C-300 Tata Motors

7/28/2019 C-300 Tata Motors

http://slidepdf.com/reader/full/c-300-tata-motors 1/115

Service Training School

Cummins Diesel Sales & Service (India) Ltd. ‘C’ Series Engine Familiarization – Tata Motors Ltd.

C Series Engine

FamiliarizationFor – TATA Motors Ltd.





1. C Series Engine Familiarization

Invented in 1985 at CDC RockymountUSA, with a mission of light weight/fuel

efficient/cost effective engine which will

cater wide range of applications like Auto/

Pg/ Industrial/ Ag/ Defence.

Extensive product validation by durability

testing, 100 Engines were employed with

40,000 durability test hours in addition to1.3 Million vehicle miles.

CSS&S Product Division has shipped first

engine in July 2003.





2. The purpose of this program

is to familiarize you with the

CUMMINS C SERIES DIESEL

ENGINE. First, we'll discuss the

general specifications and

applications, design features andserviceability aspects. We will

then describe the engine systems

and some of the optionalhardware.





3. The C Series engine is a

heavy-duty diesel engine

featuring many of the B

Series design concepts for simplicity and compactness.





4.The engine incorporates,in one design, all the

important features and

advantages of modern dieseltechnology.





5. It's designed to metric

specifications throughout. The only

deviation from these specifications isthe use of SAE standard pipe fittings

and plugs. Unit specifications for

optional accessory equipment willvary with the supplier. The service

publications list metric values along

with their SAE equivalents for

comparison.





Data Plate :CDS&S Product Division on behalf of

Cummins India Limited.

CID/L – 8.3 Series – C CPL – 8739ESN – 2575 XXXX Model – C 300 20

Valve Lash ( Cold) IN EXHmm 0.30 0.558

Firing Order : 1-5-3-6-2-4 Low Idle RPM : 700

Mfg. Date : MM/YYYYCust.Spec – 41045 Rated HP – 296 @ 2200 RPM

Fuel Rate at Rated HP : 156 mm3/ stroke





9.For automotive engines, thefirst character denotes engine

series, followed by engine

displacement. The remaining

numbers indicate the rated

horsepower.





10. The engine displacement

is 8.27 liters (504.5 cu. in.),

the bore is 114 mm (4.49

in.) and the stroke is 135

mm (5.32 in.). The engine

firing order is the same as allother Cummins in-Iine six-

cylinder engines,

1-5-3-6-2-4.





11. The engine is designed

as a turbocharged engine, but it is available as a

naturally aspirated engine

for industrial applications.

Now let's discuss the design

features of the C Series

engine starting at the front

of the engine.





12. Rubber-core and

viscous dampers are used to

dampen torsional vibrations. A

wide variation of options are

available on the engine for

automotive, industrial and

construction applications. Anautomatic belt tensioner

maintains proper belt tension.

This view illustrates a belt-driven fan hub.





13. This is the gear train

layout of the engine. All the

gears are hardened and have

helical-tooth form for strength

and quiet operation. Timing-

mark alignment is used

between the crankshaft andcamshaft gears. The fuel pump

drive gear does not require an

alignment keyway or timingmarks.





14. The drive shaft diameter of

the Bosch PES.A, PES.MW,

and PES.P pumps are

different. Three unique pump

gears are required.





15. The higher horsepower

rated engines require that theintake air be cooled.

Industrial engines typically

use traditional engine coolant

aftercooling, while

automotive engines typically

use charge air cooling.





16. The cylinder head is a

one-piece, cross flow design

with two valves per cylinder.

This design preserves

exhaust energy by slightlycooling the short exhaust

ports.





17. A pulse type exhaust

manifold with a divided entry

passage is used with a dual-entry

turbine housing to improve

engine efficiency. Naturally

aspirated engines also use the

pulse-type manifold for parts

commonality.

C Series Engines use a

turbocharger manufactured by

Holset Engineering Co., Ltd., a

wholly-owned subsidiary of

Cummins Engine Company, Inc.





18. The cylinder head designfeatures include:

integral intake manifold

integral fuel filter head

This design minimizes the

potential for air and fuel

leaks.





19. The valve guides and seats

are replaceable.

The integral valve stem seal

combines the valve springguide and the valve stem seal

as one part.





20. The valve train consists of

the camshaft, tappets, push

rods and the rocker lever

assembly. In addition to the

intake and exhaust valve

lobes, the camshaft has a provision for driving the fuel

transfer pump. A, P pump and

MW pump use a chilled-ironcamshaft.





21. Replaceable bushings are

used in each of the camshaft

block bores. Oversized

bushings are available for servicing damaged bores.





22. The cylinder block has many

innovative design features. The

block casting includes provisionsfor:

• oil cooler housing

• thermostat seats

• coolant bypass line

• water pump volute

• oil pump housing

• water pump inlet





23. The engine has replaceable wet

cylinder liners. The mid- stop design is

used to "locate" the liner in the block. A

press fit between the liner and the block

aligns the top of the liner in the block

bore with the cylinder head gasket

providing the coolant seal. A band seal is

used for coolant sealing at the mid-stop.

Worn or damaged liner seats can be

machined. Service shims are used to

assemble the liner to the specified

protrusion after machining.





24. The power components in

the engine (piston, rod, and

crankshaft) also offer distinctivedesign features.





25. The connecting rod is the

heavy-duty Cummins design.The pin bore bushing is splash

lubricated by dual piston-

cooling nozzle spray. The rod bearings are steel with an

aluminum overlay or tri-metal.





26. These engines use three-ring-grooved pistons. A dual Ni- resist insert with a

keystone profile provides better wear

characteristics to the top two ring grooves.

Other piston features include: a full floating

piston pin held in by retaining rings. and a

forged aluminum body. The combustion bowls

for turbocharged and naturally aspirated

engines are similar in appearance. Higher

rated turbocharged engines use an anodized

coating on the piston face and bowl to increase

durability.

Always check the part number to be sure the

correct configuration is being used during

piston replacement.





27. The crankshaft is a forged-steel, full-fillet-hardened,

integrally balanced unit. The

crankshaft thrust is controlled by

a flanged, upper bearing shell,

which is located in the number 4

main bearing. Oversized rod and

main service bearings areavailable for use with reground

crankshafts. An oversized,

flanged upper shell will also beavailable to permit clean-up of

the thrust surface.





28. The overall design objectives

include simplicity for service. Only

three special tools are needed for overhaul: the Cummins universal

liner puller. liner driver and liner

hold- down clamps. The cam

bushings can be removed and

installed with a universal

automotive tool. A liner seat cutting

tool is available if needed.





29. Now let's discuss thefour systems, starting with

the LUBRICATING OIL

SYSTEM.





30. This schematic illustrates the

oil flow through the entire engine

system. We'll trace this flow

section by section as it progresses through the engine





31. The lubricating oil flow begins as the higher capacity

gerotor pump draws oil from

the pan through the rigid,internal suction tube.





32. The pump then delivers the oilthrough an internal drilling in the

cylinder block to the bottom of the

oil cooler. Through the inner

channels of the cover the oil flows

to the top of the oil cooler.





33. At the top of the oil cooler,the oil flows by the

thermostat. If the oil is cold,

the thermostat will be open,allowing some oil to bypass

the cooler and flow to the

filter. As the temperature of

the oil increases, the

thermostat will close and force

the oil flow through the cooler

element, thereby regulatingthe oil temperature to the

engine.





34.Coolant which passes around

the plates of the element cools the

oil. From the cooler, the oil flows

to the combination oil filter, filter

bypass valve, and the pressure

regulator.





35. The regulator valveremains closed until the main

oil rifle pressure is

approximately 345 kPa (50 psi). At high pressure, the

responsive regulator plunger

moves toward the plug,

allowing some oil to return to

the pan. The tapered shoulder

on the regulator plunger creates

a variable opening to regulate pressure.





36. The turbocharger is

lubricated by filtered engine

oil. Oil under pressure issupplied to the bearing

journals and the thrust

bearing. Once the oil has

passed through the bearings, it

is no longer under pressure,

and flows under gravity, back

into the engine oil pan sump.





37. A combination oil filter isused on the C Series engine. The

upper section of the filter

contains the full flow filter element while the lower section

contains the bypass element. Oil

which flows through the full

flow portion of the oil filter

flows to the main oil rifle. Oil

which flows through the bypass

portion of the filter, returns tothe oil pan.





38. During normal engine

operation, oil circulates through

the full flow section of the

combination filter and into themain oil rifle. If the full flow

section becomes plugged to the

point that a 137 kPa (20 psi)

pressure difference exists between filter-in and filter-out,

the bypass valve opens in the

oil filter head and routes

unfiltered oil to the main oilrifle.





39.To measure the pressuredifference between filter-in

and filter-out, a filter-in

pressure port and a filter-out

pressure port are integral

parts of the filter head.





40. Once the oil has been

cooled and filtered, a

drilling over the number 3main bearing carries it

across the block to the main

oil rifle. The main oil rifle

runs the length of the block

and carries oil to the

overhead and lower end

through individual drillings.





41. The transfer drilling from themain oil rifle intersects a drilling

between the main bearing bore

and the camshaft bushing bore.

These drillings supply oil to the

cam bushing and main bearing.

The groove in the main bearing

upper shell guides oil flow to thedual piston cooling nozzles,

which are seated in the upper

main bearing saddle. The piston

pin is splash lubricated by thespray from the piston cooling

nozzles.





42. From the main bearings, oil

enters the crankshaft and

lubricates the rod bearings

through internal cross drillings.





43. Drillings in the block

and gear housing connect to

the external groove on thenumber one cam bushing to

provide oil to the injection

pump. An overflow holeabove the pump shaft

allows oil to return to the oil

pan.





44. Oil to the overhead is

carried to the cylinder head by a vertical drilling that

intersects the external

groove in the number seven

camshaft bushing. The main

oil rifle supplies oil to the

cam bushing.





45. The oil then flows to anangle drilling in the cylinder

head. From the angle drilling,

the oil flows through an oil

transfer tube. which supplies

the oil to the rocker lever

assemblies. The rocker lever

supports are installed over thetransfer tube. From a hole in

the transfer tube the oil is

transferred to the rocker

support capscrews by therelieved area in the base.





46. Oil flows around the

capscrews to the rocker shaft.

Oil continues to flow into theinside diameter of the shaft

and along its length. The ends

are sealed by cup plugs.

Drillings allow oil to flow

from the inside diameter of

the shaft to the intake and

exhaust rocker lever bores.





47. The rocker lever has a

short drilling that carries oilfrom the rocker lever bore

up to a trough on top of the

lever. Oil flows down each

side of the lever to lubricate

the push rod socket and the

valve stem.





48. The front gear train

assembly receives

lubrication from oil splashand a drain hole above the

fuel pump drive shaft. The

oil pump idler gear is pressure-Iubricated. After

lubricating the front gear

train, the oil drains back tothe pan for recirculation





49. Oil pan capacity for the C

Series is 19 liters (20 U.S.

quarts). At normal operating

temperature, minimum oil

pressure at low idle is 69 kPa

(10 psi). At rated speed,

minimum pressure is 207 kPa(30 psi). ( L-16 liters / H-21

liters). System Capacity – 22.4

liters.





50. Now let's take a look at

the COOLING SYSTEM

design and operation.





From the cooler cavity, coolant flows into the lower water manifold

cavity. A portion of the coolant flows through the coolant filter and

returns to the upper manifold.





Coolant from cylinder head enters into cylinder block

upper manifold through six cast opening.





When the engine is belowoperating temperature, the

thermostats are closed, and

coolant is by passed to the

water pump inlet. As thecoolant temperature increases

to the intermediate range,

thermostat will start to openand coolant flow to the bypass

will start to be restricted. At

engine operating temperature

the thermostat will be openand bypass will be closed.



S i T i i S h l





64. On charge air cooled

engines, the intake air is drawn

through the air cleaner into the

compressor side of the

turbocharger. The air then

flows through a large pipe,

around the fins of the charge air cooler, and through another

large pipe into the intake

manifold.

S i T i i S h l





65. Air flow continues through

the inlet ports and into the

combustion chambers. After

combustion, the exhaust gases

flow out the opposite side of the

cylinder head. This flow patternacross the cylinder head defines a

"cross-flow" cylinder head.





72. The timing feature prevents

rotation during pump installation.

A protruding internal tang

indirectly attached to the pumpshaft locates the pump shaft for

correct timing to the engine. A pin

behind the access nut is fitted over the tang to prevent rotation.

After pump installation, the pin

must be removed and installed in

the reverse position for storage

behind the access nut.





77. When the high-pressure fuel

reaches the injector, the pressure

lifts the needle valve against thespring tension to allow fuel to

enter the combustion chamber.

Leakage past the needle valve

enters the fuel drain manifold. Thefuel drain manifold routes leakage

from the injectors to the inlet

fitting on the intake port of the

fuel filter head.





79. SAE #1, #2, and #3 flywheel

housings (both wet and dry) are

available with arm or pad mounting

arrangements. When used with theoptional variety of flywheels,

flexplates, torque converters and

clutches, transmission mounting

requirements for both automotiveand industrial markets are satisfied.

A barring mechanism is optional

with the flywheel housings (both

wet and dry).




87. Multiple turbocharger

locations are also available to suit

space constraints of various

installations. Several locations are

offered:

• a high-center mounting (front

exhaust outlet)• a high-center mounting (rear

exhaust outlet)

• a low-mounting





88. This concludes the C

Series engine familiarization

program.




C Series Engine Maintenance Schedule :Every 36000 kms

• Drive belt tension

• Valve clearance

• Electricals

Every 72000 kms

• Vibration damper • Battery

This is on High Way specification. Off- High way Oil & Filter change interval

is 9000 kms or 250 Hrs of operation whichever occurs first.

Flush cooling system and fill fresh coolant at every 2 years or 3,20,000 km.

whichever occurs first.





Troubleshooting : Major Troubles


C-300 Tata Motors

Documents

Transcript of C-300 Tata Motors