3387087_kt2300&kta3067

7/28/2019 3387087_kt2300&kta3067

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7/28/2019 3387087_kt2300&kta3067


FOREWORD

In this program we have tried to introduce you to the

four basic system flows of the KT/A 2300 and the KTA

3067 engines. Before a technician can begin to do a

good job maintaining and troubleshooting these en-

gines, he must have a thorough understanding of the

information contained in the following pages.

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Copyright@ 1978By Cummins Engine Company, Inc.

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1. This program is designed to familiarize you with

the K-2300 and the K-3067 engines.

2. The current ratings for the 2300 engines are 900

horsepower non-aftercooled, 1050 and 1200 horse-

power aftercooled, with an engine weight of 8200

pounds.

3. The current rating of the 3067 engine is 1600 horse-power aftercooled. with an engine weight of 10,700

pounds.

4. These engines are designed for heavy-duty appli-

cations such as tbts 170 ton rear dump,-

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5. and this front end loader.

6. They have such features as rear gear drive capable

of producing 400 horse power continuously, to drive

auxiliary equipment such as hydraulic pumps.

7. One flywheel housing can be used for the electric,

torque converter, or clutch drives by changing

adapters.

8. Electric or air starters may be mounted on either

the right.

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9. or left side of the engine flywheel housing.

10. The oil filter head can be mounted on the right 0 0 00 0

11. or left side of the block with few changes. ...

12. A high capacity oil system allows extended opera-

tion between service checks.

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13. As you can see, most of the major parts of the 2300

and 3067 are common between the two engines.

14. Notice that most of the uncommon parts between

the engines are different because of the number of

cylinders. Exceptions are a few parts like the turbo,

aftercooler housing, vibration damper, and air

crossover .

~15. The front gearing arrangement for both the 12 and

16 are the same

'""

16. The rear gear train is also alike on both engines

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17. This is the firing order for the 2300 (1 R, 6L, SR, 2L,

3R, 4L, 6R, 1 L, 2R, SL, 4R, 3L). The cylinders are

numbered from the front to the rear on each bank.When facing the engine from the flywheel end, right

and left banks are designated.

18. The firing order for the 3067 is shown in this slide.

(1 R-L, 3R-L, 7R-L, SR-L, 8R-L, 6R-L, 2R-L, 4R-L).

19. Both the 2300 and 3067 have this backside fan hub

idler option. The idler has spring tension to main-tain the proper belt tension at all times, and asbock

absorber to keep the belt from bouncing the idler

pulley, preventing the belt from jumping off.

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20. -Now let's take a look at the lube systems of these

engines, Although some of the components are

slightly different, the oil flow through these engines

is the same. The lube pump for the 12 has a two-gear

pump with a flow of 124 G.P.M., the 16 has a three-

gear pump with a flow of 165 G.P.M.

t,.-

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21. With the filters mounted on the left side of the en~

gine, the flow starts at the sump, through lh,e- luge

pump, where it is regulated at 160 PSI. .: then

through the pump discharge tube which~ plumb.edto -the block on the side opposite the filterhead.From here it travels up the internal drillings to a

jumper cover on the side of the block.

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22. From the jumper cover oil flows in toward the center

of the vee to the oil coolers. (There are three cool-ers on the 12 and four coolers on the 16.) From the

cooler elements the oil travels down to the filterhead through the filters. From the filter head, it goestwo ways: ,

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23. A small portion goes through the pressure control

valve for the piston-cooling rifle on the filter head

side of the block«The rest of the oil flows to the cen-

ter of the block to the main oil rifle ~f-the engine. At

the same time it travels to the piston-cooling pres-

sure control valve, then to the piston-cooling rifleon the side of the block opposite the filter head.

24. The oil flows from the main rifle to the cam rifles on

each side of the block.

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25. Let's back up and take a closer look at these filter

heads. The fi Iter head for the 12 has 4 fi Iters and the

head is made of aluminum.

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26. The 16 has a 5-filter head that i~ made of cast iron

27. Although these filter heads are a little different, they

function in the same way. As the oil enters the filter

head it is regulated, as we'll see in a few seconds.At this point some of the oil will return to the pan.

The rest of the regulated oil flows to the outside of

the filter media.

28. The oil then passes through the filter media and

back up to the clean-oil rifle of the filter head. Here,the control rifle for the regulator can sense oil pres-

sure from the clean-oil side of the filters. In otherwords, if the filters become restricted, th'e control

rifle will ask the regulator for more oil, and will main-

tain 50-70 PSI oil pressure.

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29. Filters should be changed at normal change inter-

vals. But, it is also a good idea to measure the pres-

sure differential between the oil '.before"the filter

and the oil "after" the filter. The pressure gaugescan be plumbed into the filter head at the top for the

"before" filter, and at the end for the .'after" filter.

While we're in this area, we'd like to point out that a

good place to prime the engine lube system is in the

plug at the top of the filter head,

30. or at the jumper cover on the opposite side of the

block.

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;31. As the oil flows from the filter head, goes by the piston-cooling control

26 PSI, will open the passage to

rifle on the filter-headder of the oil flows to the center

main rifle, and over to the

control valve on theagain, the control valve will open at 26 PSI

oil to enter the piston-cooling rifle on that side of!

the block.

32. When the filter head Is mounted on the right side of

the engine, the flow would look like this.

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,...

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33. Notice when the filter head is changed to the right

side of the block, it is necessary to relocate the lube

pump discharge tube. This is necessary becausethe former "oil supply'.' drillings in the block now

become the "regulator dump" drillings in the block.

34. The bottom end of the engine is lubricated from the

main oil rifle through an intersecting drilling to the

main bearing. The oil then flows into a cross drilling

in the crankshaft to the rod bearings. From the rod

bearing, oil travels up the rod to the piston pin.Also in this slide we can see how oil flows to the

piston cooling nozzel.

is lubricated from the cam oil rifle.

from this rifle up to an intersecting

the cam followers. The oil flows

capscrew and into the follower

the shaft tt travels into the follower toI the pin and roller. The flow

up to an orifice at the top ofwhich is installed to prevent flooding the

overhead with oil.

36. Oil then travels into the cylinder head, around the

rocker box capscrew into the rocker ~haft, then fromthe shaft into the bushing and lever. The crosshead

and valve stem are lubricated from bne end of the

rocker lever, and the adjusting screw and push tube

socket on the other end. At the same time, the cam

bushings are lubricated by -cam rifle oil.

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37. In this view we can see how the oil flows from the

main oil rifle, through intersecting drillings in the

block, to the three idler shafts and the bushings in

the idler gears.

38. From the main oil rifle oil also flows into the front

cover, through intersecting oil drillings to the water

pump drive bushing, then back into the water pumpto lubricate its bearings. From here, oil travels to the

hydraulic pump drive bushings, then on the other

side to the a-ccessory drive bushings and into the air

compressor to the fuel pump drive coupling.

39. At the rear of the engine the drilling that supplies

oil to the rear main bearing has an intersecting drill-

ing which supplies oil to the thrust bearing on the

back side of the crankshaft thrust bearing flange.

40. The rear gear train receives its oil from the cam rifle

on each side of the block. The left-bank cam riflesupplies oil to the two idler gears and shafts. The

right-bank cam rifle supplies oil to the upper output

housing.

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41. The turbo receives its oil supply from around the

camshaft on the left bank for the rear turbo, and the

right bank for the front turbo. The oil drain from theturbo drains back into the block through a drillingto the sump. .

42. The upper output rear gear train housing receives

its oil from the lower housing. The left-bank oil rifle

lubricates two of the output gears and the right-bank

oil rifle lubricates the remaining output gear.

43. Now let's take a look at the cooling systems of these

engines. Although they look the same, the waterpumps are slightly different. The impeller diameteris smaller for the 2300 and has a flow of 480 GPM,

while the 3067 has a larger diameter impeller with aflow of 640 GPM.

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44. The coolant flow is from the water pump to the cen-

ter of the vee around the oil coolers; in the water

jacket around the outside of the liners, up into thecylinder heads around through the heads, then outinto the rocker box housing manifold.

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45. Part of the water flow goes to the aftercooler throughthe "Y" connection at the vee, through the tubes in

the aftercooler cores, then out to the thermostat

housings through their return tubes.

46. When the engine is below operating temperatures,the thermostats are closed so the coolant flow can-

not return to the radiator. If flows through the center

of the thermostat and back through the bypass line

to the inlet side of the water pump.

47. When the engine is at operating temperature, the

thermostats are open, and the coolant flow is direct-ed to the radiator. ,

48. Air flow in these engines is from the air cleaner,

through the turbo to the diffuser connector on theaftercooler housing; through the cores of the after-cooler, then through the connector to the intake

manifold. From here it travels through the intake

manifold to the cylinder head; then through the in-

take port of the cylinder head to the combustionchamber. The 3067 has a balance connector be-

tween the intake manifolds.

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49. The fuel system is basically the same on both en-

gines, with the exception of the fuel pumps. The K-12has the PT (type G) fuel pump like the pumps that

are used on our other engine models.

50. The K-16 has a new PT (type H) (high-capacity) fuel

pump that has been developed for this engine. Tomeet the wide range of engine applications there

are several fuel pump configurations available.

.

51. The flow through the fuel systems is from the tank,

through the fuel filters, to the fuel pump through the

pump, and out the shutdown valve. From the shut-down valve, fuel travels through the check valve and

on to the fuel block or fuel control valve.

52. The fuel control valve is used on some applications

to cut off fuel supply to the left bank of the engineat idle. The valve closes when fuel pressure drops

below 10 PSI. Once the fuel pressure reaches 40 PSI

the valve is fully open and fuel will be supplied equal-

ly to both banks of the engine.

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53. From the fuel block the fuel travels two ways. Somegoes across to the right bank through an internaldrilling in the block. Fuel that is going to the left

bank travels through an external tube to the con-nector at the fuel manifold, then into the top drill-

ing to the injector.

54. Fuel then returns through the lower drilling in the

fuel manifold to the connector. From here it flows

through an external line to the fuel block, then re-

turns to the tank.

/-~

55. This completes the four basic system flows of the KV

series engines. If you understand how these sys-

tems function, you should have little or no trouble

when it come to troubleshooting system problems

in these engines.

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