Detroit Diesel Series 60 Jake Brake Torque Specs

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Section 2.3
N2 Electronic Unit Injector

Page 20 Additional service information is available in the Detroit Diesel Series 60 Service Manual, 6SE483. The next revision to this manual will include the revised information. As a convenience to holders of the Series 60 Service Manual, information in service manual format is attached. The page(s) may be inserted into the manual. Specifications for 1988-2007 Detroit Diesel 60-Series diesel engines. Camshaft timing, valve lash, injector height, and Jake Brake® lash are all very important specifications that must be followed closely in order to optimize the performance and service life of any Detroit Diesel engine.

The N2 Electronic Unit Injector (EUI) is a lightweight, compact unit that injects diesel fuel directly into the combustion chamber. See Figure 'N2 Electronic Unit Injector Cross-section' .

1. Spray Tip‪

11. Injector Body‪

2. Spring Cage‪

12. Plunger‪

3. Check Valve Cage‪

13. Upper O-ring Grooves and Seals‪

4. Spacer‪

14. Fuel Outlet Openings‪

5. Fuel Inlet Opening‪

15. Injector Nut‪

6. Fuel Supply Chamber‪

16. Lower O-rings Grooves and Seals‪

7. Poppet Control Valve‪

17. Flat Disk Check Valve‪

8. Solenoid‪

18. Injector Needle Valve Spring‪

9. Injector Follower‪

19. Needle Valve‪

10. Injector Follower Spring‪

Figure 1. N2 Electronic Unit Injector Cross-section

The amount of fuel injected and the beginning of injection timing is determined by the ECM. The ECM sends a command pulse which activates the injector solenoid. The EUI performs four functions:‪
  • Creates the high-fuel pressure required for efficient injection.
  • Meters and injects the exact amount of fuel required to handle the load.
  • Atomizes the fuel for mixing with the air in the combustion chamber.
  • Permits continuous fuel flow for component cooling.

Engine combustion is obtained by injecting, under pressure, a small quantity of accurately metered and finely atomized fuel oil into the cylinder. Metering and timing of the fuel is accomplished by the ECM which actuates the solenoid poppet valve to stop the free flow of fuel through the injector. When the solenoid poppet valve closes, fuel is trapped in the injector body and under the plunger. The continuous fuel flow through the injector prevents air pockets in the fuel system and cools those injector parts subjected to high combustion temperatures.‪

Note: Do not test new or reliabilt® remanufactured electronic unit injectors prior to installation in the engine. The Kent-Moore® POP stand should only be used as a diagnostic tool on fuel injectors that have been removed from an engine.

Fuel enters the injector through the two fuel inlet filter screens located around the injector body. See Figure 'Fuel Injector Body' . Filter screens are used at the fuel inlet openings to prevent relatively coarse foreign material from entering the injector.‪

Figure 2. Fuel Injector Body

Note: Effective with September, 1988 production, Series 60 engine EUI nuts incorporate one upper seal ring groove and seal ring, instead of two. See Figure 'N2 Electronic Unit Injector' .

Outlet openings, through which the excess fuel oil returns to the fuel return manifold and then back to the fuel tank, are located around the injector nut. See Figure 'N2 Electronic Unit Injector' .‪

Figure 3. N2 Electronic Unit Injector

After entering the nut cavity, the fuel passes through a drilled passage into the poppet control valve and plunger area. See Figure 'N2 Electronic Unit Injector Cross-section' .‪

The plunger operates up and down in the body bore of the injector. The motion of the injector rocker arm is transmitted to the plunger and follower that bears against the follower spring.‪

As the piston moves approximately two-thirds of the way up in the cylinder on the compression stroke, the injector cam lobe begins to lift causing the injector rocker arm to push down on the follower and the plunger. Just before injection begins, the ECM sends an electronic pulse which turns on the injector solenoid. The energized solenoid creates a magnetic force which pulls the armature up, closing the poppet valve and trapping fuel under the plunger and passages leading down to the needle valve. The fuel pressure increases as the plunger continues its downward stroke.‪

A flat disk check valve is built into the injector fuel passages between the plunger and the tip. This check valve normally has no effect on the injection process but will function to prevent cylinder gases from blowing back into the injector and fuel system if a particle of debris should become lodged between the needle and seat or the tip assembly fails.‪

This fuel pressure acts on the needle valve. When it creates a force high enough to overcome the valve spring force holding the needle on its seat, the needle valve moves up, allowing the high pressure fuel to spray into the combustion chamber. The high pressure of the fuel passing through the small holes in the tip creates a finely atomized spray for combustion within the cylinder.‪

After the pulse width time has passed, the ECM turns off the current to the injector solenoid. The de-energized solenoid allows a spring to open the poppet valve, permitting the trapped fuel to spill down, dropping the pressure within the injector. When the pressure is low enough the needle valve closes and ends injection.‪

The beginning of injection and metering of the fuel in relation to the crankshaft position are controlled by the ECM. Injection begins soon after the poppet valve is closed. The valve closing point information, known as the response time feedback, is returned to the ECM. This information is used to monitor and adjust injection timing, thus removing injector-to-injector variation influences on timing. The amount of fuel injected depends on the pulse width stored in the calibration which determines how long the poppet valve remains closed; the larger the pulse width the longer the valve is closed and the more fuel is injected.‪

When the injector rocker arm has completed its downward travel the injector follower spring returns it to the starting position. As the plunger moves up fuel enters the injector pumping cavity for another injection cycle. The constant circulation of fuel through the injector renews the fuel supply in the chamber and aids the cooling of the injector.‪

Section 2.3.1
Repair or Replacement of N2 Electronic Unit Injector

To determine if repair is possible or replacement is necessary perform the following procedure. See Figure 'Flowchart for Repair or Replacement of N2 Electronic Unit Injector' .‪

Figure 4. Flowchart for Repair or Replacement of N2 Electronic Unit Injector

Section 2.3.2
Removal of N2 Electronic Unit Injector

Torque

The following steps must be performed prior to removing an injector:‪

Note: The solenoid can be replaced without removing the injector. Refer to '2.3.4 Repair of N2 Electronic Unit Injector Solenoid and Seals' .

  1. Clean the valve rocker cover around its seat on the head, and in the attaching bolt recesses.
    1. To remove the one-piece rocker cover, refer to '1.6.2 Removal and Cleaning of One-piece Rocker Cover For Diesel Engines Only' .
    2. To remove the two-piecerocker cover, refer to '1.6.3 Removal and Cleaning of Two-piece Rocker Cover For Diesel Engines Only' .
    3. To remove the three-piece rocker cover, refer to '1.6.5 Removal and Cleaning of Three-piece Rocker Cover' .
    4. EYE INJURY

      To avoid injury from flying debris when using compressed air, wear adequate eye protection (face shield or safety goggles) and do not exceed 276 kPa (40 psi) air pressure.‪

      NOTICE:

      All the fuel must be removed from the cylinder head before removing an injector to prevent the fuel from entering the cylinder and causing hydrostatic lock or washdown. If the head is not thoroughly purged of fuel before an injector is removed, fuel remaining in the fuel manifold will drain into the cylinder filling the piston dome recess. It cannot drain from the dome and, if not removed, can cause hydrostatic lock and bend the connecting rod.‪

  2. Drain the cylinder head fuel gallery by removing the inlet and outlet lines from the fittings at the rear of the cylinder head. Blow low pressure compressed air into the inlet fitting for 20 to 30 seconds or until all of the fuel is purged from the cylinder head. See Figure 'Cylinder Head Fuel Fitting Locations' .

    Note: Front and rear rocker shaft assemblies look identical but are not interchangeable because of different bolt hole center distances. The outboard end of each rocker shaft assembly is marked with the DDC logo for identification. Care should be taken to identify and return assemblies to the proper location if both overhead assemblies are removed.

    Note: Loosening the fuel line at the inlet fitting will allow fuel to flow faster. Carefully collect the drained fuel in an appropriate container.

    Figure 5. Cylinder Head Fuel Fitting Locations

  3. Remove the two rocker shaft through-bolts and one nut for each rocker shaft assembly, and lift the rocker shaft assembly off the engine. Refer to '1.3.2 Removal of Rocker Arm Assembly' .

To remove the injector, complete the following steps:‪

NOTICE:

Do not remove the screws from the injector. The wire terminals have keyhole slots to fit over the screw head. Turning the screws too far will damage the threads in the injector solenoid housing.‪

  1. Loosen the injector wire terminal screws two full turns and remove the terminal wires.
  2. Remove injector hold down clamp.

    NOTICE:

    Extreme care should be used when handling an EUI to avoid costly damage by dropping or otherwise mishandling the EUI.‪

    Note: When replacing an EUI, always replace the injector O-rings.

  3. Lift the injector from its seat in the cylinder head by inserting a pry bar under the injector body. See Figure 'Removing N2 Electronic Unit Injector' .

    Figure 6. Removing N2 Electronic Unit Injector

    NOTICE:

    Avoid wire brushing the spray holes to prevent damage.‪

  4. Cover the injector hole in the cylinder head to keep out foreign material. Remove carbon from the injector exterior in the area where the tip joins the nut, using wire buffing wheel (J–7944) .

Section 2.3.3
Disassembly of Electronic Unit Injector

On a Series 60 engine EUI, only the injector solenoid and seal rings are serviceable. The injector must not be disassembled.‪

Section 2.3.3.1
Inspection of the N2 Electronic Unit Injector

To clean and inspect the injector, complete the following steps:‪

Note: The injector can be tested either on or off of the engine.

EYE INJURY

To avoid injury from flying debris when using compressed air, wear adequate eye protection (face shield or safety goggles) and do not exceed 276 kPa (40 psi) air pressure.‪

  1. Clean the exterior of the injector with clean solvent and dry it with compressed air.

    Note: Do not test new or reliabilt® remanufactured electronic unit injectors prior to installation in the engine. The Kent-Moore® POP stand should only be used as a diagnostic tool on fuel injectors that have been removed from an engine.

  2. Test the EUI using J–34760–A . Follow procedures supplied with this tool. Reuse or replace injector or injector and solenoid as indicated by testing.
  3. Inspect the O-rings for damage or foreign material. Replace O-rings.
  4. Inspect the fuel injector tubes at the injector seat. If required, replace the fuel injector tubes.

Section 2.3.4
Repair of N2 Electronic Unit Injector Solenoid and Seals

Perform the following steps for solenoid replacement:‪

  1. Loosen the injector wire terminal screws two turns and remove terminal wires.
  2. Loosen four hex-head screws and remove old solenoid. See Figure 'Electronic Unit Injector Solenoid Assembly' .

    1. Spacer Seals‪

    4. Screw‪

    2. Solenoid‪

    5. Follower Retainer‪

    3. Load Plate‪

    6. Spacer‪

    Figure 7. Electronic Unit Injector Solenoid Assembly

  3. Perform the appropriate step for the DDEC unit used.
    1. For DDEC I and DDEC II, discard the solenoid, load plate, follower retainer, and screws. Do not reuse old screws.
    2. For DDEC III/IV, discard the solenoid, follower retainer, and screws. Do not reuse old screws. The load plate must be reused.
    3. NOTICE:

      The spacer is a matched component with the armature and must remain with its respective injector.‪

  4. Remove spacer and seals from injector body.
  5. Discard seals, but do not discard spacer.
  6. Install new seal in spacer groove and position spacer on body with seal facing down. See Figure 'Electronic Unit Injector Solenoid Assembly' . Seal may be retained in groove with small quantity of grease.
  7. Install new seal in solenoid groove.
  8. Install solenoid on spacer.

    NOTICE:

    The load plate on each DDEC III injector is unique and must remain with the injector. The DDEC III load plate carries the injector part number, the injector serial number in bar code format, and the injector calibration code number.‪

  9. Install new screws through the load plate and follower retainer, solenoid, and spacer.
  10. Thread screws into body and tighten all screws until heads contact retainer and load plate with a slight force (less than 0.6 N·m [5.3 lb·in.] torque) in the sequence shown. See Figure 'N2 Electronic Unit Injector Solenoid Torque Sequence' .

    Figure 8. N2 Electronic Unit Injector Solenoid Torque Sequence

  11. Torque screws to 2 N·m (17.7 lb·in.) in the sequence shown. See Figure 'N2 Electronic Unit Injector Solenoid Torque Sequence' .
  12. On DDEC II injectors only, etch the last four digits of injector part number on the load plate. See Figure 'N2 Electronic Unit Injector Solenoid Torque Sequence' .

Section 2.3.5
Installation of the N2 Electronic Unit Injector

Perform the following steps:‪

  1. If the fuel system is contaminated with coolant:
    1. Drain the fuel tanks and refill with clean fuel. Refer to '14.6.2 Fuel Tanks' .
    2. Replace both filters with new, and clean the fuel/water separator, if equipped. Refer to '14.6.13 Fuel Filters (Diesel)' .
    3. Inspect fuel injectors for damage and replace as required.
  2. If the coolant system is contaminated with fuel, flush and reverse flush the system. Refer to '14.6.4 Cooling System' .

    EYE INJURY

    To avoid injury from flying debris when using compressed air, wear adequate eye protection (face shield or safety goggles) and do not exceed 276 kPa (40 psi) air pressure.‪

    NOTICE:

    Leftover fuel must be removed from the injector bore before injector installation. If fuel is trapped between the top of the injector hole tube and the lower injector O-ring seal, it may seep down to the injector hole tube seal ring, causing swelling and possible seal leakage.‪

  3. Using clean compressed air, blow out any fuel remaining in the injector bore.

    Note: If the engine is equipped with an auxiliary injector tube seal, replace it with a new seal when the injector is removed.

    NOTICE:

    Do not use a metal dowel as this may damage the seal.‪

    NOTICE:

    Injector seals are considered one-use items and cannot be reused. Any time an injector is removed, all three injector nut O-ring seals must be replaced with new seals. Failure to replace seals can result in seal leakage.‪

  4. Detroit Diesel encourages the use of an additional service seal (5104701) that is impervious to both coolant and fuel. This seal should be used in situations where injector tube seal leakage or deterioration is suspected or confirmed. Place the auxiliary seal in the injector hole and seat it against the top of the injector tube with a 41.3 mm (1-5/8 in.) diameter wood or plastic dowel.
  5. Check to make sure the injector bore is thoroughly clean.
  6. Apply a thin coat of clean ethylene glycol to the injector seal rings and install them in the injector nut ring grooves. Make sure seals are properly seated.
  7. Insert the injector into its respective injector tube bore. Visually align the injector body for equal clearance between valve springs (there is no locating dowel pin on the underside of the EUI). After locating the injector, press down on the top of the injector body with the heel of your hand to seat it in the injector tube.

    Note: The injector tube bore should be cleaned and inspected for damage before installation of the electronic unit injector. Refer to '2.4.4 Cleaning of N2 Injector Tube' .

    NOTICE:

    The hemispherical portion of the hold-down clamp washers must be installed facing the clamp (pointing down) in order to prevent damage to the washers. See Figure 'N2 Electronic Unit Injector and Related Parts' .‪

    1. Injector Hold-down clamp‪

    5. Auxiliary Injector Seal‪

    2. Electronic Unit Injector‪

    6. Injector O-rings‪

    3. Injector Tube O-ring‪

    7. Hold-down Clamp Washer‪

    4. Injector Tube‪

    8. Hold-down Clamp Bolt‪

    Figure 9. N2 Electronic Unit Injector and Related Parts

  8. Determine which type of hold-down clamp is used by measuring the overall height.
    1. If the overall height is 54 mm (2.125 in.), proceed to step 9 .
    2. If the overall height is 52 mm (2.047 in.), skip to step 10 .
  9. Position a 0.762 mm (0.030 in.) feeler gage between the clamp and injector spring on the side of the spring that faces the intake manifold.
  10. Install the hold-down clamp , hemispherical clamp washer (flat surface up against bolt) and hold-down bolt to the injector. See Figure 'Hold-down Clamp Washer Installation' . Ensure the clamp does not interfere with the injector spring or valve springs.
  11. Torque the hold-down bolt to 55-66 N·m (43-49 lb·ft).

    Figure 10. Hold-down Clamp Washer Installation

  12. Install the EUI terminal wires by positioning the keyhole in the terminal over the screw in the injector solenoid housing. Pull the terminal end down so that the screw rests in the smaller slot in the terminal. Torque the terminal screws to 1.08–1.13 N·m (9.5–10.0 lb·in.). Do not bend the terminals down after installation. See Figure 'N2 Electronic Unit Injector Terminal Installation' .

    Figure 11. N2 Electronic Unit Injector Terminal Installation

  13. Install the rocker arm shafts, with rocker arms in place. Refer to '1.3.3 Installation of Rocker Arm Shaft Assembly' .

    Note: Front and rear rocker shaft assemblies look identical but are not interchangeable due to different bolt-hole center distances. The outboard end of each rocker shaft assembly is marked with the DDC logo for identification. Care should be taken to identify and return assemblies to the proper location if both overhead assemblies were removed.

  14. Adjust the intake and exhaust valve clearances and injector height. Refer to '13.2 Valve Lash, Injector Height (Timing) and Jake Brake® Lash Adjustments'
  15. Install the inlet and outlet fuel lines to the fittings at the rear of the cylinder head. See Figure 'Cylinder Head Fuel Fitting Locations' .
  16. On DDEC III/IV engines, record the injector calibration code from the load plate with the proper cylinder location.
  17. Install the valve rocker cover. Refer to '1.6.7 Pre-installation of Rocker Cover' .
  18. For one-piece valve rocker cover, refer to '1.6.8 Installation of One-Piece Rocker Cover' . For two-piece and three-piece valve rocker cover, refer to '1.6.9 Installation of Two-Piece and Three-Piece Rocker Covers' .
  19. Verify repair of electronic unit injector. Refer to '12.7 Engine Run-in Instructions' .
Generated on 10-13-2008

Section 1.28
Camshaft and Camshaft Bearing

The Series 60 camshaft is located on top of the cylinder head, just below the valve cover. The camshaft actuates the intake and exhaust valves and injector operating mechanism. See Figure 'Camshaft and Related Parts' .‪

Figure 1. Camshaft and Related Parts

Note: The Series 60G camshaft has no injector lobe on the cam.

The camshaft is supported by seven bearing assemblies, consisting of precision-type, replaceable bearing shell inserts that are split at their center lines. Current non-tin-plated production bearing shells are identified by their shiny aluminum color. Current tin-plated service bearing shells have a dull gray sheen. The lower bearing shell is positioned in a saddle that is integral with the cylinder head. The upper bearing shell is held in place by a machined camshaft cap. Upper and lower bearing shells are identical and have locating tangs and oil holes. Only the upper bearing shell oil holes index with oil supply holes in the camshaft caps. See Figure 'Camshaft and Related Parts' . These camshaft caps are precision line-bored after assembly to the cylinder head. Caps are NOT interchangeable once the head is finished. Caps are numbered and must NOT be interchanged with other caps of the same part number from stock or from a different cylinder head.‪

1. Dowel‪

6. Stud, Camshaft Cap (2)‪

2. Bearing Shells‪

7. Camshaft Cap‪

3. Bolt, Camshaft Cover‪

8. Camshaft‪

4. Rear, Camshaft Access Cover‪

9. O-ring‪

5. Bolt, Camshaft Cap (13)‪

10. Cylinder Head‪

Figure 2. Camshaft and Related Parts

The No. 4 camshaft cap is secured to the cylinder head with three bolts; cap numbers 2, 3, 5, and 6 use two bolts each. Caps one and seven have a stud and one bolt each. The stud and nut arrangement on the end caps (1 and 7) allows rocker arm shaft removal without disturbing the gasket eliminator seal from the end camshaft caps to the cylinder head. There are four different camshaft cap configurations. Only the intermediate caps No. 2, 3, 5, and 6 are identical but must not be interchanged during re-assembly. See Figure 'Camshaft Bolt and Cap Location' .‪

1. Camshaft Cap Bolt (13)‪

2. Camshaft Cap Stud and Nut (2)‪

Figure 3. Camshaft Bolt and Cap Location

The camshaft is driven by a camshaft drive gear, located in the gear case at the front of the engine and is driven, through a series of intermediate gears, by the crankshaft timing gear. Refer to '1.24.2.1 Check Engine Timing' for gear train information and camshaft drive gear lash measurement and adjustment procedures. See Figure 'Engine Gear Train' .‪

Figure 4. Engine Gear Train

The camshaft drive gear is indexed to the camshaft drive gear hub by a Woodruff key and retained by a bolt which goes through the camshaft drive gear and hub and threads into the end of the camshaft. The camshaft has a dowel which indexes and fits into the mating hole in the camshaft hub. See Figure 'Cross-Section of Camshaft Drive Gear and Related Parts' .‪

Detroit Diesel Series 60 Jake Brake Torque Specs 2004 Dodge Ram 1500

1. Woodruff Key‪

5. Seal Groove‪

2. Camshaft Drive Gear Hub‪

6. Camshaft Dowel Hole‪

3. Camshaft Drive Gear‪

7. Camshaft Thrust Plate‪

4. O-ring Groove‪

Figure 5. Cross-Section of Camshaft Drive Gear and Related Parts

The camshaft hub is located in the camshaft thrust plate, which is positioned in an opening in the gear case housing. See Figure 'Camshaft Thrust Plate and Related Parts' .‪

1. Bolt, Thrust Plate Retaining (2) or (3)‪

6. Gear Case‪

2. Bolt, Camshaft Hub Retaining‪

7. Seal, Thrust Plate‪

3. Drive Gear, Camshaft‪

8. Camshaft‪

4. Thrust Plate, Camshaft‪

9. Key‪

5. O-ring‪

10. Hub‪

Figure 6. Camshaft Thrust Plate and Related Parts

Access openings are provided in the gear case cover for camshaft drive gear lash adjustment and camshaft retaining bolt removal. See Figure 'Camshaft Drive Gear Access Cover and Adjustable Idler Gear Access' .‪

Figure 7. Camshaft Drive Gear Access Cover and Adjustable Idler Gear Access

A cover is provided at the rear end of the camshaft and is secured to the No. 7 camshaft bearing cap and the cylinder head by three bolts.See Figure 'Rear Camshaft Access Cover' .‪

Figure 8. Rear Camshaft Access Cover

Vertical oil passages at the front and rear of the cylinder head deliver oil from the cylinder block front and rear oil galleries to the No. 1 and 7 lower camshaft bearing saddles. From there, the oil is directed up ward ( through the enlarged stud hole) to the No. 1 and 7 upper bearing caps. A drilled passage in each of these caps exits at the rocker arm shaft seat area, where it indexes with a hole in each rocker arm shaft. The rocker arm shafts have internal oil passages that deliver oil to the rocker arm bushings and intermediate upper camshaft bearings. Some of the oil supplied to the rocker arm bushing passes through the oil hole in the bushing to the rocker arm. The rocker is drilled to supply oil to the camshaft follower, roller pin, and bushing. The rocker is also drilled to supply oil to the valve adjusting screw, valve button, retainer clip, intake, and exhaust valve stems and the fuel injector follower. The No. 4 camshaft cap is “Y” drilled, forming an oil path connection between the front and rear rocker arm shafts, to ensure complete lubrication. See Figure 'Cylinder Head Lubrication Schematic' .‪

1. Rocker Arm, Exhaust Valve‪

4. Rocker Arm Shaft‪

2. Rocker Arm, Fuel Injector‪

5. Cylinder Head‪

3. Camshaft Cap‪

6. Rocker Arm, Intake Valve‪

Figure 9. Cylinder Head Lubrication Schematic

Section 1.28.1
Repair or Replacement of Camshaft and Camshaft Bearing

To determine if repair or replacement of the camshaft and camshaft bearings is necessary, perform the following procedure. See Figure 'Flowchart for Repair or Replacement of Camshaft and Related Parts' .‪

Figure 10. Flowchart for Repair or Replacement of Camshaft and Related Parts

Section 1.28.2
Removal of Camshaft and Camshaft Bearing

Removal of camshaft and camshaft bearings as follows:‪

  1. Remove the valve rocker cover. Refer to '1.6.2 Removal and Cleaning of One-piece Rocker Cover For Diesel Engines Only' (one-piece), refer to '1.6.3 Removal and Cleaning of Two-piece Rocker Cover For Diesel Engines Only' (two-piece), refer to '1.6.5 Removal and Cleaning of Three-piece Rocker Cover' (three-piece).
  2. Remove the five bolts that secure the camshaft drive gear access cover to the gear case. See Figure 'Camshaft Drive Gear Access Cover and Adjustable Idler Gear Access' .
  3. Remove both rocker arm shaft assemblies. Refer to '1.3.2 Removal of Rocker Arm Assembly' .

    NOTICE:

    Only retaining tool (J–35652–B) , should be used to hold the camshaft drive gear stationary while loosening or tightening the camshaft drive gear-to-camshaft bolt. Other tools or devices can cause engine damage.‪

  4. Insert the shoe of the camshaft drive gear torque retaining tool (J–35652–B) through a lightening hole of the camshaft drive gear.
  5. Bar the engine over slightly to position the camshaft drive gear holding tool so that the bolt holes in the holding tool align with the access cover bolt holes in the gear case cover, using the 3/4 in. square hole in the center of the crankshaft pulley.
  6. Install retaining tool (J–35652–B) to the gear case, engaging one of the lightening holes in the camshaft drive gear. Use two of the access cover bolts to secure the tool to the gear case. See Figure 'Camshaft Drive Gear Torque Holding Tool Installation' .

    Figure 11. Camshaft Drive Gear Torque Holding Tool Installation

  7. Use a long 3/4 in. drive breaker bar and a 27 mm impact socket to remove the camshaft drive gear-to-camshaft bolt.
  8. Remove the camshaft drive gear torque holding tool from the gear case.
  9. Rotate the crankshaft, using the square hole in the middle of the crankshaft pulley, to align the lightening holes in the camshaft drive gear to the camshaft thrust plate mounting bolts.
  10. Remove the camshaft thrust plate mounting bolts carefully, to avoid dropping them into the gear case. The current plate uses three bolts, the former plate requires two bolts. See Figure 'Camshaft Thrust Plate Mounting Bolt Locations' .

    Note: A clean shop towel may be inserted into the gear case opening to trap the bolts in case they are dropped. Do not allow the shop towel to drop into the gear case.

    1. Camshaft Thrust Plate Mounting Bolt Locations‪

    Figure 12. Camshaft Thrust Plate Mounting Bolt Locations

  11. Install pilot tool (J–35906) to the camshaft drive gear access opening using three of the access cover bolt holes. Engage the puller screw in the threads of the camshaft drive gear hub, until the screw is tight. See Figure 'Camshaft Thrust Plate Remover' .

    Figure 13. Camshaft Thrust Plate Remover

  12. Continue turning the puller screw to pull the camshaft drive gear hub and thrust plate forward approximately 6-7 mm (1/4 in.) until the thrust plate seal is clear of the camshaft front bearing cap and cylinder head. See Figure 'Camshaft Thrust Plate Clearance' .

    Figure 14. Camshaft Thrust Plate Clearance

  13. Remove the three bolts that secure the rear camshaft cover to the engine and remove the cover.
  14. Remove the remaining seven camshaft cap bolts. Remove the No. 1 and 7 studs using socket tool (J–44706) . See Figure 'Camshaft Cap Stud Removal' .

    Figure 15. Camshaft Cap Stud Removal

  15. Remove the seven camshaft bearing caps and the upper bearing shells. Keep the caps and shells together for possible later installation. Tag the bearing cap location, as they must always be installed in the same location.
  16. The camshaft gear pilot tool will remain in place, holding the camshaft drive gear in contact with the adjustable idler gear, to prevent accidental disengagement. This arrangement makes it unnecessary to re-time the gear train.

    Note: The camshaft gear can go out of time if the pilot tool is removed.

  17. Slide the camshaft rearward to completely disengage the dowel from the hub. Lift out the camshaft.
  18. Remove the lower camshaft bearing shells, and group them with the upper shells and caps for possible reuse.

Section 1.28.3
Disassembly of Camshaft and Camshaft Bearing

Refer to '1.29.2 Removal of Camshaft Drive Gear' for disassembly of camshaft drive gear, camshaft hub and thrust plate assembly.‪

Note: Disassembly of camshaft and drive gear assembly is not required for inspection. Disassembly will require timing of the camshaft gear again.

For Series 60 engines equipped with Compact Gear Train Assembly disassemble camshaft from the camshaft gear as follows.‪

  1. Use suitable fixture to secure the camshaft assembly from movement.
  2. Install a heavy duty gear puller capable of withstanding the 48260 kPa (7000 psi) required to remove the gear from the camshaft. Support the backside of the camshaft gear cover as close to the camshaft as possible to prevent damaging the gear cover and gently press the camshaft off the gear holding the camshaft as it is pressed through the gear. Removing the camshaft gear and cover together.

    NOTICE

    Extreme care must be taken not to support the camshaft gear cover at the outer edges.‪

Section 1.28.3.1
Inspection of Camshaft and Camshaft Bearing

Inspect camshaft and camshaft bearings as follows:‪

  1. Clean all of the removed parts in clean fuel oil.
  2. Ensure all oil passages are clear.

    EYE INJURY

    To avoid injury from flying debris when using compressed air, wear adequate eye protection (face shield or safety goggles) and do not exceed 276 kPa (40 psi) air pressure.‪

  3. Dry with compressed air.
  4. Inspect the rocker arm components for scoring. Refer to '1.3.2.2 Inspection of Rocker Arm Assemblies and Camshaft Lobes' .
  5. Replace damaged rocker arm components.
  6. Inspect the camshaft lobes and journals for scoring, pitting, or flat spots.

    Note: Camshafts may exhibit surface pits on the exhaust lobes. See Figure 'Camshafts Acceptable for Reuse' . Extensive durability and field testing has shown that surface pits on the exhaust lobes can occur early in the operation of the engine. These blemishes do not adversely affect engine performance or the durability of the camshaft and followers. Camshafts with this condition may be reused.

    Figure 16. Camshafts Acceptable for Reuse

    Note: Camshafts exhibiting extensive wear and pitting must be replaced. See Figure 'Camshafts Not Acceptable for Reuse' .

    Figure 17. Camshafts Not Acceptable for Reuse

  7. If the camshaft is scored, inspect the camshaft follower rollers.
  8. Replace damaged camshaft followers.
  9. If there is a doubt as to the acceptability of the camshaft for further service, determine the extent of camshaft lobe wear as follows:

    Note: The camshaft can be in or out of the engine during this procedure.

    1. Using a feeler gage, 0.038-0.254 mm (0.0015 -0.010 in.) and a piece of square, hard material 3 x 10 x 25 mm (1/8 in. x 3/8 in. x 1 in.), measure the flat on the injector rise side of the camshaft lobes and nose of valve lobes. See Figure 'Checking Camshaft Lobe Wear' .
    2. Figure 18. Checking Camshaft Lobe Wear

    3. If the flats measure greater than 0.076 mm (0.003 in.) in depth and there are no other camshaft defects, replace the camshaft.
    4. Inspect the camshaft bearings for signs of excessive wear, scoring or pitting.
    5. Replace camshaft bearings as necessary.
    6. Note: If one camshaft bearing needs to be replaced, replace both of the camshaft bearing shells.

    7. Check the camshaft bearing clearance using plastic gaging material under each upper shell.
    8. Note: Check camshaft bearing clearance with bearing shells, camshaft, bearing caps and rocker arm shafts (without rocker assemblies in place) installed, and cap bolts, studs and nuts tightened to specification.

    9. Allowable clearance is 0.09 - 0.166 mm (0.0035 -0.0065 in.) or a maximum of 0.191 mm (0.0075 in.) with used parts.
    10. Replace excessively worn or scored parts.
    11. After completing the camshaft bearing clearance measurements, remove the rocker arm shafts, bearing caps, camshaft, and camshaft bearings. Keep the caps and shells together for possible reuse.
    12. Clean all of the plastic gaging material from the bearing shells and camshaft journals if used parts are to be reused.
    13. Remove all of the Gasket Eliminator from both the cylinder head and camshaft caps. Refer to 'Cleaning' in the 'General Information' section at the beginning of this manual.
    14. Coat the No. 1 and 7 bearing shell inserts with clean engine oil and install them to their respective locations in the cylinder head and camshaft caps.
    15. Install the camshaft to its normal position in the bearing saddles. Install the No. 1 and 7 camshaft caps to the cylinder head.
    16. Install the No. 1 and 7 camshaft cap outboard bolts and inboard studs and torque, using socket tool (J–44706) to the studs to 126–146 N·m (93–108 lb·ft).
    17. Using a dial indicator with magnetic base, check the run-out of the camshaft at the No. 4 bearing journal. See Figure 'Camshaft Run-out Measurement' . If camshaft run-out exceeds 0.050 mm (0.002 in.), replace the camshaft
    18. Figure 19. Camshaft Run-out Measurement

Section 1.28.4
Assembly of Camshaft and Camshaft Bearing

Refer to '1.29.3 Installation of Camshaft Drive Gear' for assembly of camshaft drive gear, camshaft hub and thrust plate assembly.‪

Section 1.28.5
Installation of Camshaft and Camshaft Bearing

Install the camshaft and camshaft bearings as follows:‪

  1. Coat the lower camshaft bearing shells with clean engine lubricating oil, and install them to their original positions. Note the position of oil holes and locating tangs.

    Note: If new bearings are to be installed, the upper and lower shells MUST be replaced as a set.

    EYE INJURY

    To avoid injury from flying debris when using compressed air, wear adequate eye protection (face shield or safety goggles) and do not exceed 276 kPa (40 psi) air pressure.‪

  2. When installing a new camshaft, steam clean it to remove the rust preventive and blow dry with compressed air.
  3. Before installing the camshaft dowel into the camshaft hub, ensure that the dimple in the thrust plate is located at the 12 o'clock position to properly position bolt holes to cam cap and cylinder head. See Figure 'Indexing Camshaft Dowel' .

    Figure 20. Indexing Camshaft Dowel

  4. Coat the lobes and journals of the camshaft with clean engine lubricating oil. Index the dowel pin in the camshaft with the dowel hole in the camshaft hub.
  5. Lower the camshaft into position and slide the camshaft forward, making certain that the camshaft dowel indexes with its mating hole in the camshaft thrust plate hub.
  6. Install the upper bearing shells to the No. 1, 4 and 7 camshaft caps, noting the position of the oil holes and locating tangs.

    NOTICE:

    Do not apply oil to the number 1 or number 7 camshaft bearing shells. These shells must be clean and dry for proper sealant application. Applying oil to the number 1 or number 7 shells may result in oil leakage from the camshaft bearing caps. NOTE: The camshaft will still have adequate clearance from the number 1 and number 7 shells due to the oil film thickness on bearings 2 through 6.‪

  7. Coat the number 2 through number 6 bearing shells with clean engine lubricating oil.
  8. For engines built after May 1999, a race track seal is used on the Number 1 bearing cap. For bearing cap Number 7, use one rubber O-ring in the counterbore in the cylinder head. Before assembling the camshaft cap to the cylinder head, ensure the O-ring is in place on the cylinder head.
  9. For engines built prior to May 1999, install the two rubber O-rings to the counterbores in the cylinder head at the Number 1 and 7 camshaft cap locations. Before assembling the camshaft caps to the cylinder head, ensure the two O-rings are in place on the cylinder head.

    NOTICE:

    For proper adhesion, assemble parts while RTV is wet. So not allow RTV to form a skin. Gasket Eliminator must be kept from the bearing shell sets and bearing surfaces. Gasket Eliminator cures with the absence of air. The length of time between installation of the Number 1 and 7 camshaft caps, and torquing the camshaft cap bolts and nuts should be kept to a minimum or improper lubrication will result causing engine damage.‪

  10. Clean and dry the camshaft bearing cap joint face surfaces as well as the portions of the cylinder head face that mate with. These areas must be clean and dry for proper sealant adhesion. Use LPS®, Permatex®, or an equivalent non-filming degreaser.
  11. Apply a continuous 1.6 mm (1/16 in.) bead of DDC gasket eliminator part number 23523064, or equivalent, to the joint face surfaces of the No. 1 and 7 camshaft caps. The bead must extend to the front edge of both caps. See Figure 'Gasket Eliminator Application' .

    Figure 21. Gasket Eliminator Application

  12. Install the No. 1, 4 and 7 camshaft caps, with bearing shells in place, to their respective locations.
  13. Install and tighten the two inboard studs and outboard bolts on bearing caps No. 1 and 7 using socket tool (J–44706) , torque to 126–146 N·m (93–108 lb·ft).
  14. Install the No. 4 bearing cap outboard bolt and torque it to 126-146 N·m (93-108 lb·ft).
  15. Remove the three bolts holding the camshaft gear pilot tool(J–35906) to the gear case. Remove the camshaft gear pilot.
  16. Working through the camshaft drive gear access hole in the front of the gear case, tap the center of the camshaft drive gear with a fiber mallet or plastic hammer to move the camshaft thrust plate, hub and camshaft drive gear rearward in the gear case until the camshaft thrust plate bolts can be started in the cylinder head and No. 1 camshaft cap.

    NOTICE:

    Use care to ensure that the camshaft dowel is not disengaged during this step or damage to engine may result.‪

    NOTICE:

    Use care to prevent dropping thrust plate mounting bolts into the gear case. If not removed, fasteners dropped into the gear case may cause severe engine damage during start-up.‪

  17. Install the thrust plate mounting bolts through the thrust plate and into the cylinder head and No. 1 camshaft cap. Using a 13 mm socket and ratchet, tighten the bolts alternately and progressively to draw the thrust plate straight into the gear case. Torque the bolts to 30-38 N·m (22-28 lb·ft).
  18. Coat the threads and underside of the head of the camshaft drive gear-to-camshaft bolt with International Compound #2 (or equivalent). Install the bolt to the camshaft, finger-tighten.

    Note: The camshaft should be held in place while starting the camshaft drive gear-to-camshaft bolt, to prevent disengaging the camshaft dowel from the thrust plate hub and requiring disassembly and timing of camshaft.

    NOTICE:

    Only retaining tool (J–35652–B) should be used to hold the camshaft drive gear stationary while loosening or tightening the camshaft drive gear-to-camshaft bolt to prevent component damage.‪

  19. Insert retaining tool (J–35652–B) through a lightening hole of the camshaft drive gear.
  20. Bar the engine over slightly to position the camshaft drive gear holding tool so that the bolt holes in the holding tool align with the access cover bolt holes in the gear case cover using the 3/4 in. square hole in the center of the crankshaft pulley to bar the engine over.
  21. Install two of the access cover bolts to secure the tool to the gear case.
  22. Torque bolt to 75 N·m (55 lb·ft).
  23. Turn bolt an additional 120 degrees. See Figure 'Torque Turn Limits' .

    Figure 22. Torque Turn Limits

  24. Remove the camshaft drive gear torque retaining tool (J–35652–B) .
  25. Adjust the camshaft drive gear-to-adjustable idler gear lash. Refer to '1.24.2.1 Check Engine Timing' .

    Note: Correct camshaft drive gear lash adjustment depends on the bolt and stud for No. 1 and 7 camshaft caps, the outboard bolt on No. 4 camshaft cap, and the camshaft drive gear-to-camshaft retaining bolt being tightened to the specified torque. However, the valve and injector spring pressures will not allow correct camshaft rotation. Therefore, do NOT install the rocker arm shaft assemblies before the camshaft gear lash has been measured and adjusted.

Section 1.28.5.1
Test of Camshaft End Play

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Measure the camshaft end play, using a dial indicator and magnetic base, as follows:‪

  1. Install the dial indicator so that the pointer is in contact with either the camshaft drive gear-to-camshaft retaining bolt, or at the rear end of the engine, in contact with the end of the camshaft. See Figure 'Camshaft End Play' .

    Figure 23. Camshaft End Play

  2. Grasp the camshaft between the No. 1 and 4 camshaft caps, and move the cam as far forward as possible. Zero the dial indicator.
  3. Move the camshaft as far as possible, to the rear. Read and record the total amount of end play as indicated.
  4. Allowable camshaft end thrust specifications are 0.076 - 0.381 mm (0.003 -0.015 in.) and are listed in Table 'Camshaft' .
  5. If the end play is beyond the maximum limit, loosen and re-torque the camshaft drive gear-to-camshaft retaining bolt, and the camshaft thrust plate retaining bolts, to ensure that the camshaft thrust plate is seated properly in the gear case.
  6. If the end play is still beyond the maximum limit, remove and replace the camshaft thrust plate. Refer to '1.28.2 Removal of Camshaft and Camshaft Bearing' for removal and refer to '1.28.3 Disassembly of Camshaft and Camshaft Bearing' for installation.

Section 1.28.6
Installation of Camshaft and Camshaft Bearing

Continue installing camshaft and camshaft bearings as follows:‪

  1. Install the bearing shells to the remaining No. 2, 3, 5, and 6 camshaft caps, noting the oil holes and locating tangs.
  2. Coat the bearing shells with clean engine lubricating oil.
  3. Install the remaining camshaft caps to their saddles on the cylinder head. Install the four outboard camshaft cap bolts for caps No. 2, 3, 5, and No. 6 finger-tight.
  4. Coat the rocker arm assemblies and camshaft liberally with clean engine lubricating oil.
  5. Install the rocker arm shaft assemblies to the cylinder head. Refer to '1.3.3 Installation of Rocker Arm Shaft Assembly' .
  6. Install the remaining inboard camshaft cap bolts and spacers through the rocker arm shafts and into No. 2, 3, 4, 5, and 6 camshaft caps. Install the two nuts and spacers to the studs at No. 1 and 7 camshaft caps.
  7. Torque the 11 bolts and two nuts to 126-146 N·m (93-108 lb·ft) using the sequence. See Figure 'Camshaft Cap Bolts and Rocker Arm Shaft Nut Torque Sequence' .

    Note: It is not necessary to tighten bolts 9, 13, and 14 if a Jake Brake is to be installed.

    Note: Jake Brakes are not on a natural gas engine.

    Figure 24. Camshaft Cap Bolts and Rocker Arm Shaft Nut Torque Sequence

  8. Clean all old gasket material from the mating surfaces of the rear camshaft cover and the cylinder head. Refer to 'General Information' General Information.
  9. Apply a thin 1.5 mm (1/16 in.) bead of Gasket Eliminator, PT-7276 (Loctite® 518) or equivalent to the mating surface of the cover.
  10. Install the cover and torque the three bolts to 30-38 N·m (22-28 lb·ft).
  11. Clean all old gasket material from the mating faces of the camshaft drive gear access cover and the gear case cover.
  12. Insert a new gasket between the camshaft drive gear access cover and the gear case.
  13. Torque the bolts to 30-38 N·m (22-28 lb·ft), using the tightening sequence. See Figure 'Camshaft Drive Gear Access Cover Torque Sequences' .

    Figure 25. Camshaft Drive Gear Access Cover Torque Sequences

  14. Adjust the intake and exhaust valve clearances and set the injector heights. Refer to '13.2 Valve Lash, Injector Height (Timing) and Jake Brake® Lash Adjustments' .
  15. Install the fan hub, fan, (refer to '4.6.6 Installation of the Engine Cooling Fan' ), and drive belts; refer to '14.6.9 Drive Belts' .
  16. Install any other components that were removed for this procedure.
Section 1.28.6.1
Testing of Camshaft Timing for Diesel Engines

Check the camshaft timing as follows:‪

NOTICE:

The camshaft must be in time with the crankshaft. An engine which is 'out of time' may result in pre-ignition, uneven running or a loss of power.‪

Detroit diesel series 60 jake brake torque specs kit
  1. Remove the valve cover. Refer to '1.6.2 Removal and Cleaning of One-piece Rocker Cover For Diesel Engines Only' for one-piece rocker cover. Refer to '1.6.3 Removal and Cleaning of Two-piece Rocker Cover For Diesel Engines Only' for two-piece rocker cover. Refer to '1.6.5 Removal and Cleaning of Three-piece Rocker Cover' for three-piece rocker cover.
  2. Select any cylinder for the timing check.
  3. Remove the rocker arm assembly for the cylinder selected. Refer to '1.3.2 Removal of Rocker Arm Assembly' .
  4. Remove the injector for that cylinder. Refer to '2.3.2 Removal of N2 Electronic Unit Injector' .
  5. Carefully slide a rod, approximately 304.8 mm (12 in.) long, through the injector tube hole until the end of the rod rests on top of the piston.
  6. Using the 3/4 in. square drive hole in the center of the crankshaft pulley and a 3/4 in. drive breaker bar, turn the crankshaft slowly in the direction of engine rotation. See Figure 'Barring Engine Over' . Stop when the rod reaches the end of its upward travel.

    Figure 26. Barring Engine Over

    Note: The cylinder selected must be on the compression stroke when performing this check.

  7. Remove the rod and turn the crankshaft, opposite the direction of rotation, between 1/16 and 1/8 of a turn.
  8. Select a dial indicator with 0.0254 mm (0.001 in.) graduations and a spindle movement of at least 25.4 mm (1 in.). Provide an extension for the indicator spindle. The extension must be long enough to contact the piston just before it reaches the end of its upward stroke.
  9. Install a magnetic dial indicator base in a suitable place on the cylinder head and position the dial indicator over the injector hole tube.
  10. Attach a suitable pointer to the gear case cover. The outer end of the pointer should extend over the vibration damper.
  11. Turn the crankshaft slowly in the direction of engine rotation until the indicator hand just stops moving. Continue turning the crankshaft until the indicator hand starts to move again.
  12. Reset the dial to zero.
  13. Turn the crankshaft until the indicator reading is 0.254 mm (0.010 in.).
  14. Scribe a line on the vibration damper in line with the end of the pointer.
  15. Slowly turn the crankshaft opposite the direction of engine rotation until the indicator hand just stops moving. Continue turning the crankshaft until the indicator hand starts to move again.
  16. Reset the dial to zero. Then turn the crankshaft in the same direction until the indicator reading is 0.254 mm (0.010 in.).
  17. Scribe a second line on the vibration damper in line with the end of the pointer.
  18. Scribe a third line half way between the first two lines. This is top dead center for the cylinder selected when the pointer is lined up with it.
  19. Remove the dial indicator and base from the engine.
  20. Install the injector that was removed. Refer to '2.3.5 Installation of the N2 Electronic Unit Injector' .
  21. Install the rocker arm assemblies. Refer to '1.3.3 Installation of Rocker Arm Shaft Assembly' .
  22. Turn the crankshaft opposite the direction of engine rotation while watching the injector rocker arm cam follower for the cylinder selected. Turn the crankshaft until the cam follower is on the base circle of the injector lobe of the cam.
  23. Install a magnetic dial indicator base on the cylinder head. Install a dial indicator so that the spindle rests directly on the injector cam follower roller for the cylinder selected.

    Note: The spindle should be on the center line of the injector cam follower roller pin in order to get an accurate measurement of cam lift.

  24. Turn the crankshaft slowly, in the direction of engine rotation, until the center mark on the vibration damper lines up with the pointer.
  25. Check the dial indicator reading and compare the reading with the values listed in Table 'Camshaft Timing Setting Dimensions' to determine the correct indicator reading.

    Engine

    DDEC Version

    Model

    Camshaft Part No.

    Model Year

    Low Injector Cam Roller Lift at TDC

    High Injector Cam Roller Lift at TDC

    12.7 L‪

    III‪

    GK‪

    23521680‪

    1998‪

    5.36 mm (0.211 in.)‪

    6.76 mm (0.266 in.)‪

    12.7 L‪

    IV‪

    PK, TK‪

    23521680‪

    1998‪

    5.36 mm (0.211 in.)‪

    6.76 mm (0.266 in.)‪

    11.1 L‪

    IV‪

    EK‪

    23522199‪

    1998‪

    5.46 mm (0.215 in.)‪

    6.71 mm (0.264 in.)‪

    11.1 L‪

    III‪

    SK‪

    23518717‪

    1993-1997‪

    4.95 mm (0.195 in.)‪

    6.53 mm (0.257 in.)‪

    12.7 L‪

    III‪

    Batman arkham city for mac free download. GK‪

    23513565‪

    1993-1997‪

    4.95 mm (0.195 in.)‪

    6.53 mm (0.257 in.)‪

    11.1 L‪

    III‪

    WK‪

    23513563‪

    1993-1997‪

    4.95 mm (0.195 in.)‪

    6.53 mm (0.257 in.)‪

    11.1 L‪

    II‪

    WU‪

    8929484‪

    1986-1993‪

    4.39 mm (0.173 in.)‪

    5.46 mm (0.215 in.)‪

    12.7 L‪

    II‪

    GU‪

    23505194‪

    1986-1993‪

    4.39 mm (0.173 in.)‪

    5.46 mm (0.215 in.)‪

    11.1 L‪

    IV‪

    LK‪

    23524655‪

    1999‪

    5.21 mm (0.205 in.)‪

    6.27 mm (0.247 in.)‪

    11.1 L‪

    IV‪

    LK‪

    23524914‪

    1999‪

    5.21 mm (0.205 in.)‪

    6.27 mm (0.247 in.)‪

    12.7 L‪

    IV‪

    BK, MK‪

    23524292‪

    1999‪

    5.03 mm (0.198 in.)‪

    6.10 mm (0.240 in.)‪

    12.7 L‪

    IV‪

    MK, BK‪

    23524912‪

    1999-2000‪

    5.03 mm (0.198 in.)‪

    6.10 mm (0.240 in.)‪

    12.7 L‪

    IV‪

    MK, BK‪

    23528309‪

    2000-2001‪

    6.527 mm (0.257 in.)‪

    7.594 mm (0.299 in.)‪

    12.7 L‪

    IV‪

    MK‪

    23528606‪

    2001‪

    5.893 mm (0.232 in.)‪

    6.960 mm (0274 in.)‪

    14 L‪

    IV‪

    HK‪

    23524912‪

    1999-2000‪

    5.03 mm (0.198 in.)‪

    6.10 mm (0.240 in.)‪

    14 L‪

    IV‪

    HK‪

    23528309‪

    2000-2001‪

    6.527 mm (0.257 in.)‪

    7.594 mm (0.299 in.)‪

    12.7 L‪

    IV‪

    MK_E

    23531130‪

    2002-2003‪

    6.452 mm (0.254 in.)‪

    7.214 mm (0.284 in.)‪

    14L‪

    IV‪

    HK_E‪

    23531130‪

    2002-2003‪

    6.452 mm (0.254 in.)‪

    7.214 mm (0.284 in.)‪

    12.7 L‪

    V‪

    MV_E‪

    23532935‪

    2004‪

    6.655 mm (0.262 in.)‪

    7.214 mm (0.284 in.)‪

    14L‪

    V‪

    HV_E

    23532935‪

    2004‪

    6.655 mm (0.262 in.)‪

    7.214 mm (0.284 in.)‪

    Table 17. Camshaft Timing Setting Dimensions
  26. If the camshaft lift is incorrect, re-time the engine. Refer to '1.24.2.1 Check Engine Timing' .
  27. Refer to '12.7 Engine Run-in Instructions' for verification of proper camshaft and camshaft bearing installation.
Section 1.28.6.2
Testing of Camshaft Timing for Natural Gas Engines

Check the camshaft timing as follows:‪

NOTICE:

The camshaft must be in time with the crankshaft. An engine which is 'out of time' may result in pre-ignition, uneven running or a loss of power.‪

Detroit Diesel Series 60 Jake Brake Torque Specs 2017

  1. Remove the valve cover. Refer to '1.6.2 Removal and Cleaning of One-piece Rocker Cover For Diesel Engines Only' for one-piece rocker cover. Refer to '1.6.3 Removal and Cleaning of Two-piece Rocker Cover For Diesel Engines Only' for two-piece rocker cover. Refer to '1.6.5 Removal and Cleaning of Three-piece Rocker Cover' for three-piece rocker cover.
  2. Select any cylinder for the timing check.
  3. Remove the rocker arm assembly for the cylinder selected. Refer to '1.3.2 Removal of Rocker Arm Assembly' .
  4. Remove the spark plug for that cylinder.
  5. Carefully slide a rod, approximately 304.8 mm (12 in.) long, through the spark plug hole until the end of the rod rests on top of the piston.
  6. Using the 3/4 in. square drive hole in the center of the crankshaft pulley and a 3/4 in. drive breaker bar, turn the crankshaft slowly in the direction of engine rotation. See Figure 'Barring Engine Over' . Stop when the rod reaches the end of its upward travel.

    Figure 27. Barring Engine Over

    Note: The cylinder selected must be on the compression stroke when performing this check.

  7. Remove the rod and turn the crankshaft, opposite the direction of rotation, between 1/16 and 1/8 of a turn.
  8. Select a dial indicator with 0.0254 mm (0.001 in.) graduations and a spindle movement of at least 25.4 mm (1 in.). Provide an extension for the indicator spindle. The extension must be long enough to contact the piston just before it reaches the end of its upward stroke.
  9. Install a magnetic dial indicator base in a suitable place on the cylinder head and position the dial indicator over the spark plug hole.
  10. Attach a suitable pointer to the gear case cover. The outer end of the pointer should extend over the vibration damper.
  11. Turn the crankshaft slowly in the direction of engine rotation until the indicator hand just stops moving. Continue turning the crankshaft until the indicator hand starts to move again.
  12. Reset the dial to zero.
  13. Turn the crankshaft until the indicator reading is 0.254 mm (0.010 in.).
  14. Scribe a line on the vibration damper in line with the end of the pointer.
  15. Slowly turn the crankshaft opposite the direction of engine rotation until the indicator hand just stops moving. Continue turning the crankshaft until the indicator hand starts to move again.
  16. Reset the dial to zero. Then turn the crankshaft in the same direction until the indicator reading is 0.254 mm (0.010 in.).
  17. Scribe a second line on the vibration damper in line with the end of the pointer.
  18. Scribe a third line half way between the first two lines. This is top dead center for the cylinder selected when the pointer is lined up with it.
  19. Remove the dial indicator and base from the engine.
  20. Install the spark plug that was removed.
  21. Install the rocker arm assemblies. Refer to '1.3.3 Installation of Rocker Arm Shaft Assembly' .
  22. Turn the crankshaft opposite the direction of engine rotation while watching the intake rocker arm cam follower for the cylinder selected. Turn the crankshaft until the cam follower is on the base circle of that intake lobe of the cam.
  23. Install a magnetic dial indicator base on the cylinder head. Install a dial indicator so that the spindle rests directly on the intake cam follower roller for the cylinder selected.

    Note: The spindle should be on the center line of the intake cam follower roller pin in order to get an accurate measurement of cam lift.

  24. Turn the crankshaft slowly, in the direction of engine rotation, until the center mark on the vibration damper lines up with the pointer.
  25. Check the dial indicator reading:
    1. The dial indicator reading for gas engines is 6.47 mm-7.54 mm (0.255 in. -0.297 in.).
  26. If the camshaft lift is incorrect, re-time the engine. Refer to '1.24.2.1 Check Engine Timing' .
  27. Refer to '12.7 Engine Run-in Instructions' for verification of proper camshaft and camshaft bearing installation.

Jake Brake Exhaust Brakes

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