Centinel System – Repair Manual – 000-999   Complete Engine – Overview

General Information

Engine Nomenclature

To assist the reader of this manual in accurately identifying the appropriate engine version to repair, the manual is using the engine’s ECM model number as the identifier in the task title of each procedure. The engine(s) for the corresponding ECM model number nomenclature are as follows:

All Applications

Includes all ISX automotive engines, Signature engines, QSX industrial engines, and all power generation engines, regardless of ECM model.

Automotive With CM870

Includes ISX automotive EGR engines built with CM870 model ECM, introduced in 2002.

Automotive, Industrial with CM570 and Power Generation without CM570

Includes ISX automotive engines, Signature engines, QSX industrial engines built with CM570 model ECM, and all power generation engines supplied with their unique control module

Automotive with CM570

ISX automotive and Signature engines built with CM570 model ECM, built 1998 through 2002.

Industrial CM570 and Power Generation without CM570

QSX industrial engines built with CM570 model ECM and power generation engines supplied with their unique control module.

If the user of this manual is not sure of the ECM model number, the ECM model number can be identified by reviewing the electronic data plate using INSITE™ electronic service tool.

Repair

Concern has been generated at both the factory and in the field about engine failures that occur a short time after an in-frame repair. Analyses of the returned parts indicate many of the failures are the result of dirt entering the engine during repair. In particular, investigation of the failure of ISX engine connecting rod and main bearings very soon after field repairs of the oil cooler, front cover, or cylinder head has shown that 30 percent of the failures are the result of contamination of some main oil drillings. Investigation into the type and source of the contamination indicates it is appropriate to restate, review and revise parts cleaning instructions for all engines.

The statement “A person can spend too much time cleaning parts, but a person can not get them too clean” is even more relevant as customer expectations and regulatory requirements increase. These demands, coupled with increased diesel engine product complexity, place more pressure on the field technician in terms of time required to perform a quality repair. In an effort to reduce customer down time, many different labor saving devices, techniques, and shortcuts are being used to meet customer expectations. However, some of the shortcuts and labor saving efforts are the very things that can cause contamination of internal engine components that lead to additional failures.

Review the General Cleaning Instructions in this manual. Field shops are strongly encouraged to review these instructions with all technicians and to include general cleaning instructions in technician training programs and new technician orientation programs.

Magnetism

If the engine is found to be magnetized, the engine will need to be disassembled and examined for:

• Engine inspection for electrical pass-through damage
• Magnetism of ferrous components
• Debris through the lubrication system
• Damage to bearings and bushings, including: crankshaft thrust bearings, main bearings, connecting rod bearings, and camshaft bushings
• Component or wear damage.

The Disassembly and Assembly sections of this manual can be used to disassemble and assemble the engine.

Measure each ferrous component with a gauss meter and record the results. If the magnetism is out of specification, the engine must be treated in general as if:

• Debris (fine particles) have been traveling throughout the lubrication system, resulting in wear and damage to components.

Components with measured gauss units greater than specification must be demagnetized or replaced. A facility capable of magnetic testing (Magnaflux) of the engine components is capable of demagnetizing (degaussing) components.

Check components in the lubrication system closely and thoroughly clean the oil galleries.

Replace all main bearings, thrust bearings, connecting rod bearings, and camshaft bushings.

NOTE: Do not attempt to demagnetize sensors, engine control modules, or actuators.

There are two methods for demagnetizing components:

• Passing the part through an alternating current coil (50 or 60 cycles per second)
• Passing a reversing, 30 point step-down current through the part.

The alternating current coil is suggested for smaller parts.

For larger mass parts, the reversing 30 point step-down is suggested.

Parts with acceptable levels of magnetization must be cleaned and inspected for reuse.

It is recommended to have the alternating current coil just large enough for the parts to pass through. A small part passed through a large coil will not be demagnetized as well as if it were passed through a smaller coil.

The coil must be located so the longest part axis of the part is perpendicular to the coil when passing through. Parts must pass through a minimum of 457.2 to 609.6 mm [18 to 24 in] beyond the coil for the most effective demagnetization.

Do not attempt to demagnetize small parts by loading them into a basket and passing the basket through a coil. Do not attempt to demagnetize a whole engine assembly.

Direct current demagnetization can be accomplished by using the magnetizing unit. Clamp the part between the head and tail stock. Activate the demagnetization controls, and the reversing, step-down current passes through the part. Check all parts with the gauss meter.

When tiny pits occur in clearly defined patterns, or surfaces are fluted, electric current can be the problem. The patterns will vary with metals, sources, and movement.

For insert bearings, pitting is a chief indication. In anti-friction bearings, such as ball bearings, fluted surfaces, or wavy lines of pitting in patterns differing with rotation, vibration, and current are the chief indications.

Sources of electrical damage are:

• Electrically actuated components (such as a clutch).
• Static current from belts or other moving parts.
• Grounding of electrical system through the crankshaft when some component such as the generator or engine block has not been grounded properly.
• An improperly grounded six volt system.

Contaminated Intake Air

For engines that have experienced dust outs because of an intake air system component failure that resulted in cylinder liner and piston ring wear; these engines must be treated as if the lubricating oil system has been contaminated with debris. The engine must be disassembled and cleaned appropriately to remove debris from the oil galleries, block cavities, cylinder head, and air intake system. Do not forget the camshafts and rocker lever pins and rollers; these must be thoroughly cleaned and examined for wear.

The procedures required to replace an engine will vary with different engine models, the type of equipment, optional equipment, and the shop facilities. Use the following procedures as a guide. All replacement steps will not apply to all types of equipment. Complete only the steps that apply to the equipment involved. Use the equipment manufacturer’s recommendations and precautions for removal of chassis parts to gain access to the engine.		SMALL | MEDIUM | LARGE