-out Cable Kit
 Wiring Harness Kit
 Data Link Adapter
 Service Tools
Mechanical / Distributor List

Consult Infant Care for Poto-Type Tools

 Liner Press Tool 3163329*
 Liner Puller 3824830
 F&R seal R&I Tool 3163358*
 Pulley Installation Tool 3163372*
 Valve Setting Gauge 3824901
 Injection Timing Tool Adapter 3163271*
 Cylinder Head CapscrewLength Gauge
3163328*
 Service Tools
Mechanical / Distributor List (con’t)

 Injector Puller 3824830

 Fuel Line Sight Glass 3163270*
 Cylinder Cut-out Tool Kit 3163194*
– 9 tools
 Engine Lifting Fixture 3163264*
– Four Straps/not chains
 Belt Tension Gauge TBA*
* production tool not available
until 1st quarter 99
Service Tools
Mechanical / Major Repair
 Heavy Component  Valve Spring
Lifting Eye 12 mm Compressor
 Cam Gear Puller  Cylinder Head
(hydraulic) Pressure Test Fixture
 Camshaft Pilots  Valve Stem Seal
 Camshaft Bushing R&I Installation
Tool  Valve Guide
 Camshaft Bore Installation Tool
Salvage Kit  Counter Bore Salvage
Service Tools
Mechanical/Major Repair (con’t)
 Valve Guide Bore  Connecting Rod Bend
Reamer and Twist Mandrel
 Crankshaft Gear Puller  Engine Barring Fixture
 Crankshaft Bore  Piston Cooling Nozzle
Alignment/Salvage Target
 Engine Roll Over Stand  Gear Cover Bushing
 Engine Rebuild Stand Driver

 Rocker Bushing R&I  Con. Rod Pusher Tool

Service Considerations

 Center lift hoist for many components

– Intercooler
– Oil cooler plates
– Thermostat housing
 2 stage frame for turbocharger assembly has pads to
direct the strap
 Camshaft installation tool (guides)
Cam Tools Installation Chart

1. C-Clip guides for valve lobes

2. Clip removal tool
3. Rear pilot
Service Considerations
(con’t)
 T-handle locks camshaft in
position (15/64)
 Piston Cooling nozzles must be removed from both
banks when removing a piston from either bank
 Exhaust Manifolds must be disassembled from
bellows for removal, never support another manifold
section with bellows.
Service Considerations
(con’t)
 Torque/turn method used
– Head Bolts
– Main Caps
– Rod Caps
 All capscrews have taper at head to shank joint and
all threads are meteric
Service Considerations
(con’t)
 Valves and injectors adjusted using OBC
– New, wider feeler gauges required
• Intake valve - 36 mm (.014 in.)
• Exhaust valve 81mm (.032 in.)
– Torques
• Injector 165 lb. in.

 Camfollower rollers and pins are not serviceable

Service Considerations
Service Literature
 O & M Manual  Quantum wiring
 T & R Manual, Base diagram
Engine  Cense T & R Manual
 T & R Manual, Fuel  Cense wiring diagram
System  Parts Catalogs
 Failure Code Manual – QSK45 Industrial
 Standard Repair Times – QSK60 Single Stage
Manual – QSK 2 stage
 Shop Manual
 TRAINING AND QUALIFICATION

•Infant Care Team will conduct on-site training until formal training
package is complete. QSK45/60 Powerpoint presentation will be
used to conduct this training.
•QSK45/60 CD-ROM are now PS3 compatible.
•Training and Qualification Course are conducted at the three
world wide High Horsepower Regional Training Centers
•World Wide Qualify -The-Qualifier session are by arrangement