C series controller electrical maintenance manual

Oil Temperature Gauge - Inspection Remove the pipe plug from the bottom of the oil cooler, and install the oil temperature gauge sending unit.

Oil Temperature Thermostat NOTE: The oil temperature thermostat can not be checked in-chassis; it must be removed for testing; refer to Procedure Oil Suction Tube A loose suction tube, damaged gasket, or crack in the suction tube can cause a temporary loss of prime for the oil pump. The engine will have low pressure or no oil pressure at starting, followed by normal or low pressure.

Bearings and Oil Pump A steady decrease in oil pressure over a long period will be indicated by worn bearings or excessive oil pump wear. Refer to Procedure to check for internal engine damage. Oil Dilution Diluted oil can cause severe engine damage. Inspect the condition of the oil. Coolant-Diluted Oil Coolant in the oil results from a crack or leak between the coolant and oil circuits.

Cylinder head cracked passage Cylinder block cracked passage Air compressor coolant cooled. Oil Cooler The oil cooler design does not require gaskets or seals to maintain the separation of oil and coolant. If either the coolant or oil is contaminated, check for a leaking oil cooler element; refer to Procedure During operation the oil pressure will be higher than coolant pressure.

A leak in the oil cooler will show as oil in the coolant. However, following an engine shutdown, the residual pressure in the cooling system can cause coolant to seep through the leak path into the oil. Aftercooler The aftercooler is also a source from which coolant can leak into the lubricating oil. Remove the aftercooler and look for evidence of leaking into the intake manifold. Pressure test the aftercooler element; refer to Procedure Cylinder Head Expansion Plugs The expansion plugs in the cylinder head under the valve cover is another potential for oil dilution.

If possible, inspect for the leaks while the engine is warm. Remove the valve cover to look for signs of leaks. Pressurize the coolant system to kPa [20 psi], if necessary. Cylinder Liner Seals Coolant can enter the lubricating oil through a deteriorated or damaged liner seal. Remove the oil pan and inspect the bottom side of liners with the cooling system pressurized. Cylinder Head Gasket Coolant in the oil can also be caused by a damaged cylinder head gasket.

Pressurize the cooling system to check for leaks. Remove the oil pan to locate internal leaks, if necessary; refer to Procedure Cracked Cylinder Head A crack in the head from the water jacket to an oil passage or to the top rocker lever area will cause oil dilution. Pressurize the cooling system to kPa [20 psi] and check for leaks. Cracked Cylinder Liner A cracked cylinder liner can leak coolant into the lubricating oil.

Remove oil pan and look for coolant leaking from inside of liner bore. NOTE: Air compressor leaks will produce the same symptoms; refer to Procedure before concluding that the leak is from the cylinder liner.

Cracked Cylinder Block A crack in the cylinder block from an oil drilling or passage to the water jacket can cause oil dilution and can normally be found either as an external leak from a gasket i. The cooling system must be pressurized to kPa [20 psi] to detect leaks.

Fuel Diluted Oil Fuel dilution can only come from three sources: 1. Fuel transfer pump 2. Fuel leaking over the rings 3. Injection pump internal wear. Automotive engines have a weep hole to allow the fuel to leak externally.

Fuel Leaking by Piston Rings Incomplete combustion in the cylinders can result in unburned fuel draining into the oil pan. This condition can be caused by a leaking injector or reduced compression caused by inadequate piston ring sealing. An increase in white exhaust smoke during the first start of the day is a symptom of an injector leaking. An injector leak will also cause the engine to run rough and have low power. Remove and replace leaking injectors; refer to Procedure Perform a compression check to verify piston rings are properly sealed; refer to Procedure Injection Pump A worn or damaged injection pump can allow fuel to leak into the lubricating oil as it passes through the pump.

Oil Leaks Various gaskets, seals, and plugs are used to contain the oil. Most leaks can be identified during routine inspection of the engine and vehicle. A damaged rocker assembly oil manifold or blown expansion plug can allow a large quantity of oil to escape, resulting in a sudden drop in the oil pressure. If the oil cooler element ruptures, the oil pressure will force oil into the cooling system. Oil in the coolant can be visible when the radiator cap is removed.

As the oil is forced into the cooling system, coolant will be displaced through the radiator overflow. Leaks can be verified by pressure testing the oil cooler element with lubricating oil cooler pressure test kit, Part No. Apply kPa [70 psi] air pressure to the element to check for leaks. High intake air restriction and worn or damaged seals in the turbocharger can allow oil to leak into the air crossover pipe and be burned in the engine.

This condition can be verified by removing the air crossover tube and looking for oil. Refer to Procedure for measuring crankcase gases blowby. Oil can be lost through a worn or malfunctioning air compressor. Look for carbon buildup in the air line from the compressor to the air tank, and look for oil when draining the tank. Refer to Compressed Air for additional diagnostic procedures.

Antifreeze is essential in all climates. It broadens the operating temperature range by lowering the coolant freezing point and by raising the coolant boiling point. NOTE: If the engine coolant is changed, the coolant filters must also be changed. The cooling system must contain the proper coolant additive units to provide the best chemical protection.

Refer to the Engine Specifications Section V. CC, to check the coolant additive concentration in the cooling system. From thermostat coolant outlet To water pump coolant inlet Heat exchanger Sea water from pump Sea water outlet in exhaust. Coolant from exhaust manifold to block Turbocharger exhaust housing Exhaust manifold Coolant from block.

Cooled air to intake manifold 6. Sea water from aftercooler to gear cooler 7. Sea water from gear cooler to heat exchanger.

Clean air is very important to the life of the engine; dust and dirt can damage the cylinders very quickly. Intake air for the naturally-aspirated engine flows through the air cleaner into the intake manifold. From the intake manifold, the air is pulled into the cylinders and used for combustion.

After combustion, it is forced out of the cylinders and through the exhaust manifold. On turbocharged engines, the intake air is drawn through the air cleaner into the compressor side of the turbocharger, through the crossover tube, and into the intake manifold. From the intake manifold, the air is forced into the cylinders and used for combustion. On turbocharged engines, the energy from the exhaust is used to drive the turbine wheel of the turbocharger.

The turbine wheel and shaft drive the compressor wheel, which forces more air into the cylinders for combustion. The additional air provided by the turbocharger allows more fuel to be injected to increase the power output of the engine.

On turbocharged, aftercooled engines, intake air from the turbocharger flows through the cooling fins of the aftercooler before entering the intake manifold. The cooled air becomes more dense and contains more oxygen; which allows more fuel to be injected, further increasing the power output from the engine.

The to automotive engines use a chassis-mounted charge-air cooler, rather than an engine-mounted aftercooler, to provide cooler intake air to the engine. This improves the engine performance and reduce emissions. The charger-air cooler system uses large piping to transfer the air from the turbocharger to the charge-air cooler; then to the engine intake manifold. NOTE: The long-term integrity of the charge-air cooling system is the responsibility of the vehicle and component manufacturers.

Some turbocharged engines use a wastegate turbocharger to limit the maximum boost pressure that the turbocharger can develop. Wastegate operation is controlled by an actuator that senses intake manifold pressure and balances it against a preset spring-load. The wastegate valve is located in the turbine inlet passage. When open, it diverts a portion of the exhaust gas around the turbine wheel, thereby controlling the shaft speed and boost. The wastegate bracket is an integral part of the turbocharger.

Tampering with the wastegate components can reduce durability by increasing cylinder pressure and thermal loading because of incorrect inlet and exhaust manifold pressure. Poor fuel economy and failure to meet regulatory emissions laws can result. Increasing the turbocharger boost will not increase engine power.

The turbine wheel, compressor wheel, and shaft are supported by two rotating bearings in the bearing housing. Passages within the bearing housing direct filtered, pressurized engine oil to the shaft bearings and thrust bearing. The oil is used to lubricate and cool the rotating components to provide for smooth operation. The oil then drains from the bearing housing to the engine sump through the oil drain line.

A restricted or damaged oil drain line can cause the turbocharger bearing housing to be pressurized, causing oil to leak past the seals. NOTE: An adequate supply of good filtered oil is very important to the life of the turbocharger. Make sure that a highquality oil is used and that the oil and oil filter are changed according to the maintenance recommendations. Lubricating oil blending is not permitted. It will plug up and eventually damage the catalyst.

High-sulfur fuels must not be used with the catalyst. No welding or modifications of the catalyst are permitted without permission of the catalyst manufacturer.

The intake manifold heater control module monitors the intake air temperature, engine rpm and keyswitch voltage. The intake manifold heater elements operate in the preheat, post heat, and post heat recycle modes. The proper operation of the intake manifold heater system and starting procedures will prevent excessive engine starter motor use and minimize white exhaust smoke when the engine is first started.

On C series marine applications, there are three phases of intake air heater operation: preheat with keyswitch ON and engine not operating , post heat after a successful engine start , and post heat recycle after the termination of the post heat. In order to allow maximum current to be used by the starter, the heater elements are deenergized during cranking. The amount of time the heater stays in preheat, post heat, and post heat recycle is determined by the intake manifold temperature.

During the post heat recycle mode the heater elements are energized in five-second intervals for a maximum duration of 20 minutes.

If the engine rpm is advanced above the maximum set point rpm for B series and rpm for C series engines , the post heat recycle will be terminated. Heater Cycle Chart Battery voltage above The intake manifold heater option is installed between the aftercooler and intake manifold. The heater is totally electrically operated. The intake heater system operates in three modes as follows: Preheat Cycle The heater control module receives and monitors supply voltage from the keyswitch.

The heater control module receives electrical signals from sensors mounted on the engine. The temperature sensor senses intake air manifold temperature and provides input to the heater control module circuit. This is known as the preheat cycle. The heater control module provides signal voltage to active the air heater solenoids.

Intake air temperatures sensed by the temperature sensor dictate different preheat cycle times, up to a maximum of 20 seconds. Both elements heat during this cycle. After the preheat cycle, the starter can be engaged to start the engine.

If the starter is engaged before the cycle time is complete, the heater control module will automatically shut off the elements during cranking. Post Heat Cycle The engine speed sensor on the flywheel housing senses engine speed and activates the post heat cycle within a specified rpm range. The engine must be operating in a given range. Battery voltage is monitored by the heater control module system. The temperature sensor continues to monitor intake air temperature. This cycle can continue for up to 20 seconds maximum and does not have a rpm cutout.

Post Heat Recycle The post heat recycle mode occurs for a maximum of 20 minutes; as long as the heater control module senses specified range of the air temperature, voltage, and rpm. Each activation lasts for five seconds. Only one element is activated at a time on a VDC system. Only one element is activated at a time. Post heat recycle operates for a maximum of 20 minutes. This operating cycle can be interrupted at any time, if any one of the following conditions occur: 1. Engine exceeds specified rpm, intake air temperature, or voltage range 2.

Heater control module battery sensing voltage below If the post heat recycle is interrupted during its minute cycle, the cycle will restart, and reset for another 20 minutes if all of the following conditions occur: 1. Engine below rpm 2.

Heater control module battery sensing voltage between Once the 20 minutes of post heat recycle has ended, the ignition key must be turned to the OFF position and back to the RUN position to restart the air heater cycles again. Sea Water Aftercooled 1 Intake valve 2 Intake air inlet to turbocharger 3 Turbocharger air to aftercooler 4 Aftercooler to intake manifold. Exhaust System - Overview General Information Turbocharged Engines - Exhaust Leaks Inspect for exhaust leaks at the exhaust manifold, turbocharger, exhaust pipe s , muffler, and catalyst restrictions.

Leaks or restrictions will cause the turbine and impeller to operate at a lower speed and reduce the amount of air being forced into the cylinders. The symptoms of a restricted or leaking exhaust system are: 1.

Excessive smoke 2. Low intake manifold pressure 3. Low power. Compressed Air System - Overview General Information The compressed air system normally consists of a gear-driven air compressor, an air governor, air tanks, and all necessary plumbing.

The compressor runs continuously but has loaded and unloaded operating modes. The operating mode is controlled by a pressure-activated governor and the compressor unloading assembly.

The economy E-type unloader system was designed to reduce pumping losses and engine boost pressure losses through the compressor intake valve while operating in unloading mode. When the air system reaches a predetermined pressure, the governor applies an air signal to the air compressor unloader assembly, causing the unloader cap to seal off incoming air at the intake valve, and compressed air stops flowing into the air system.

NOTE: System pressure must be maintained on the outlet side of the discharge valve to keep the discharge valve closed. As the air in the air system is used, the pressure drops. At a predetermined pressure, the governor exhausts the air signal to the compressor unloader assembly, allowing the compressor to again pump compressed air into the air system.

If the air system pressure is not maintained on the discharge valve during unloaded operation, air will be pumped out of the compressor cylinder causing a low pressure vacuum condition to form in the cylinder. With the intake valve sealed off by the unloader cap and the exhaust valve being a one-way pressure actuated valve, no air will be allowed to enter the cylinder.

When the air compressor cylinder pressure falls below crankcase pressure, oil will be drawn past the piston rings and pumped into the air system.

Other brands of air compressors can be used on C Series engines. Applications include industrial markets, such as transit buses, refuse trucks, on-off highway construction vehicles, and other.

Unloading is controlled at the air dryer by way of an internal or external air governor. A discharge line unloader is required for installations without air dryers. The advantage of this air compressor is that the downstream plumbing is simplified because of the elimination of the unloader valve. Standard valves have been replaced with Reed valves to enable the air compressor to run continuously without valve endurance issues. Inlet air for the air compressor must be sourced directly from the engine air cleaner, as close to the air cleaner as possible.

To avoid personal injury, always ventilate the compartment before servicing the batteries. To avoid arcing, remove the negative - battery cable first and attach the negative - battery cable last. WARNING When the engine is running, do not wear loose-fitting or torn clothing, long hair, or jewelry that could entangle in moving parts and cause severe personal injury or death.

All components must be carefully matched. The in-line injection pump uses an electronically activated solenoid shutdown system. The function of the valve is discussed in Section 5. Engine Testing - Overview General Information The engine test is a combination of an engine run-in and a performance check.

The engine run-in procedure provides an operating period that allows the engine parts to achieve a final finish and fit. The performance check provides an opportunity to perform final adjustments needed to optimize the engine performance. An engine test can be performed by using a chassis dynamometer. If a dynamometer is not available, an engine test must be performed in a manner that simulates a dynamometer test. Check the dynamometer before beginning the test.

The dynamometer must have the capability to test the performance of the engine when the engine is operating at the maximum rpm and horsepower range full power. The engine crankcase pressure, often referred to as engine blowby, is an important factor that indicates when the piston rings have achieved the correct finish and fit. Rapid changes of blowby or values that exceed specification more than 50 percent indicate that something is wrong.

The engine test must be discontinued until the cause has been determined and corrected. TS-1 General Information TS-1 Troubleshooting Symptoms Charts TS-2 General Information TS Alternator Overcharging TS Coolant Contamination TS Coolant in the Lubricating Oil TS Coolant Loss TS Engine Noise Excessive TS Engine Vibration Excessive TS Excessive Noise TS Fuel Consumption Excessive TS Fuel in the Lubricating Oil TS Fuel Knock TS Smoke, Black — Excessive TS Smoke, White — Excessive TS Troubleshooting Overview TS-3 Driveability - General Information TS-4 Oil Consumption The more information known about a complaint, the faster and easier the problem can be solved.

The Troubleshooting Symptom Charts are organized so that a problem can be located and corrected by doing the easiest and most logical things first. Complete all steps in the sequence shown from top to bottom.

It is not possible to include all the solutions to problems that can occur; however, these charts are designed to stimulate a thought process that will lead to the cause and correction of the problem. After repairs have been made, operate the engine to make sure the cause of the complaint has been corrected.

Troubleshooting Symptoms Charts General Information Use the charts on the following pages of this section to aid in diagnosing specific symptoms. Read each row of blocks from top to bottom. Follow through the chart to identify the corrective action. Troubleshooting must be performed by trained, experienced technicians. Answer questions 4 through 8 using selections A through F listed below. Circle the letter or letters that best describe the complaint.

Is the vehicle slow to accelerate or respond? Additional Comments:. Driveability - General Information Driveability is a term that in general describes vehicle performance on the road.

Driveability problems for an engine can be caused by several different factors. Some of the factors are engine-related and some are not. Before troubleshooting, it is important to determine the exact complaint and whether the engine has a real driveability problem or if it simply does not meet driver expectations.

The Driveability-Low-Power Customer Complaint Form is a valuable list of questions that must be used to assist the service technician in determining what type of driveability problem the vehicle is experiencing. Complete the checklist before troubleshooting the problem. The form can be found at the end of this section. The troubleshooting symptom charts have been set up to divide driveability problems into two different symptoms: Engine Power Output Low and Engine Acceleration or Response Poor.

Low power is a term that is used in the field to describe many different performance problems. However, in this manual low power is defined as the inability of the engine to produce the power necessary to move the vehicle at a speed that can be reasonably expected under the given conditions of load, grade, wind, and so on. Low power is usually caused by the lack of fuel flow that can be caused by any of the following factors: -. Low power is not the inability of the vehicle to accelerate satisfactorily from a stop or the bottom of a grade.

Refer to the Engine Power Output Low troubleshooting symptom tree in Section TS for the proper procedures to locate and correct a low-power problem. The chart starts off with basic items that can cause lower power. Poor acceleration or response is described in this manual as the inability of the vehicle to accelerate satisfactorily from a stop or from the bottom of a grade.

It can also be the lag in acceleration during an attempt to pass or overtake another vehicle at conditions less than rated speed and load. Poor acceleration or response is difficult to troubleshoot since it can be caused by factors such as: -.

Engine-related poor acceleration or response can be caused by several different factors such as: -. Refer to the Engine Acceleration or Response Poor troubleshooting symptom tree in Section TS for the proper procedures to locate and correct a poor acceleration or response complaint. Engine Noise Diagnostic Procedures - General Information NOTE: When diagnosing engine noise problems, make sure that noises caused by accessories, such as the air compressor and power take-off, are not mistaken for engine noises.

Remove the accessory drive belts to eliminate noise caused by these units. Noise will also travel to other metal parts not related to the problem. The use of a stethoscope can help locate an engine noise.

Engine noises heard at the crankshaft speed, engine rpm, are noises related to the crankshaft, rods, pistons, and piston pins. Noises heard at the camshaft speed, one-half of the engine rpm, are related to the valve train.

A handheld digital tachometer can help determine if the noise is related to components operating at the crankshaft or camshaft speed. Engine noise can sometimes be isolated by performing a cylinder cutout test. If the volume of the noise decreases or the noise disappears, it is related to that particular engine cylinder.

There is not a definite rule or test that will positively determine the source of a noise complaint. Engine-driven components and accessories, such as gear-driven fan clutches, hydraulic pumps, belt-driven alternators, air-conditioning compressors, and turbochargers, can contribute to engine noise. Use the following information as a guide to diagnosing engine noise.

The noise caused by a loose main bearing is a loud, dull knock heard when the engine is pulling a load. If all main bearings are loose, a loud clatter will be heard. The knock is heard regularly every other revolution. The noise is the loudest when the engine is lugging or under heavy load.

The knock is duller than a connecting rod noise. Low oil pressure can also accompany this condition. If the bearing is not loose enough to produce a knock by itself, the bearing can knock if the oil is too thin or if there is no oil on the bearing. An intermittent, sharp knock indicates excessive crankshaft end clearance. Repeated clutch disengagements can cause a change in the noise.

Connecting rods with excessive clearance will knock at all engine speeds under both idle and load conditions. When the bearings begin to become loose, the noise can be confused with piston slap or loose piston pins. The noise increases in volume with engine speed. It is difficult to tell the difference between piston pin, connecting rod, and piston noise. A loose piston pin causes a loud double knock that is usually heard when the engine is idling.

When the injector to this cylinder is cut out, a noticeable change will be heard in the sound of the knocking noise. However, on some engines the knock becomes more noticeable when the vehicle is operated on the road at a steady speed. Oil Consumption In addition to the information that follows, a service publication is available entitled Technical Overview of Oil Consumption, Bulletin Number Cummins Engine Company, Inc.

Form List any previous failures that could have had a detrimental effect on cylinder component life. Check for any internal leaks and list them.

Check turbocharger seals, valve guides, air compressor, and so forth. Had the fuel pump been tampered with? The eligibility requirements must be met again, also. Oil Consumption Report Drain and refill oil pan to check dipstick markings and note findings. If not reused, dispose of in accordance with local environmental regulations. Only after above checks are completed, leaks corrected, and proper documentation completed, disassemble engine to determine cause of the failure and repair as required.

State reason for oil consumption. Correction Replace the air compressor air cleaner if installed. Check the air intake piping. Refer to Procedure Block the vehicle wheels and check the air system for leaks with spring brakes applied and released. Check for leaks from the air compressor gaskets Check the air governor for correct operation. Make sure the air governor is located less than 0. Check for carbon buildup. Replace the air compressor discharge line, if necessary.

Check the intake tube for oil. Check the operation of check valves, alcohol evaporators, air dryers, and other OEM-installed Refer to the OEM service manual. Check the unloader valve and unloader body seal. Inspect the air compressor intake and exhaust valve assemblies. Refer to the Master Repair Check the air compressor duty cycle.

Install a Install an Econ valve, a check valve, and system Correction Check for carbon buildup. For all models, check for ice in low spots of the air discharge line, dryer inlet, and elbow fittings. Inspect the drive gears and gear train and repair Check the air compressor timing. Refer to the Replace or rebuild the air compressor.

Bulletin Remove the air compressor and check the oil drain If coolant temperature is above normal, refer to the Drain the reservoirs daily. Refer to the Operation Check for excessive blowby.

Crankcase Gases Blowby Excessive symptom tree. Correction Inspect the drive gears and gear train and repair Correction Block the vehicle wheels and check the air system for leaks with spring brakes applied and released.

Refer to Procedure and the OEM service manual. Move throttle to raise engine speed to rpm to excite the alternator. Refer to the Operation and Check the battery cables and connections. Refer Battery cables or connections are loose, broken, or Load-test the battery.

If the battery charge is low, charge the battery. If battery fails the second load Check the alternator belt tension. Check pulleys in belt wrap, and repair, if necessary. Replace belt or Refer to Procedures and Inspect the alternator mounting hardware for a proper electrical connection to the battery. Remove any paint and debris from the ground connection. Check mounting bracket bolts for proper torque. Test the alternator output. Refer to Procedure Correction Verify the concentration of antifreeze in the coolant.

Add antifreeze or water to correct the Refer to Cummins Coolant Requirements, Bulletin Drain and flush the cooling system. Fill with correct mixture of antifreeze and water. Refer to Procedure and Cummins Coolant Requirements, Bulletin Check the transmission oil cooler and torque Lubricating oil leaks from lubricating oil cooler, head gasket, head, turbocharger, and cylinder block.

Inspect the engine and its components for seal, gasket, or draincock leaks. We also use third-party cookies that help us analyze and understand how you use this website. These cookies will be stored in your browser only with your consent. You also have the option to opt-out of these cookies. But opting out of some of these cookies may have an effect on your browsing experience. Necessary cookies Necessary cookies. Statistical cookies analytics.

Customization cookies functional. Marketing cookies advertisement. Remove the equipment compartment door. Access the control box. On the bartop: 4.

Make sure the water line is at least six inches, the bottom of the control panel. Using a thin metal blade, i. Remove the panel, gasket material, silicone, and cable from the opening in the shell. Align the panel with the opening and thread the ribbon cable through the opening in the shell and down to the control box. Rest the control panel in the location where it will be installed. Connect the cable into the appropriate receptacle on the circuit board; refer to the Electrical Schematic.

Apply power and verify that the following functions are operative. Run all functions to be sure the control panel is fully operative.