QST30 PDF

Technical Presentation Kit
Engines
SERVICE TRAINING
Komatsu Engines
S12V140Z-1
KT000099
August 1999
Course Objective
The SA12V140Z-1/QST30 Engine

course is designed to achieve the
following Objective
Course Objective
Students will be able to describe the
structure and function, of the 12V140Z-1 /
QST30 engine, how to safely maintain and
repair its operating components.
1
Engines
Komatsu
S12V140Z-1
Presented by: KT000099
KAIC Service Training 08/99

S12V140Z-1 Engines Engines
1 Introduction 5 Troubleshooting
Disassembly &
2 Maintenance 6
Assembly
Structure &
3
Function
Testing &
4 Exit End Presentation
Adjusting
KT000099
08/99
2
Engines
Introduction
Section 1
S12V140Z-1 KT000099

Introduction-S12V140Z-1 Engines Engines
1 Specifications
2 Features
3 Engine Views
Return To Main
Exit
Menu
KT000099
08/99
1
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1
Engines
Specifications
Section 1.1
S12V140Z--1
S12V140Z KT000099
1
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1
Engines
Specifications
Section 1.1
S12V140Z-1 KT000099

Engines

HD325-6 / HD465-5 / HD605-5
Komatsu Engine Model Technical Presentation

08/99
Page 1-3
S A 12 V 140 Z - 1
Series
Cummins Manufacture
Bore diameter in mm
V Type Block
Number of Cylinders
Aftercooled
Super charged engine (turbocharger)
KT200199 - Introduction
1
Cummins Model HD325-6 / HD465-5 / HD605-5
Technical Presentation
08/99
Page 1-4
Q S T 30 - (*)
Application Codes
Displacement (Liters)
Engine Series
System
QUANTUM Family
Cummins Application Codes HD325-6 / HD465-5 / HD605-5

08/99
Page 1-5
C =Construction
D =Generator Drive
F =Fire Pump
G =Generator Set
L =Locomotive
M =Marine
P =Power Unit
R =Railcar
HD325-6 / HD465-5 / HD605-5
QST30 /(12V140Z-1) Technical Presentation

08/99
Page 1-6
l CKEC Seymore IN l KCEC Osaka Japan

l QST30 / 12V140Z-1 l 12V140-1
l Application l Application Platforms
Platforms l (a) D475A-3
l (a) 330M 3rd Qtr 98 QST30
l (b)WA800 l (b) HD785

l (c) WA900 Z engine Units built in
Peoria
2
History of SA12V140 HD325-6 / HD465-5 / HD605-5
08/99
Page 1-7
1981 Development started in 1981 SA6D140

1984 Development begins of a SA6D140 V
version.
1986 First Prototype
1987 Pre -Production
1988 HD785 (dump Truck)
WA800 (wheel Loader)
1989 D475 (bulldozer)

08/99
Page 1-8
l Komatsu began production in Japan in 1988

l Production levels have been 200 units per
year (270 in 1996)
l Komatsu engines were used in the HD785
haul truck , WA800/WA900 front end loader,
and D475A-2 crawler dozer applications
l Less than 5% of the engines were sold for
marine or power generation applications

08/99
Page 1-9
l 1988 though 1992 Komatsu produces -

400 SA12V140-1 engines
l Customer surveys and engine
evaluations completed in Japan in 93
compare perceptions of the SA12V140-
1 v.s. K38
l Cummins Komatsu Engine Company
formed in Oct. 1993.
3
HD325-6 / HD465-5 / HD605-5
Cummins Komatsu Engine Co. Technical Presentation

08/99
Page 1-10
l 50/50 joint venture

l Komatsu retains design control of the
base engine options
l Design control of customer options is
retained by Cummins
l Cummins pays Komatsu a license fee to
Komatsu for each engine sold.
l Joint venture employs >100 people
working at Cummins Industrial Center
HD325-6 / HD465-5 / HD605-5
QST30 Development Program Technical Presentation

08/99
Page 1-11
l Development program began in 11/93

l Focus of efforts was to resource components
through the Cummins supply base
l Some engineering effort on re-design of fuel
pump drive and mounting to accommodate
Bosch fuel pump
l Power Gen. and Industrial Electronic controls
designed entirely by CECo.
HD325-6 / HD465-5 / HD605-5
QST30 Resourcing Effort Technical Presentation

08/99
Page 1-12
l -75% of the total engine cost is sourced

through Cummins supply base. Examples
include :
Golden: block casting
CKEC: block machining
Bosch: fuel pumps and injectors
4
HD325-6 / HD465-5 / HD605-5

08/99
Page 1-13
l Holset: turbochargers, air compressors, &

dampers
Cifunsa: head casting
Cummsa: head machining
Concentric: lube oil and water pumps
Delco: starters
HD325-6 / HD465-5 / HD605-5

08/99
Page 1-14
A number of key components continue to be

supplied by Komatsu:
l Pistons
l Rough block castings
l Liners
l Bearings
l Crankshaft machining
l Most gaskets
Specifications HD325-6 / HD465-5 / HD605-5

08/99
Page 1-15
Engine Model Komatsu Cummins Cat Cat DDC

SA12V140 V28 3412 3508 12V92
Type
Nuber of Cylinders 12 12 12 8 12
Bore x Stroke 140x165 139.7 x 137 x 153 170 x 190 123 x 127
152.4
Displacement 30.5 28 27 34.5 18.01
Rated Output (hp/rpm) 1050/2100 900/2100 750/2100 1000/1800 825/2300
Peak Torque (kgm/rpm) 425/1500 343/1500 297/1500 462/1200 307/1200
Dry Weight (kg) 2930 2633 2157 3680 1940

Length (mm) 1670 1833 1650 1905 1730
Width (mm) 1252 1273 1136 1422 1190
Height ( mm) 1524 1608 1318 1702 1370
Output/Displacement (hp/l) 34.4 32.1 27.8 29 45.8
Weight Displacement (kg/l) 96.1 94 79.9 106.7 107.7
Output/Bulk Volume 329 240 304 217 293

(hp/mm 2 )
5
Engine Ratings HD325-6 / HD465-5 / HD605-5
08/99
Page 1-16
l Power Generation Ratings:

-60Hz Standby 750, 800, 900 Kw (1135,1200,1490 bhp)-50Hz
standby : 620, 705, 800 kWh.(940, 1030, 1200, bhp)
50hz standby: 675 & 725 kWh. (1010 & 1080 bhp
60Hz prime 675 & 725 kWh. (1010 & 1080 bhp
50hz prime 560 & 640 kWh. (840 & 960 bhp)
l Industrial Ratings:
Intermittent Duty: 1050 @21200 rpm C torque rise
Continuous duty : 850 hp @ 2100 rpm 50hz prime 675 & 725
kWh. (1010 & 1080 bhp

Engines

6
Engines
Features
Section 1.2
S12V140Z-1 KT000099
1
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1
Engines
Features
Section 1.2
S12V140Z-1 KT000099

Engines


Engines
12V140Z-1 / QST 30
Base Engine Introduction
S12V140Z-1 KT000099
1
S12V140Z-1
Discussion of Selected Technical Presentation

08/99
Page 3-4
Engine Components
General Engine Overview

Valve Settings:
Intake Valve Adjustment 0.43 mm [0.017 in]
Exhaust Valve Adjustment 0.80 mm [0.032 in]
QST3O Aspiration
- Turbocharged and Aftercooled
KT000099 - Structure & Function
Discussion of Selected S12V140Z-1

08/99
Page 3-5
Engine Components
General Engine Overview
Bore and Stroke
140 mm x 165 mm [5.51 in x 6.5 in]
Compression Ratio: 14.0:1
Displacement 30.5 Liters [1860 Cu ml
Crankshaft Rotation
(Viewed from the front of the engine Clockwise
Development Target S12V140Z-1

08/99
Page 3-6
l Compact
l High Output
l High Reliability and Durability
l Fuel Economy
l Easy Maintenance
2
SA12V140Z-1 / QST30
S12V140Z-1
08/99
Page 3-7
Bore & Stroke 140 mm X 165 mm

Cylinder Arrangement 12 Cylinder
50 Degree Vee
Volume 30 Liters
Industrial Power Output 750 - 1050 Hp
Design Features
S12V140Z-1
08/99
Page 3-8
1. Bank Angle 50 Degree Vee

Firing Order:
1R-1L-5R-5L-3R-3L-6R-6L-2R-2L-4R-4L
2. Piston Ductile iron piston, High Top Ring
3. Cylinder Head Dry sleeve injector bore
4. Cylinder block FEM Design, STORM threads two bolt main

with future four bolt main.
5. Crankshaft Induction hardened Journal Fillets
Standard Features
S12V140Z-1
08/99
Page 3-9
6. Injection Pump Layout Two Bosch RP39 or Two Zexel

KP21E with electro -hydraulic
governor
7. Intake/Exhaust Layout offset 15 Intake - Outside
Exhaust - Inside
8. Oil Pump High flow three gear design
9. Aspiration Turbocharger & Aftercooled
10. Turbochargers Twin Holset HX60
11. Oil Filtration Full flow and bypass filtration
12. Cooling system Conventional radiator
3
Fuel System
S12V140Z-1
08/99
Page 3-10
l Four fuel systems are available

Zexel PS7S with Mechanical governor
Komatsu High Pressure KP22 with electro-
hydraulic control
Bosch RP39/RE36 full authority electronic
control
Bosch P8500/RE30
Common Components
S12V140Z-1
08/99
Page 3-11
(SA6D140 & SA12V140)

l Cylinder Head, Rocker Housing, Head Cover
l Piston, Piston Pin and Piston Ring
l Rocker Arm, Push-rod, Cam Follower
l Oil Cooler Element (2 elements for SA12V140Z-1)
l After-cooler Element (2 elements for SA12V140Z-1)
l Note: Valve components are improved can be used
to uprate SA6D140
Controls for Industrial Ratings

S12V140Z-1
08/99
Page 3-12
l Dual Cummins CM552 ECM

l On Engine Mounting
4
Advantages of Bosch Electronic
S12V140Z-1
08/99
Page 3-13
Fuel System
l Higher Injection Pressure Capability for Reduce

Emissions.
l Elimination of Mechanical Linkage Between Fuel
Pumps
l Capability to Interface with other Vehicle/Power
Train Electronics
l Improved Cost
How to Achieve High

S12V140Z-1
08/99
Page 3-14
Performance
1. Good Intake / Exhaust System

2. Good Combustion
3. Reduced Friction
1. Good Intake / Exhaust System

S12V140Z-1
08/99
Page 3-15
l Backward Rake Turbo Charger

Holset HX60
Komatsu KTR110-2
l Pulse Reserving Exhaust Manifold
l Ductile Cast Iron Piston
5
Ductile Cast Iron Piston
S12V140Z-1
08/99
Page 3-16
2. Good Combustion
S12V140Z-1
08/99
Page 3-17
l High Pressure Fuel System

SA12V140 Two Komatsu KP21 pumps
SA12V140Z-1 Two Bosch RP39
QST30G & D Two Bosch P8500
l Optimized Combustion Chamber Shape
l Ductile Cast Iron Piston
Intake Port Development For

S12V140Z-1
08/99
Page 3-18
Good Combustion
6
Optimized Combustion Chamber
S12V140Z-1
08/99
Page 3-19
Shape
Minimum Dead Volume Combustion

S12V140Z-1
08/99
Page 3-20
Chamber(MDVCC)
3. Reduced Friction
S12V140Z-1
08/99
Page 3-21
l Four Valves / Cylinder

Tribaloy intake valves seats
Reduced valve and valve seat wear
Stem Seals
Chrome stems
Nitride intake valve face material
Eatonite 6 exhaust Valve face material
Extended service intervals
l Three Ring Piston

l High Efficiency Oil & Water Pumps
7
How to Achieve High Durability &
S12V140Z-1
08/99
Page 3-22
Reliability
1. Combustion Chamber Components (Reduced

Thermal Load)
2. Strong and Rigid Main Components
(FEM Design & Stress Tested Components)
3. Low Wear & High Scuff Resistance Design
Combustion Chamber Components

S12V140Z-1
08/99
Page 3-23
(Reduced Thermal Load))
l Piston
Oil Jet Cooling
Cooling Gallery Around Combustion
Chamber & Ring Pack
l Cylinder Head
Forced Cooling Through Drilled Holes in
Valve Bridge
Piston Oil Jet Cooling

S12V140Z-1
08/99
Page 3-24
8
Internal Piston Cooling Passage
S12V140Z-1
08/99
Page 3-25
Strong and Rigid Main Components

S12V140Z-1
08/99
Page 3-26
FEM Design & Stress Tested as

Components
l Cylinder Block, Connecting Rod
Mechanical Stress
l Cylinder Head & Piston
Mechanical & Thermal Stresses
l Crankshaft
Bearing Oil Film Calculation
Low Wear & High Scuffing

S12V140Z-1
08/99
Page 3-27
Resistance Design
l Roller Cam Follower
l Special Surface Control for Cylinder Liner
l Keystone Type Piston Rings
l Cutback Top Land Piston
9
Key Changes in the Cummins
S12V140Z-1
08/99
Page 3-28
QST-30Komatsu Sa12V140-Z1
l Fuel System/ Controls

Zexel to Bosch Cummins Electronic
l Turbochargers
Komatsu to Holset
l Upgraded Components:
Improved Rating Capability and Problem
Counter Measures
l Resourced Components with Cummins Suppliers
Reduced Engine Cost
Fuel System /Controls

S12V140Z-1
08/99
Page 3-29
l 1. Fuel Pumps
l 2. Controls
l 3. Advantages of Bosch Electronic Fuel
System
Fuel Pumps for Industrial Ratings:

S12V140Z-1
08/99
Page 3-30
l Bosch RP39/RE30
l Bosch P8500/RE36
10
Controls for Industrial Ratings:
S12V140Z-1
08/99
Page 3-31
l Dual Cummins CM520 ECMs

l On Engine Mounting
Advantages of Bosch Electronic

S12V140Z-1
08/99
Fuel System
Page 3-32
l Higher Injection Pressure Capability

for Emissions
l Elimination of mechanical Linkage
Between Fuel Pumps
l Capability to link with Other
Vehicle/Power Train Electronics
l Improved Cost
Turbochargers
S12V140Z-1
08/99
Page 3-33
l Cumminization
l Improved Efficiencies
l Improved Cost
l Wastegates Available for Quick
Response Applications
11
Engines

12
Engines
Engine Views
Section 1.3
S12V140Z-1 KT000099
1
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1
Technical Presentation Kit Technical Presentation Kit
Engines Engines
Engine Views
Section 1.3

S12V140Z-1 KT000099 KAIC Service Training 08/99
Left Side View Left Side View

S12V140Z-1 S12V140Z-1
Technical Presentation Technical Presentation
08/99 08/99
Page 3-3 Page 3-4
1. Front cover
2. Cylinder block 9. Turbocharger
3. Cylinder liner 10. Cam follower
4. Rocker lever 11. Camshaft
12. Flywheel
housing
5. Cylinder head 13. Flywheel housing
cover 14. Main bearing cap
6. Exhaust valve 15. Crankshaft
16. Oil pan
7. Intake valve
17. Connecting rod
8. Piston
KT000099 - Structure & Function KT000099 - Structure & Function
Left Side View Front View

S12V140Z-1 S12V140Z-1
08/99 08/99
Page 3-5 Page 3-6
18. Connecting rod

cap
19. Oil strainer
20. Lubricating oil 24. Cylinder head
pump 25. Intake manifold
21. Crankshaft gear 26. Electrical intake
22. Vibration
air heater
damper
23. Crankshaft 27. Lubricating oil
pulley cooler
28. Intake
connector pipe
1
Front View Rear View
S12V140Z-1 S12V140Z-1
08/99 08/99
Page 3-7 Page 3-8
1. 23-pin Deutsch
Connector
(Primary/
Secondary ECM
Connector)
29. Rocker lever
2. Engine Speed
30. Aftercooler
Sensor
31. Nozzle holder
3. Flywheel
32. Push rod
4. Engine Position
33. Piston cooling
Sensor
nozzle
INTAKE SYSTEM EXHAUST SYSTEM

S12V140Z-1 S12V140Z-1
08/99 08/99
Page 3-9 Page 3-10
1. Intake manifold
(Right bank) 1. Exhaust
2. Electrical intake air manifold
(Left bank)
heater
3. Aftercooler cover 2. Exhaust
(Right bank) manifold
4. Aftercooler cover (Right bank)
(Left bank) 3. Turbocharger
5. Intake manifold (Right bank)
(Left bank) 4. Turbocharger
(Left bank)
6. Air intake

Engines

2
Maintenance--S12V140Z
Maintenance S12V140Z--1 Engines Engines
Maintenance
1
Schedule
Maintenance
2
Fluids
Return To Main
Exit
Menu
KT000099
08/99
1
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1
Engines
Maintenance Schedules
Section 2.1
S12V140Z-1 KT000099
1
Blank Page
1
Engines
Maintenance Schedules
Section 2.1
S12V140Z--1
S12V140Z KT000099

Engines

S12V140Z--1
S12V140Z
Maintenance Schedule Technical Presentation

08/99
Page 3-
3 -3
Operation &
Maintenance
Manual Follow
recommendations in
the Komatsu
Operation &
Maintenance Manual.
1
MAINTENANCE
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -4
Y ?
H
W
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -5
MAINTENANCE
WHEN
REQUIRED
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -6
INITIAL 250 OF SERVICE

(only after the first 250 hours)
Check engine valve clearance,

adjust if needed
2
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -7
MAINTENANCE
DAILY
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -8
Daily
Check engine:
Oil level in oil pan, add oil
Coolant level in radiator, add
coolant
Drain water and sediment
from fuel filters
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -9
Daily
Inspect engine for:
Damage
Leaks
Loose or damaged belts
Unusual noises and exhaust
color
Check electronic engine
protection system (fault code
Lamps)
Check monitor panel
3
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -10
Weekly
Check air intake piping

Check air intake restriction (dust
indicator)
Check air cleaner element. clean
or replace
MAINTENANCE
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -11
50
HOURS
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -12
50 Hour Service
Drain water, sediment from fuel
tank
4
MAINTENANCE S12V140Z--1
S12V140Z
08/99
Page 3-
3 -13
Every
250
HOURS
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -14
250 Hour Service

Change engine lubricating oil
Change engine filters:
Full flow oil
By
By--pass oil
Fuel (spin -on)
Coolant (Corrosion resistor
cartridge)
Check and clean crankcase
breather tube
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -15
250 Hour Service

Check engine fan
Check drive belts and tension
Check alternator belt tension,
adjust
Check air conditioner
compressor belt tension,
adjust
Check battery electrolyte level
Measure SCA concentration
5
MAINTENANCE
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -16
2000
12V140 HOURS
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -17
2000 Hour Service

Steam clean engine
Overhead set
Adjust engine cross heads
Adjust engine valves
Measure crankshaft end
clearance
Check engine mounts
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -18
2000 Hour Service

Grease fan drive idler pivot arm
assembly
Check cold starting aids
Engine oil heater (if equipped)
Coolant heater (if equipped)
Check engine hoses
Check batteries
6
MAINTENANCE S12V140Z--1
S12V140Z
08/99
Page 3-
3 -19
6000 HOURS
or 2 years
which ever
comes first
S12V140Z--1
S12V140Z

08/99
Page 3-
3 -20
6000 Hour Service

Inspect:
Turbocharger
Vibration damper
Water pump
Coolant thermostats and seals
Air compressor
Clean and flush the cooling system
Check belt driven fan hub
Check fan drive idler pulley assembly

Engines

7
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Engines
Maintenance Fluids
Section 2.2
S12V140Z-1 KT000099
1
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1
Engines
Maintenance Fluids
Section 2.2
S12V140Z-1 KT000099

Engines

S12V140Z-1
Fuel Oil, Lubricating Oil and Coolant Technical Presentation

08/99
Page 3-3
Operation & Follow

Maintenance recommendations
Manual
in the Komatsu
Operation &
Maintenance
Manual.
1
S12V140Z-1
Fuel, Lubricating Oil and Coolant Technical Presentation

08/99
Page 3-4
FUEL
S12V140Z-1

08/99
Page 3-5
Do not mix gasoline or alcohol with

diesel fuel. This mixture can cause an
explosion.
IMPORTANT: Due to the precise
tolerances of diesel injection systems, it
is extremely important that the fuel be
kept clean and free of dirt or water. Dirt
or water in the system can cause severe
damage to both the injection pump and
nozzles.
S12V140Z-1

08/99
Page 3-6
For normal service above -12C (+lOF),

the use of ASTM Grade No. 2-D diesel fuel
with a minimum Cetane number of 40 is
recommended. The use of No. 2-D diesel
fuel will result in optimum engine
performance under most operating
conditions. Fuels with Cetane numbers
higher than 40 may be needed in high
altitudes or extremely low ambient
temperatures to prevent misfires and
excessive smoke.
2
S12V140Z-1

08/99
Page 3-7
At operating temperatures below -12C

(+lOF), use ASTM Grade No. 1-D diesel
fuel. The use of lighter fuels can reduce
fuel economy.
Where a winterized blend of Grade No. 2-
D and No. 1 -D fuels is available, it may be
substituted for Grade No. 1 -D fuel.
However, it is the suppliers responsibility
to provide the fuel for the anticipated
ambient temperature.
S12V140Z-1

08/99
Page 3-8
Use a low sulfur content fuel having a

cloud point that is at least 10 degrees
below the lowest expected fuel
temperature. Cloud point is the
temperature at which crystals begin to
form in the fuel.
The viscosity of the fuel must be kept
above 1.3 cSt at 100C (212F) to provide
adequate fuel system lubrication.
S12V140Z-1

08/99
Page 3-9
Engine Lube Oil
3
S12V140Z-1

08/99
Page 3-10
SAE 15W-40 multi-viscosity oil is recommended for most

operating climates, refer to the table for oil viscosity
recommendations for extreme climates.
Limited use of low viscosity oils, such as SAE 1OW-30

may be used for easier starting and providing sufficient
oil flow at ambient temperatures below -5C (+23F).
However, continuous use of low viscosity oils can
decrease engine life due to wear.
S12V140Z-1

08/99
Page 3-11
Oil performance recommendations are as

follows:
The use of a high quality engine

lubricating oil combined with appropriate
oil and filter change intervals are critical
factors in maintaining engine performance
and durability.
S12V140Z-1

08/99
Page 3-12
SAE 15W-40 multi-viscosity heavy duty

engine oil meeting the American
Petroleum Institute (API)
performance classification of CG-4 or
CG-4/SH is recommended.
NOTE: CE oil may be used in areas
where CG-4 oil is not yet available.
4
S12V140Z-1

08/99
Page 3-13
A sulfated ash content of 1.O mass

percent is suggested for optimum valve
and piston deposit and oil consumption
control. The sulfated ash must not exceed
1.85 mass percent. The sulfated ash limit
of 1.85 mass percent has been placed on
all engine lubricating oils recommended
for use in the engine. Higher ash oils can
cause valve and/or piston damage and
lead to excessive oil consumption .
S12V140Z-1

08/99
Page 3-14
Engine Coolant
S12V140Z-1

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Page 3-15
ANTIFREEZE
In climates where the temperature is
above -37C (-34F), use a coolant
mixture that contains 50 percent
antifreeze. Antifreeze is essential in any
climate. It broadens the operating
temperature range by lowering
the coolant freezing point and by raising
its boiling point.
5
S12V140Z-1

08/99
Page 3-16
ANTIFREEZE
Do not use more than 50 percent
antifreeze in the mixture unless
additional freeze protection is required.
Never use more than 68 percent
antifreeze under any condition.
An antifreeze concentration greater than
68% will adversely affect freeze
protection and heat transfer rates.
S12V140Z-1

08/99
Page 3-17
ANTIFREEZE
Antifreeze concentrations between 68%
and 100% actually have a higher
freezing point than a 68% antifreeze
concentration and should not be used
due to reduced heat transfer rates.
S12V140Z-1

08/99
Page 3-18
ANTIFREEZE
Low silicate ethylene glycol antifreeze is
recommended. The antifreeze should
contain no more than 0.1% anhydrous
alkali metasilicate. Low silicate
antifreeze is recommended to avoid the
formation of silica-gel (hydro-gel). This
gel formation can occur when the
cooling system contains an over
concentration of high silicate antifreeze
and/or supplemental coolant additive.
6
S12V140Z-1

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Page 3-19
ANTIFREEZE
Antifreeze may retain its freeze
protection for more than one season but
coolant conditioners must be added
to maintain corrosion protection.
Antifreeze formulated with methoxy

propanol, or propylene glycol, is not
recommended for this system.
S12V140Z-1

08/99
Page 3-20
S12V140Z-1

08/99
Page 3-21
WATER
Use water which has a low mineral content. Water
used in conjunction with antifreeze, coolant filters and
inhibited water must meet the following standards:
Total Hardness - Not to exceed 170 parts per million

(10 grains/gallon maximum) to prevent scale
deposits. Water containing dissolved magnesium and
calcium (the usual reason for water hardness)
above the specified amount will cause scale deposits
to develop in the engine.
7
S12V140Z-1

08/99
Page 3-22
WATER
Chlorides - Not to exceed 40 parts per million (2.5
grains/gallon maximum) to prevent corrosion.
Sulfites - Not to exceed 100 parts per million (5.8
grains/gallon maximum) to prevent corrosion.
Dissolved Solids - Not to exceed 340 parts per

million (20 grains/gallon maximum) to minimize sludge
deposits, scale deposits, corrosion or a combination of
these.
S12V140Z-1

08/99
Page 3-23
WATER
If any of the above requirements cannot be met, use
distilled, de-ionized, or de-mineralized water. To
determine if local water supplies meet these
standards, water samples can be tested by water
treatment laboratories. Softened water that is
prepared using common salt (sodium chloride)
contains excessive amounts of chlorides and should
not be used.
NOTE: Never use water alone in the
cooling system because corrosion will
occur.
S12V140Z-1

08/99
Page 3-24
MAINTENANCE OF
SUPPLEMENTAL COOLANT
ADDITIVES
Keeping the engine coolant properly

inhibited will keep the engine and
radiator free of rust, scale deposits
and corrosion.
8
S12V140Z-1

08/99
Page 3-25
MAINTENANCE OF
ADDITIVES
New machines are delivered with

antifreeze protection. Service at
regular scheduled interval specified
in the SCHEDULED MAINTENANCE
GUIDE with a service DCA4 filter.
S12V140Z-1

08/99
Page 3-26
MAINTENANCE OF
ADDITIVES
Each time the coolant is drained and

replaced, the coolant must be
recharged with SCA. New coolant can
be correctly charged with
supplemental coolant additives by
using a DCA4 service filter or SCA
concentrate listed in the table
entitled, DCA4 Unit Guide.
S12V140Z-1

08/99
Page 3-27
MAINTENANCE OF
ADDITIVES
If coolant is added between drain

intervals, additional SCA will be
required.
9
Engines

10
Engines
Structure & Function
Section 3
S12V140Z-1 KT000099
1
Blank Page
1
Engines
Base Engine
Section 3.1
S12V140Z-1 KT000099
1
Blank Page
1
Engines
Base Engine
Section 3.1
S12V140Z--1
S12V140Z KT000099

Engines

Engine Components
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -3
Power Cylinder Components
Block Oil Pump

Crank shaft Oil Pressure Regulator
Connecting Rod Full flow oil filter head
Piston& Rings Water Pump
Cylinder Liner Water Filter Head
Cam shaft Thermostat Housing
1
Engine Block
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -4
The main cylinder

block was designed
using Finite Element
Analysis to create a
compact and light
weight foundation,
yet it has a high
rigidity through the
use of internal ribs
and reinforcement.
Engine Block
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -5
The ribbed skirt

design of the
QST30/12V140Z-1
block gives it low
weight , reduced
noise and high
strength.
Block encompasses
seven main bearing
design to handle the
increased cylinder
pressure loads.
Engine Block
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -6
Two internal
coolant flow
passages direct
coolant around
each wet cylinder
liner. Coolant flow
testing was used to
avoid cavitation
affects which cause
liner corrosion in
service
2
End View of Engine
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -7
Oil Cooler Area

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -8
The block provides an area cast in for the oil cooler.
Internal Block Webbing

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -9
The main
cylinder block
incorporates a
ribbed skirt
design which
gives it lower
weight high
strength and
reduced noise
levels.
3
Main Bearing Saddle
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -10
The main bearing

saddle has a grove
machined into it for
improved oil flow .
There is also a
provision for future
high horse power
ratings to employ
the use of a four
bolt main cap.
Instead of a two
bolt main
Block Skirt Ribs

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -11
Counter Bore
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -12
Cylinder block
incorporates a
lower press fit
liner for added
strength and
reduces stress
in the
counterbore.
4
CRANKSHAFT
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -13
Crankshaft is
made of forged
alloy steel with 8
integral balance
weights for
smooth operation
and low vibration.
To reduce
torsional vibration
a Holset viscous
type vibration
damper is used.
Crankshaft Main Journals

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -14
Crankshaft has 7
main journals with
a diameter of 5.83
inches which is
ample area to
distribute the load.
A thrust bearing is
located on number
7 main journal.30
Crankshaft Fillets
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -15
The main
journals and
fillet radii have
been induction
hardened for
increased
strength and
wear.
5
Rod Bearing Journals
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -16
Connecting rod
journal has a
diameter of
3.94 inches
which provides
ample surface
area.
Connecting Rod & Bearing

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -17
Connecting rods are of a forged steel

I beam designed
Oil Drilling
Connecting Rod & Bearing

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -18
Each rod has an oil

drilling to provide
pressure lubrication
to the piston pin and
to help cool the
piston. Four cap
screws a used to
connect the rod cap
Oil Drilling using torque to yield
method for a more
uniform clamping
load.
6
Rod Caps and Bolts
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -19
Four cap
screws for
more universal
clamping load.
Use torque to
yield method
of tightening
Connecting Rods Cont.

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -20
Because of the oil

drilling two
different rods are
used in the same
engine. One set of
rods for the left
bank and one set of
rods for the right
bank. There are
two different part
numbers for each
set of rods.
Liner & Pistons

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -21
l Liner Size / Piston Size

l right bank large
l left bank small
l Large liner large piston
l Small liner small piston
7
Piston
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -22
The QST30 / 12V140Z-

12V140Z-1
uses a single piece ductile
cast iron piston. Fewer
parts compared to
articulated designs. This
design has several
advantages over
aluminum and is
comparable to steel.
Piston
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -23
This piston design

maintains high strength
at elevated
temperatures. Uses a
Minimum Dead Volume
Combustion Chamber
(MDVCC) resulting in
minimum top clearance
at the top ring. Also,
piston to liner clearance
is reduced.
Gallery Cooling
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -24
Each piston has a

Gallery Cooling
channel cast into the
piston behind the
ring pack. This is
referred to a
Shaker design.
Lubricating oil flows
into this passage and
cools the piston
crown and ring
pack.
8
Internal Piston Cooling Passage
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -25
More On Pistons
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -26
Piston to valve clearance is minimized

Piston to liner clearance is extremely tight.
Min & Max radial clearance :0.035 & 0.055mm
engine noise levels reduced
liner vibrations reduced
this engine has relatively minimal cavitation issues
must use two different size liners with four different
piston numbers
Total power cylinder weight is comparable to
aluminum piston
3 Ring design
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -27
Uses a three ring

design, which
are Chrome
plated and of a
Keystone
Design.
9
Piston Rings
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -28
The SA12V140Z-1/QST30 rings.
No. 1 Ring
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -29
The top compression ring is a two sided

keystone design with a barrel face and
hard chrome plating.
No. 2 Ring
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -30
The second ring is also a keystone

design, it however has a tapered face
with a hard chrome plating.
10
Oil Control Ring
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -31
Finally the Oil Control Ring is a

Mshaped with a coil expander it too is
chrome plated.
Cylinder Liner
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -32
QST30/12V140Z-1 Uses a
QST30/12V140Z-
replaceable wet sleeve type
cylinder liner for greater heat
dissipation , long life and
lower rebuild cost. The
cylinder Liner is a lower
pressed fit design.This
improves liner/block interface
eliminating fretting at the
counter bore. The liner
material is centrifugal cast
iron and is TUFTRIDED
Cylinder Liner
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -33
TUFTRIDING of the
liners creates a durable
surface for the rings to
travel on, reducing oil
consumption, improving
wear resistance (life to
overhaul) and scuff
resistance. The hard surface
on the out side of the liner is
less prone to cavitation
erosion. Finished liners are
plateau honed to one micron
finish.
11
Cylinder Liner Seals
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -34
l Top Seal: Crevice seal

(Ethylene propylene
rubber)
l Middle : O -ring
Ethylene propylene
rubber
l Bottom: O -ring
(Silicon rubber)
CAMSHAFT
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -35
There are two camshafts located high in the

cylinder block supported by seven
replaceable camshaft bushings.
Camshaft Journals
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -36
The camshaft journals a induction hardened and

micro-finished to increase strength and reduce
wear resistance
12
S12V140Z--1
S12V140Z
08/99
Page 3-
3 -37
3 gear design
Center gear driven 1.67

times engine speed
Oil Pump Internal View

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -38
Oil Pickup Tube

S12V140Z--1
S12V140Z
08/99
Page 3-
3 -39
Suction Screen
13
Engines

14
Engines
Cooling System
Section 3.3
S12V140Z-1 KT000099
1
Blank Page
1
Engines
Cooling System
Section 3.3
S12V140Z-1 KT000099

Engines

Cooling System Specifications - 1

S12V140Z-1
08/99
Page 3-3
Coolant Capacity (Engine Only)

85 liters [22.4 U.S. gal]
Standard Modulating Thermostat Range
77 to 90 C [170 to 194 F]
Minimum Pressure Cap
48 kPa [7 psi)
1
Cooling System Specifications -2
S12V140Z-1
08/99
Page 3-4
Coolant Temperature
Minimum Top Tank
71 C [160 F]
Maximum at Engine Outlet
100 C [212 F]
Maximum Deaeration Time
25 min
Minimum Drawdown
Of System Capacity 8 %
Cooling System Intro S12V140Z-1

08/99
Page 3-5
In this segment we will

discuss the cooling
system of the 12V140Z-1
/ QST30 engine. Starting
from the radiator and
continuing through the
engine until the entire
system has been
explained. Specifically,
We will discuss how the
coolant is filtered . How
it is used in cooling and
how it is transferred
through out the engine
for cooling purposes
Water Pump
S12V140Z-1
08/99
Page 3-6
Coolant is
drawn into
the water
pump both
from the
radiator core
and from the
bypass tube.
2
Water Pump
S12V140Z-1
08/99
Page 3-7
The Water
Pump is
located on the
right side of
the engine as
shown.
Water Pump
S12V140Z-1
08/99
Page 3-8
The water pump

is driven 1.8
times engine
speed 2100 rpm,
which delivers a
flow rate of 277
GPM.
Coolant Flow
S12V140Z-1
08/99
Page 3-9
From the water

pump the coolant
flow is directed into
the block rifle right
below the front oil
cooler or the water
filter head.
3
Oil Cooler Inlet
S12V140Z-1
08/99
Page 3-10
Coolant
directed to the
block flows into
the oil coolers
through passages
cast into the
block. Once in
the oil cooler, the
coolant flows
around the
cooling plates
cooling the oil.
Coolant Flow
S12V140Z-1
08/99
Page 3-11
Coolant then
flows into the
right bank
cylinder liner
cavity to the
left bank
cylinder liner
cavities
through six
passages cast
into the block.
Cylinder Heads
S12V140Z-1
08/99
Page 3-12
The coolant
flows through
the cylinder
heads ,
cooling the
valve seats,
injector bores
and fuel
4
Center Block Passage
S12V140Z-1
08/99
Page 3-13
The coolant then

flows into a
passage cast into
the center of the
block. Coolant
flows through
this passage into
the thermostat
housing.
Front View Of Center

S12V140Z-1
08/99
Page 3-14
Cooling Passage
S12V140Z-1
08/99
Page 3-15
Center Block Passage
Cylinder Cooling
Passages
5
S12V140Z-1
08/99
Page 3-16
Rear View of Center Block Passage
Coolant from the Cooling Passage

S12V140Z-1
08/99
Page 3-17
Flows to the Thermostat Housing
Thermostat Housing
S12V140Z-1
08/99
Page 3-18
The thermostat
housing is
located on the
front of the
engine as
shown, it
incorporates
three
thermostats.
6
Thermostat Closed
S12V140Z-1
08/99
Page 3-19
If the coolant in
the thermostat
housing is less
than 165
Fahrenheit then
the thermostat will
be closed allowing
coolant to bypass
the radiator.
Thermostat Starts To Open

S12V140Z-1
08/99
Page 3-20
The thermostat
starts to open
when the engine
coolant
temperature
reaches 166 to
173 Fahrenheit.
Thermostat Open
S12V140Z-1
08/99
Page 3-21
If the coolant in
the thermostat
housing is more
than 173
Fahrenheit,
The thermostat
will open allowing
coolant to flow
into the radiator.
7
Thermostat Fully Open
S12V140Z-1
08/99
Page 3-22
The thermostats
are fully open
when the coolant
temperature
reaches 194
Fahrenheit.
S12V140Z-1
08/99
Page 3-23
Thermostat Housing
S12V140Z-1
08/99
Page 3-24
Always Replace Seal Ring

with Thermostat
8
S12V140Z-1
08/99
Page 3-25
Center Block
Passage
Thermostat By-Pass
Bypass Connector
S12V140Z-1
08/99
Page 3-26
The bypass
coolant flows
through a
passage into the
block and then
out through a
bypass connector
back to the
water pump
inlet.
Return Back to Radiator

S12V140Z-1
08/99
Page 3-27
Coolant flows
through the
radiator core
and back to
the water
pump
9
The Water Filter Head
S12V140Z-1
08/99
Page 3-28
The water filter

head is a single
casting that mounts
two water
treatment filters.
Water Filter Shutoff Valve

S12V140Z-1
08/99
Page 3-29
The casting has

a stainless steel
valve built in to
it. This allows
changing of the
water filter
without draining
the entire
cooling system.

Engines

10
Engines
Intake & Exhaust Systems
Section 3.4
S12V140Z-1 KT000099
1
Blank Page
1
Engines
Intake & Exhaust Systems
Section 3.4
S12V140Z-1 KT000099

Engines

Air Intake System Specifications

S12V140Z-1 Engines
08/99
Page 5-3
NOTE: Engine intake air must be filtered to prevent

dirt and debris from entering the engine. If the
intake air piping is damaged or loose, unfiltered air
will enter the engine and cause premature wear.
Maximum Intake Restriction with Heavy Duty Air

Cleaner:
With Clean Filter Element
305 mm H 20 [12 in H20]
With Dirty Filter Element
635 mm H 20 [25 in H20]
KT200199 - Work Equipment
1
Exhaust System Specifications
S12V140Z-1 Engines
08/99
Page 5-4
Back Pressure -
Maximum (at rated speed and load)
75 mm Hg [3 in Hg]
Air System Intro

S12V140Z-1 Engines
08/99
Page 5-5
In this segment we will

discuss the air system of
the 12V140Z-1 / QST30
engine. Specifically we will
discuss :
How air is drawn into
the system
How it is filtered
How it is cooled
Flow through the
cylinder head
How it exits the engine
S12V140Z-1 Engines
08/99
Page 5-6
Turbo Charger
The turbocharger
exhaust turbine
drives the
compressor
wheel which
draws air in
through the air
filter elements.
2
S12V140Z-1 Engines
08/99
Page 5-7
Twin Holset Turbos
S12V140Z-1 Engines
TURBOCHARGER Technical Presentation

08/99
Page 5-8
DATAPLATE
l A = Turbo Assembly Number

l (or Basic Build Number) .
l [Most commonly used number
l for service purposes].
S12V140Z-1 Engines
08/99
Page 5-9
TURBOCHARGER DATAPLATE
B = Turbo Serial Number:

* Unique number for each turbo.
* Can also be used to identify part
number and date of manufacture.
[only by contacting Holset Service].
3
S12V140Z-1 Engines
08/99
Page 5-10
C = Customer Part Number:
For O.E. Turbos = ID21(final assy).

For Service turbos = service kit #.
[Note: Can be multiple Customer numbers
per Holset part number A].
S12V140Z-1 Engines
08/99
Page 5-11
D = Turbocharger Type:
Indicates the model or frame-size
of the turbo.
S12V140Z-1 Engines
08/99
Page 5-12
Why Do We Turbocharge?
Increases the pressure (therefore density)
of the air entering the engine.
Higher density = more oxygen per liter,
- so more fuel per engine rev can be burned.
= MORE TORQUE AND POWER !!
4
S12V140Z-1 Engines
08/99
Page 5-13
Basic Principles of Operation
Turbos are exhaust-driven superchargers.
Pressure and heat energy extracted from exhaust.
Drives an impeller which compresses the inlet air.
Heat is a by-product of this compression,

-so there is a further density increase by
cooling boost air.
S12V140Z-1 Engines
08/99
Page 5-14
Advantages of Turbocharging
Increased power to weight ratio.
Improved fuel economy.
Minimal loss of power at altitude.

(Especially with wastegates)
Better driveability or torque.

(Especially with wastegates)
Reduced exhaust emissions.
S12V140Z-1 Engines
08/99
Page 5-15
5
S12V140Z-1 Engines
08/99
Page 5-16
Basic Inspection Procedures
1. Bearing clearances.
2. Foreign-object damage.
S12V140Z-1 Engines
08/99
Page 5-17
THRUST CLEARANCE CHECK
S12V140Z-1 Engines
08/99
Page 5-18
RADIAL CLEARANCE CHECK
6
S12V140Z-1 Engines
08/99
Page 5-19
COMPRESSOR WHEEL INSPECTION
S12V140Z-1 Engines
08/99
Page 5-20
Troubleshooting: (b)
It is also important, in the case of a severe

turbo failure, to separate cause from effect.
So that accurate information can be fed
back - in case corrective-actions are
required.
S12V140Z-1 Engines
08/99
Page 5-21
Oil Leaks (a)

a) External
Commonest cause - loose /damaged
oil feed & drain fittings.
If tightening (or re-gasketing) fittings

does not stop the leak, - then look for a
damaged oil line or turbo bearing
housing.
7
S12V140Z-1 Engines
08/99
Page 5-22
Oil Leaks (b)

b) Internal - Compressor & Turbine
Restriction in the turbo gravity oil drain
will push oil past the split-ring seals
at both compressor & turbine ends.
[Note: Having oil leakage at both ends

simultaneously is a good indicator that
this may be the problem].
S12V140Z-1 Engines
08/99
Page 5-23
Restriction in the turbo gravity
Restriction
S12V140Z-1 Engines
08/99
Page 5-24
Oil Leaks (c)
Common causes of restricted drains are:-

* wrong oil drain gasket,
* damaged oil drain hose/tube
* or, high engine blowby pressure
(which can be due to engine crankcase
vent being blocked by physical
damage, plugging or icing etc).
8
S12V140Z-1 Engines
08/99
Page 5-25
Oil Leaks (d)

Internal - Compressor Only
An inlet depression (vacuum) greater
than 25 in.H2O will pull oil past the
compressor-end split ring seal.
This will NOT damage the turbo,
unless the thrust bearing fails.
Typical cause is a plugged filter

or collapsed air piping.
S12V140Z-1 Engines
08/99
Page 5-26
Intake
Vacuum
S12V140Z-1 Engines
08/99
Page 5-27
Oil Leaks (e)

Note: Slight oil wetness can be dried out
by running the engine under load for about
an hour, after the problem has been fixed.
WARNING: Do not operate the engine if
you suspect any oil has collected in the
engine intake or charge-cooler.
Drain and clean these items first - to avoid
an engine runaway after full warm-up.
9
S12V140Z-1 Engines
08/99
Page 5-28
Air & Exhaust Leaks (a)

* Commonest points for boost leaks,
are the charge-air cooler connections.
* Next most common, is the compressor

outlet elbow joint.
[Leaks at all these joint also can cause

high-pitched noises - often mistaken
for turbo noise].
S12V140Z-1 Engines
08/99
Page 5-29
Air & Exhaust Leaks (b)
* Exhaust gas leaks at either the

head/manifold or manifold/turbine
joints are not common
- but can cause both boost loss & noise.
S12V140Z-1 Engines
08/99
Page 5-30
Noise (a)
An area of confusion, relative to Diagnosis.
We have found that in some shops,
almost all high-frequency noises are
attributed to the turbocharger.
Also, due to its easy removal, the turbo

is often the first item replaced, during
diagnosis of a noise problem.
10
S12V140Z-1 Engines
08/99
Page 5-31
Noise (b)
All turbochargers make some noise.
High-power engines run at higher
boost pressures (thus higher speeds)
- hence turbo noise tends to be
higher (in both volume and pitch).
If a customer complains of excessive noise, it
is important to determine if the noise
CHANGED recently.
S12V140Z-1 Engines
08/99
Page 5-32
Noise (c)
If the noise has not change recently, get an

experienced person (or several people) to
decide if the noise level is normal or abnormal.
- If abnormal, change the turbo.
If the noise is normal for that engine/turbo, do

not change the turbo for another of the same
part number
- contact Service Support.
S12V140Z-1 Engines
08/99
Page 5-33
Noise (d): Surge
A rapid chuffing at high load

near peak-torque engine speed
- is steady state, or lugging surge.
A flushing or popping sound

when the throttle is rapidly
released at high load (i.e. rapid
gear change)
- is transient, or shift surge.
11
S12V140Z-1 Engines
08/99
Page 5-34
Noise (e): Surge
Transient surge is common

on some highly rated H-duty engines,
and usually occurs at full load
engine speeds below 1600 RPM.
Air system surge (unless it is

excessive) does not cause any
damage to the engine or turbo.
S12V140Z-1 Engines
08/99
Page 5-35
Noise (g): Surge
If you suspect you have a customer with

an air-system surge problem - check to
see if there is a surge -fix turbo for his
engine.
Also, remember that engine instability

(often confused with surge) can be a
result of fuel system, transmission or
other problems.
S12V140Z-1 Engines
08/99
Page 5-36
Air Flow
From the
turbocharger
compressor
wheel, air
flows through
the crossover
connection
and into the
after cooler
12
S12V140Z-1 Engines
08/99
Page 5-37
Aftercooler Inlet Because the air

from the
turbocharger is
heated due to
compression,
the aftercooler is
needed to cool
the air and divert
it into the intake
manifolds.
S12V140Z-1 Engines
08/99
Page 5-38
Air Flow Air flow

continues
through the
intake ports
and into the
combustion
chambers.
S12V140Z-1 Engines
08/99
Page 5-39
Exhaust
After
combustion
the exhaust
gasses flow
out the
opposite side
of of the
cylinder
head.
13
S12V140Z-1 Engines
08/99
Page 5-40
Exhaust Manifold From the

cylinder
head,
exhaust
gasses flow
through the
pules type
exhaust
manifold.
S12V140Z-1 Engines
08/99
Page 5-41
Turbo Exhaust Finally the

exhaust gasses
flow into the
divided exhaust
turbine housing
of the
turbocharger to
drive the
turbine wheels.
S12V140Z-1 Engines
08/99
Page 5-42
Air System
Operation & Maintenance
on the
SA12V140Z-1 / QST30
14
S12V140Z-1 Engines
08/99
Page 5-43
In this segment we will discuss some of the

maintenance items associated with the air system
S12V140Z-1 Engines
08/99
Page 5-44
Operation & Maintenance Manual
The operation
and
maintenance
manual for the
SA12V140Z-1 /
QST30 contains
a maintenance
schedule
similar to the
one shown
(NEXT PAGE)
S12V140Z-1 Engines
08/99
Page 5-45
The Operation and

Maintenance Manual Operation and
maintenance
Manual for the
SA12V140Z-1 /
QST30
contains a
maintenance
table similar to
the one shown.
15
S12V140Z-1 Engines
08/99
Page 5-46
Pre-cleaner
The pre-cleaner should be checked daily if

the engine is so equipped
Weekly Check
S12V140Z-1 Engines
08/99
Page 5-47
l Air Intake hoses

l Pipes & Clamps
l Air Restriction Indicator
l Air Cleaner Element
S12V140Z-1 Engines
08/99
Page 5-48
The air intake hoses
16
S12V140Z-1 Engines
08/99
Page 5-49
Pipes and Clamps
S12V140Z-1 Engines
08/99
Page 5-50
The air restriction indicator.
S12V140Z-1 Engines
08/99
Page 5-51
The Air-Cleaner Elements
17
Engines

18
Engines
Structure & Function - Base

Fuel System Section 3.5
S12V140Z-1 KT000099
1
Blank Page
1
Engines
Structure & Function - Base

Fuel System Section 3.5
S12V140Z-1 KT000099

Engines

Fuel System Specifications

S12V140Z-1
08/99
Page 3-3
l NOTE: For performance and fuel rate values,

refer to the engine data sheet, or the fuel pump
code for the particular model involved.
l Maximum Allowable Restriction to Pump:
l With clean filter 64 mm Hg [2.5 in Hg]
l With dirty filter 100 mm Hg [4.0 in Hg]
l Maximum allowable return line restriction
63 mm Hg [2.5 in Hg]
1
Fuel System Specifications
S12V140Z-1
08/99
Page 3-4
l Maximum allowable return line restriction

63 mm Hg [2.5 in Hg]
l Maximum allowable return line restriction:
With check valves and overhead tanks
518 mm Hg [20.4 in Hg]
l Minimum allowable fuel tank vent capability:
With 63 mm Hg [2.5 in Hg] or
less back pressure
425 L/hr [15 cu ft/hr]
fuel system for the SA12V140Z-1/QST30

S12V140Z-1
08/99
Page 3-5
In this section we
will discuss the in
line fuel system for
the SA12V140Z-
1/QST30. Starting
at the supply tank
and continuing on
until the entire
system has been
explained.
Fuel transfer pump

S12V140Z-1
08/99
Page 3-6
The Fuel
transfer
pump draws
fuel from the
fuel supply
tank through
a pre-filter or
a screen.
2
The Pre-filter
S12V140Z-1
08/99
Page 3-7
The pre-filter
prevents
particles larger
than 140
microns from
entering the fuel
transfer pump
and blocking
the check valve
open.
Fuel Connection Block

S12V140Z-1
08/99
Page 3-8
Fuel exits the pre-filter

and enters the fuel
connection block. At
the connection block
the fuel is divided, one
half supplies the right
bank and the other half
supplies the left bank.
Because the right bank
and the right bank are
fundamentally the same
we will discuss just the
right bank.
Fuel Transfer Pump

S12V140Z-1
08/99
Page 3-9
Fuel exits the fuel

transfer block and
enters the inlet of
the transfer pump.
The fuel transfer
pump is a
mechanically
driven by a special
lobe located on the
camshaft of the
fuel injection
pump.
3
Fuel Transfer Pump Operation
S12V140Z-1
08/99
Page 3-10
The Lobe pushes

against the
plunger in the
fuel transfer
pump to create a
pumping action.
Check valves
control the
direction of the
fuel flow, and
prevent bleed
back during
engine shut down.
Fuel Transfer Pump Operation

S12V140Z-1
08/99
Page 3-11
As the high
point of the cam
lobe rotates
away from the
fuel transfer
pump, the
spring forces the
plunger toward
the cam shaft.
Transfer Pump Fuel Flow

S12V140Z-1
08/99
Page 3-12
The pressure on the fuel

in the piston bore closes
check valve B and
opens check valve A
and fuel is now forced to
the low pressure supply
line. As the piston
moves fuel is also drawn
into the supply cavity .
As the high point of the
cam lobe rotates toward
the fuel transfer pump
the plunger and piston
are forced back.
4
Transfer Pump Fuel Flow
S12V140Z-1
08/99
Page 3-13
The pressure of the

fuel on the spring side
of the piston causes
check valveB to
open and check valve
A to close. This
allows fuel in the
spring cavity to flow to
the other side of the
piston. Once the
plunger is on the high
point of the cam lobe
the cycle repeats.
Hand Primer
S12V140Z-1
08/99
Page 3-14
A second plunger
allows manual
priming and
bleeding of air
from the system.
When the plunger
is depressed ,
check valve B
prevents back flow
and fuel is forced
through check
valve A.
Hand Primer Operation

S12V140Z-1
08/99
Page 3-15
When the plunger is

released the spring forces
the plunger outward, this
action creates a suction
that causes check valve
A to close . At this time
the suction draws fuel
through open check valve
B
Note: from the discussion
of the check valves it
should be understood that
the fuel transfer pump will
not function if the check
valves are blocked open
with particles in the fuel.
5
Fuel Return
S12V140Z-1
08/99
Page 3-16
The volume pumped

by the fuel transfer
pump will vary with
engine speed , but will
always provide more
fuel than the injection
pump requires.
Excess fuel flow is
returned to the
supply tank from the
vent fitting on the
injection pump.
Fuel Filters:
S12V140Z-1
08/99
Page 3-17
Fuel under
pressure
from the
transfer
pump flows
through the
fuel filters
Fuel Filters & Water Separator:

S12V140Z-1
08/99
Page 3-18
Fuel water separation

and filtration is the key
to trouble operation and
long life of the fuel
system. Some of the
clearance between pump
parts are very close. For
this reason foreign
material must be filtered
out to prevent damage to
pump parts . On this
particular operation the
fuel filters are located on
the lower right side of the
engine.
6
Fuel Filters
S12V140Z-1
08/99
Page 3-19
Fuel flows into the

filter head and
around the outside
of the filter
element. Fuel then
flows through the
filter element . The
filter elements will
remove particles as
small as 25
microns.
Filter Replacement
S12V140Z-1
08/99
Page 3-20
Good filters are

required to protect the
integral components of
the fuel system . For
this reason change the
filters at regular service
intervals and use only
recommended filters.
The maximum
allowable pressure drop
across the fuel filters is
1.5 in Hg.
Cummins Operation
S12V140Z-1
08/99
Page 3-21
and Maintenance If the fuel system

Manual has a water
separator , moisture
precipitates down
to the collection
chamber at the
bottom of the
separator . Refer to
the Operation and
Maintenance
Manual for drain
intervals.
7
KOMATSU Presents
S12V140Z-1
08/99
Page 3-22
Fuel System Familiarization II

on the
SA12V140Z-1 / QST30
Fuel Injection Pump:

S12V140Z-1
08/99
Page 3-23
After flowing
through the
fuel filter
elements fuel
flows up
through the
filter head and
into the fuel
injection
pump.
Fuel Flow
S12V140Z-1
08/99
Page 3-24
Fuel flow in the

injection pump
is limited to the
fuel gallery,
pump fittings
and vent
fittings.
8
Low Pressure Supply Line
S12V140Z-1
08/99
Page 3-25
The Low Pressure

Supply Line
conveys fuel to the
injection pump
inlet. The pressure
in the low pressure
supply line will
normally exceed 50
PSIG
Vent Fitting
S12V140Z-1
08/99
Page 3-26
A vent fitting on the

fuel injection pump
contains a check
valve that normally
opens at 40 PSIG to
regulate supply line
and gallery
pressure. During
normal operation a
pressure of 40 to 50
PSIG
S12V140Z-1
08/99
Page 3-27
On new
installations or
servicing, the
gallery can be filled
with fuel by the
hand operated
primer on the fuel
transfer pump prior
to attempting to
start the engine.
The fuel gallery is
the source of fuel
for the pumping
elements.
9
Pumping Elements: S12V140Z-1
08/99
Page 3-28
There is a pumping element for each cylinder.
Pumping Element
S12V140Z-1
08/99
Page 3-29
Each pumping
element consists of
Barrel, Plunger,
Control Sleeve,
Plunger Spring,
lower spring seat
and roller tappet.
The lifting and
retraction of the
plunger provide
the pumping
action for fuel
delivery.
Pumping Element:
S12V140Z-1
08/99
Page 3-30
Each The
following sequence
will illustrate the
pumping action
for delivering fuel
to the engine
cylinders.
Lets began with
the roller tappets
at the inner base
circle.
10
S12V140Z-1
08/99
Page 3-31
Fuel flows from the gallery through the fill/spill port

filling the bore between the plunger and the
delivery valve. As the camshaft rotates the plunger
is lifted until the fill/spill port is closed.
S12V140Z-1
08/99
Page 3-32
Sealing a quantity of fuel in the bore, this is called port

closure. Continued lifting of the plunger reduces the
volume above the plunger creating the fuel pressure
necessary for injection.
Injection Pressure
S12V140Z-1
08/99
Page 3-33
When pressure in
the delivery valve
exceeds 500 PSIG
plus residual
pressure in the
high pressure lines,
the delivery valve
opens and fuel
flows into the
injection nozzle.
11
Fuel Injection
S12V140Z-1
08/99
Page 3-34
Fuel injection stops

when the plunger is
lifted and the helical
slot on the plunger
opens the spill port.
When this happens the
fuel above the plunger
suddenly flows back
into the fuel gallery.
The pressure above
the plunger suddenly
drops and the fuel
pressure in the high
pressure lines closes
the delivery valve.
Delivery Valve:
S12V140Z-1
08/99
Page 3-35
The delivery valve

performs two
functions as it
closes, first the
retraction collar
seals fuel in the
high pressure line
as it enters the
valve body. This
maintains a solid
column of fuel in
the injection pump
for injection.
Delivery Valve
S12V140Z-1
08/99
Page 3-36
The continued
movement of the
valve cone to its
seat on the valve
body increases the
volume of available
fuel, allowing the
pressure line to
reduce rapidly. The
plunger continues
to force fuel into
the gallery until top
dead center.
12
Delivery Valve
S12V140Z-1
08/99
Page 3-37
The plunger is
returned to bottom
dead center to begin
another cycle. The
plunger spring
keeps the roller
tappet in contact
with the cam lobe
and causes the
plunger to retract
as the high point of
the cam rotates
away from it
Control Sleeve
S12V140Z-1
08/99
Page 3-38
The control sleeve

rotates the plunger,
this action controls
the quantity of fuel
delivered to the
cylinder. The
following sequence
illustrates the
position of the
vertical and helical
slots in the plunger
in relation to the
spill port.
Zero Delivery
S12V140Z-1
08/99
Page 3-39
The plunger is
rotated so the
vertical slot on
the plunger is
aligned with the
spill port. In this
position as the
plunger lifts, fuel
is not sealed
above plunger
and there is no
fuel delivered to
the cylinder.
13
Lift Distance
S12V140Z-1
08/99
Page 3-40
For delivery of a
quantity fuel less
than maximum
the plunger is
positioned so the
fuel is sealed
above the plunger
for some Lift
Distance between
port closure and
port opening.
Maximum Delivery
S12V140Z-1
08/99
Page 3-41
For maximum
delivery the plunger is
positioned so fuel is
sealed above the
plunger for maximum
Lift Distance between
port closure and port
opening. The amount
of fuel delivered to the
cylinder can be varied
by positioning the
plunger between
maximum delivery
and zero delivery.
Fuel Injector S12V140Z-1

08/99
Page 3-42
From the fuel

injection pump
fuel flows
through the
high pressure
fuel lines to the
injector.
14
Injector Components
S12V140Z-1
08/99
Page 3-43
The injector
consists of the
Nozzle Holder,
Shims, Spring,
Intermediate
Plate, Needle
Valve and the
Nozzle.
S12V140Z-1
08/99
Page 3-44
Lets begin the discussion with the fuel flow to the injector
where the plunger is lifting and the delivery valve just
opened.
S12V140Z-1
08/99
Page 3-45
Fuel displacement
into the high
pressure line
raises the pressure
in the line until it
overcomes the
spring force on the
needle valve in the
injector causing it
to open.
15
Needle Valve
S12V140Z-1
08/99
Page 3-46
The spring load on the

needle valve keeps the
valve closed until a
preset opening
pressure is reached.
The opening pressure
varies for 3000 to
4000 PSI. Opening
pressure is determined
by engine rating.
Popping Pressure
S12V140Z-1
08/99
Page 3-47
The point at which

the needle valve lifts
is called opening
pressure setting.
This is also referred
to as the Popping
Pressure. Setting
shims are used to
adjust this setting.
Peak Line Pressure

S12V140Z-1
08/99
Page 3-48
The fuel pressure

continues to rise as fuel
is forced through spray
holes in the nozzle tip.
Peal pressure can be as
high as 18,000 PSI.
The inside diameter,
length and rigidity of
the high pressure lines
are critical for smooth
engine operation. Use
only recommended
lines.
16
S12V140Z-1
08/99
Page 3-49
Recall before when

the delivery valve
closed it allows the
pressure line to be
reduced rapidly. This
reduction in pressure
in the high pressure
line allows the needle
valve in the injector
to close very quickly.
S12V140Z-1
08/99
Page 3-50
This action prevents

dribbling of fuel in the
cylinder. Fuel
provides lubrication
and some cooling
effect for the needle
valve. Fuel leaking
past the needle valve
drains through the
spring cavity into the
drain manifold and
back to the supply
tank.

Engines

17
S12V140Z-1
08/99
Page 3-52
S12V140Z-1
08/99
Page 3-53
Rotate the engine slowly

clockwise until the crankshaft
damper pointer aligns with
the specified engine timing,
which is provided on the
engine dataplate, before TDC
for the right bank No. 1
cylinder on the compression
stroke.
NOTE: Both the right bank

and left bank fuel pumps are
installed with the engine in
this position.
S12V140Z-1
08/99
Page 3-54
Remove the No. 1 cylinder rocker cover

Verify that the No. 1 cylinder is on
compression stroke.
18
S12V140Z-1
08/99
Page 3-55
Remove the fuel injection pump

timing pin cap and verify that the
pump is locked.
S12V140Z-1
08/99
Page 3-56
Timing Pin
S12V140Z-1
08/99
Page 3-57
Fuel Pump with Coupling
19
S12V140Z-1
08/99
Page 3-58
Fuel Pump Drives
S12V140Z-1
08/99
Page 3-59
Idler Gear Timing
S12V140Z-1
08/99
Page 3-60
Fuel Pump Drive
20
The fuel pump drive gear S12V140Z-1
08/99
Page 3-61
If the pump does not

align, remove the cover
plate on the front gear
cover to gain access to
the fuel pump drive gear.
NOTE: The fuel pump

drive gear is a two-piece
gear, secured by four
capscrews. One of the
four capscrews will be
hidden from view by the
large idler gear.
S12V140Z-1
08/99
Page 3-62
Fuel Pump Drives
S12V140Z-1
08/99
Page 3-63
Idler Gear Timing
21
S12V140Z-1
08/99
Page 3-64
Fuel Pump Drive
Install Timing Puller Bolt

S12V140Z-1
08/99
Page 3-65
Remove 13-14 mm of thread to a diameter of 6mm

The remaining 25 mm of thread will be used to install
the jack screws
Two Cap Screws M12x1.5

Komatsu PN 01011-31265
Cummins PN 3093727
Tighten each capscrew with 1/4 turn

S12V140Z-1
08/99
Page 3-66
until the two-piece gear assembly

pops off the drive shaft taper.
22
Align Timing Marks
S12V140Z-1
08/99
Page 3-67
Rotate the engine

clockwise until the
crankshaft damper
pointer aligns with the
specified engine timing,
which is provided
on the engine dataplate.
Tightening Drive Gear

S12V140Z-1
08/99
Page 3-68
Install the injector pump

lock pin.
Tighten the large nut
securing the two-piece
drive gear to the drive
shaft. Torque to 80 in- lb)
S12V140Z-1
08/99
Page 3-69
Force above 80 Inch pounds

will damage Timing Pin
23
S12V140Z-1
08/99
Page 3-70
Tighten large nut securing gear

to shaft. First to : - 80 in-lb
Remove locking pin and tighten
nut to 300 ft - lb.
Tighten attaching bolts in gear.
Mounting bolt:14 Nm (84 ft-lb)
S12V140Z-1
08/99
Page 3-71
24
Engines
Engine Sensors
Section 3.6
S12V140Z-1 KT000099
1
Blank Page
1
Engines
Engine Sensors
Section 3.6
S12V140Z-1 KT000099

Engines

Quantum System Components

S12V140Z-1 Engines
08/99
Page 5-3
1. Fuel Injection Pumps (right and left bank)

2. Fuel Injection Pumps( rightand left bank)
3. Electronic Control Modules (ECM) (right and left bank)
4. Fuel Shut Off Valves (FSOV) (right and left bank)
5. Intake Manifold Pressure Sensor (IMPS) (right and left
bank)
6. Intake Manifold Temperature Sensor (IMATS) (right and
left bank)
7. Needle Movement Sensor (right and left bank)
8. Oil Pressure Sensor (OPS)
9. Coolant Temperature Sensor (CTS)
1
Quantum System Components
S12V140Z-1 Engines
08/99
Page 5-4
10. Engine Speed Sensor (ESS)

11. Engine Position Sensor (EPS)
12. Coolant Level Sensor (CLS)
13. Ambient AirPressure Sensor (AAPS)
14. Coolant Pressure Sensor (CPS)
15. Fuel Injectors
16. Engine Wiring Harness
17. OEM Interface Harness
18. J1939 Backbone Harness
BOSCH RP39 Fuel Pumps

S12V140Z-1 Engines
08/99
Page 5-5
The SA12V140Z-1
/ QST30 Industrial
fuel system uses
two Bosch
RP39fuel
pumps.These
pumps contain
actuators that
control the timing
sleeves and fueling
racks.

S12V140Z-1 Engines
08/99
Page 5-6
Varying the
current supply To
these actuators via
the ECM allows the
SA12V140Z-1
/QST30 Industrial
Fuel system to
regulate engine
timing and fuel
metering.
2
Engine Speed /Engine Position
S12V140Z-1 Engines
08/99
Page 5-7
Sensor
l Hall effect sensors
l ESS and EPS are the same sensor,
both located in the flywheel housing
l ESS counts teeth on the ring gear
l EPS, 6 + 1 logic using holes in
flywheel
ESS / EPS Troubleshooting

S12V140Z-1 Engines
08/99
Page 5-8
l No resistance check
l Supply voltage, 4.75 to 5.25 V
l Square wave signal voltage
Needle Lift Sensor

S12V140Z-1 Engines
08/99
Page 5-9
l Provides start of injection information

l Used for closed loop timing control by the
control system
l No fault code
3
S12V140Z-1 Engines
08/99
Page 5-10
The ECM supply

current is based on
various sensor
inputs it receives.
The ECM processes
the information it
receives from the
sensors and controls
the opening and
closing of the
actuators.

S12V140Z-1 Engines
08/99
Page 5-11
This action
controls timing
and fuel
metering and
then produces
the correct
horsepower and
torque for the
latest engine
condition.
ECM Sensor Inputs

S12V140Z-1 Engines
08/99
Page 5-12
4
ECM Sensor Inputs
S12V140Z-1 Engines
08/99
Page 5-13
l 1. Accelerator Position Sensor (APS)

l 2. Intake Manifold Pressure Sensor
(IMPS)
l 3. Intake Manifold Temperature Sensor
(IMTS)
l 4. Oil Pressure Sensor (OPS)
l 5. Coolant Temperature Sensor (CTS)
l 6. Coolant Level Sensor (CLS)
l 7. Coolant Pressure Sensor (CPS)
l 8. Ambient Air Pressure Sensor (AAPS)
ECM Sensor Inputs

S12V140Z-1 Engines
08/99
Page 5-14
ECM Sensor Inputs

S12V140Z-1 Engines
08/99
Page 5-15
l 9. Needle Movement Sensor (Needle Lift )

l 10. Engine Speed Sensor (ESS)
l 11. Engine Position Sensor (EPS)
l 12. Optional: crankcase Blowby Flow
Sensor (CBFS)
l 13. Optional: Oil Level Sensor
l 14. Optional: Oil Temperature Sensor
5
Secondary ECM inputs
S12V140Z-1 Engines
08/99
Page 5-16
Secondary ECM Inputs

S12V140Z-1 Engines
08/99
Page 5-17
l 1. Accelerator Position Sensor

l 2. Intake Manifold Pressure Sensor
l 3. Intake Manifold Temperature Sensor
l 4. Needle Movement Sensor
l 5. Engine Speed Sensor
l 6. Engine Position Sensor
Engine Speed Sensor

S12V140Z-1 Engines
08/99
Page 5-18
The engine speed sensor

(ESS) (1) provides engine
speed information to the
ECM for engine governing.
The engine position sensor
(ESP) (2) works in
conjunction with the
Needle Movement Sensor
(NMS) to provide inputs to
the ECM necessary for
timing control. Both ESS
and the EPS sensors are
located in the flywheel
housing.
6
Engine Position Sensor (ESP) S12V140Z-1 Engines
08/99
Page 5-19
Engine Speed Sensor (ESS)

S12V140Z-1 Engines
08/99
Page 5-20
Intake Manifold Pressure Sensor

S12V140Z-1 Engines
08/99
Page 5-21
The IMPS and the IMTS are

located on the intake
manifolds. The IMPS
monitors positive manifold
pressures used in the air fuel
control function. The IMTS
measures the turbocharger
air temperature. It is also
used for the engine
protection systems. Both
banks have their own sets
sensors.
7
Intake Manifold Sensor
S12V140Z-1 Engines
08/99
Page 5-22
Coolant Temperature Sensors

S12V140Z-1 Engines
08/99
Page 5-23
The CTS provides

data for
optimized timing
for emissions
reduction and it is
used for the
engine protection
system.
The CTS is
located in the
thermostat
housing.
Coolant Temperature Sensor

S12V140Z-1 Engines
08/99
Page 5-24
8
Coolant Level Sensor
S12V140Z-1 Engines
08/99
Page 5-25
The CLS, if
equipped, is
mounted in the
radiator top tank.
It is a fluid level
actuated switch
required for the
engine protection
system.
Coolant Level Sensor S12V140Z-1 Engines

08/99
Page 5-26
NOTE: This is an
optional sensor
which will not be
on all equipment.
A shorting plug
will be installed if
the CLS is not
used.
Oil Pressure Sensor

S12V140Z-1 Engines
08/99
Page 5-27
The OPS
sends signals
to the ECM
for the engine
protection
system. The
sensor is
located on the
engine block.
9
S12V140Z-1 Engines
Oil Pressure
08/99
Page 5-28
Sensor
Coolant Pressure Sensor

S12V140Z-1 Engines
08/99
Page 5-29
The coolant
pressure sensor
(CPS) sends signals
to the ECM for the
engine protection
system. The sensor
is located on the
thermostat
housing.
S12V140Z-1 Engines
08/99
Page 5-30
Coolant Pressure Sensor
10
Ambient Air Pressure Sensor
S12V140Z-1 Engines
08/99
Page 5-31
The ambient air

pressure sensor
(AAPS) sends
signals to the ECM
to properly control
fueling for different
ambient air
pressures. This
sensor is located on
the engine block.
S12V140Z-1 Engines
08/99
Page 5-32
Ambient Air Pressure

Sensor
Oil Temperature Sensor

S12V140Z-1 Engines
08/99
Page 5-33
The oil temperature

sensor (OTS) is
provided with the
CENSE option. It
relays signals to the
CENSE module as well
as the QST30 master
module for engine
protection purposes.
The OTS is located in
the oil pan on the left
side of the engine.
11
Oil Level Sensor
S12V140Z-1 Engines
08/99
Page 5-34
The oil level sensor

(OLS) is provided
with the CENSE
option. It relays
signals to the
CENSE module as
well as the QST30
master module.
Oil Level Sensor

S12V140Z-1 Engines
08/99
Page 5-35
The master module

uses the information to
determine if the oil is
at a critically low level
before start-up, or
reaches this level
anytime during engine
operation. OLS is
located in the oil pan
on the left side of of the
engine.
Crankcase Blowby Sensor

S12V140Z-1 Engines
08/99
Page 5-36
The crankcase blowby

flow-rate sensor (CBFS) is
used in conjunction with
the CENSE module to
monitor the crankcase
blowby flow rate. The
(CBFS) sends signals to the
ECM for the engine
protection system. The
sensor is located in the
gear case on the left side of
the engine.
12
Needle Movement Sensor
S12V140Z-1 Engines
08/99
Page 5-37
Coil
Spring Seat
Pressure
Spindle
Left 1 Needle Movement Sensor

S12V140Z-1 Engines
08/99
Page 5-38
S12V140Z-1 Engines
08/99
Page 5-39
Right 1Needle
Movement Sensor
13
ECM Outputs
S12V140Z-1 Engines
08/99
Page 5-40
The electronic control

module (ECM)
processes all of the
input data and then
controls these output
parts:
Rack Position
Actuator (integral to
the RP39 fuel pump)
Sleeve Position
Actuator (integral to
the RP39 fuel pump)
Fuel Shutoff Valve.
Bosch RP39 Fuel Pump

S12V140Z-1 Engines
08/99
Page 5-41
EDC Components
S12V140Z-1 Engines
08/99
Page 5-42
1. Control Rack
2. Return Spring
3. Short Circuit Ring
4. Actuator
5. Speed Sensor
6. Speed Wheel
7. Camshaft
14
Magnets
S12V140Z-1 Engines
08/99
Page 5-43
An
Electromagnet
When electric
current flows
though the coil,
the iron core
acquires all the
properties of a
magnet
INDUCTION
S12V140Z-1 Engines
08/99
Page 5-44
Principle of
Electromagnetic
Induction
Magnetic flux lines

create a voltage in a
conductor if either
the flux lines or the
conductor is moving
Mutual Induction
S12V140Z-1 Engines
08/99
Page 5-45
When two coils

are held close
together, energy
is transferred
from one to the
other by a
magnetic
coupling called
mutual
Induction
15
Rack Travel Sensor (Idle)
S12V140Z-1 Engines
08/99
Page 5-46
Rack Travel Sensor (Max. Rack)

S12V140Z-1 Engines
08/99
Page 5-47
Rack Sensor Voltage

S12V140Z-1 Engines
08/99
Page 5-48
Voltage ration
between the
measuring
and reference
coils, as a
function of
rack travel.
16
Rack Travel Sensor
S12V140Z-1 Engines
08/99
Page 5-49
Rack Position Sensor Structure

S12V140Z-1 Engines
08/99
Page 5-50

S12V140Z-1 Engines
08/99
Page 5-51
The rack position sensor is located at the

center of the governor housing its
purpose is to sense exact location of the
control rod with respect to the target
position as instructed by the ECM
The rack position sensor consists of an E -
core, two sensing coils and two copper
shorting plates.
One copper plate is installed on the end of
the fuel control rod and the other is fixed to
the laminated E -core.
17
S12V140Z-1 Engines
08/99
Page 5-52
The position sensor senses changes in coil

inductance ( may be considered as impedance
changes) as counters in the counter inductive
force generated in the coil.
When a copper plate is placed in a position
to intersect the magnetic field generated by
the coils as shown above , the magnetic field
beyond the copper plate is canceled.
That is, the counter electromotive force
generated in the coil changes when the
position of the copper plate changes.

S12V140Z-1 Engines
08/99
Page 5-53
Another coil and copper plate are provided

for compensation. They compensate for
impedance changes such as temperature
changes.
The sensing accuracy is increased by
absorbing the abnormality caused by the
influence of temperature , etc. through sensing
of the control rod position by the ration (ratio
of counter electromotive force) of impedance of
the two sensing coils
EHAB Fuel Control

S12V140Z-1 Engines
08/99
Page 5-54
18
Flow Diagram
S12V140Z-1 Engines
08/99
Page 5-55
The fuel lift

pump(4) draws
fuel from the fuel
tank (1).
The fuel is
circulated through
a Cummins or
customer prefilter
(2) and the fuel
connection block
(3).
Flow Diagram
S12V140Z-1 Engines
08/99
Page 5-56
The fuel then

enters the fuel
lift pump(4)
where it is
placed under
pressure and
Circulated
through the
on-engine fuel
filters (5)
Flow Diagram
S12V140Z-1 Engines
08/99
Page 5-57
The fuel Flows through

the fuel shut off valve
(6). Tthen enters the
injection pump (7),
which builds injection
pressure and sends fuel
through the over
flowvalve (B) which
regulates the injection
pressure and sends fuel
to each of the injectors
(8) at the appropriate
time.
19
Flow Diagram
S12V140Z-1 Engines
08/99
Page 5-58
The over flow valve (B)

regulates the fuel supply
pressure To the injection
pump and sends excess fuel
back to the fuel
tank(1).This fuel will travel
through the over flow
valve(8) and through a "T"
where it will join with the
unused fuel from the
injectors(8).The fuel will
then flow through the fuel
connection block(3) and
back to the tank(1).

Engines

20
Engines
Engine Controls
Section 3.7
S12V140Z-1 KT000099
1
Blank Page
1
Engines
Engine Controls
Section 3.7
S12V140Z-1 KT000099

Engines

S12V140Z-1 Engines
08/99
Page 5-3
QST30 / SA12V140-Z1
Engine Control System
1
Contents
S12V140Z-1 Engines
08/99
Page 5-4
l Overview l Fuel Flow

l SAE J1939 l EHAB
l Backbone Harness l Diagnostics
l ECM Inputs l INLINE II
l ESS/EPS l Datalink Connectors
l Needle Lift Sensor l INSITE/ESDN
l Controls Scheme l CENSE
l RP39
Overview
S12V140Z-1 Engines
08/99
Page 5-5
The QST30 utilizes an electronically

controlled fuel system. Fuel
metering and timing is regulated via
two Bosch RP39 fuel injection
pumps. The control system utilizes
two CM552 electronic control
modules that communicate via a
SAE J1939 datalink.
SAE J1939 Datalink

S12V140Z-1 Engines
08/99
Page 5-6
What is a datalink?
J1587/J1708/J1939
2
What is a datalink?
S12V140Z-1 Engines
08/99
Page 5-7
Datalink: a communication link

between various sources of data on a
vehicle or equipment
Engine/Vehicle control
Change programmable parameters
Service info (faults, performance data, history data,
etc.)
SAE J1587/J1708 & J1939

S12V140Z-1 Engines
08/99
Page 5-8
l Each is a specification of how

information should be passed on the
datalink, or the datalink hardware
l All current Cummins electronically
controlled engines utilize
J1587/J1708
Why move to J1939?

S12V140Z-1 Engines
08/99
Page 5-9
l Faster, more robust data transfer for the

control system
l Vehicle integration
l Vehicle information (not only engine)
l Multiplexing
l Multiple modules
l Single point service tool connection
3
J1939 Backbone Harness
S12V140Z-1 Engines
08/99
Page 5-10
l Maximum total length: 40 m (131 ft)

l Maximum stub length: 1 m (3 ft)
l Maximum number of nodes: 30
Backbone - Troubleshooting
S12V140Z-1 Engines
08/99
Page 5-11
l Cannot monitor voltage on datalink

with fluke, must use a oscilloscope
l Check continuity in each line
l Check for 55-65 Ohms resistance
Lines A&B
l Insure proper grounding of line C
Review of Primary ECM Inputs

S12V140Z-1 Engines
08/99
Page 5-12
Throttle position
Engine speed / Engine position
Intake manifold pressure
Intake manifold temperature
Engine oil pressure
Coolant temperature
Ambient air pressure
Coolant level
Coolant pressure
Various OEM switches
Needle lift sensor
Rack position feedback
4
Review of Secondary ECM Inputs
S12V140Z-1 Engines
08/99
Page 5-13
Throttle position
Engine speed / Engine position
Intake manifold pressure
Needle lift sensor
Rack position feedback

S12V140Z-1 Engine
QST30 Industrial Fuel System

Fuel System Controls
S12V140Z-1 Engine KT200199
Engine Controls
S12V140Z-1 Engines
08/99
Page 5-15
l Utilizes two CM552 electronic control

modules
l Modules in a primary/secondary ECM
configuration
l Left bank module is the primary module
l Each module controls a Bosch RP39 Fuel
Pump
5
ECM Identification
S12V140Z-1 Engines
08/99
Page 5-16
l Source address identification is down

through the wiring harness.
Primary ECM Secondary ECM
10 19 47 48 10 19 47 48
+ 5 Volts DC + 5 Volts DC
Fueling / Timing Calculations

S12V140Z-1 Engines
08/99
Page 5-17
l The Primary
Various Sensors
ECM uses various
ECM inputs to
determine fueling Engine Speed
and timing values. Primary ECM
Throttle Position
S12V140Z-1 Engines
08/99
Page 5-18
The fueling and timing values are passed to

the secondary ECM via the J1939
datalink.

J1939 Datalink
6
S12V140Z-1 Engines
08/99
Page 5-19
Each ECM controls an individual fuel pump. Fueling and timing

commands are converted into desired fueling rack and timing
sleeve currents.

J1939 Datalink
Desired Rack Current Desired Rack Current

Desired Sleeve Current Desired Sleeve Current
RP39 RP39
Each bank is running independently from this point.
S12V140Z-1 Engines
08/99
Page 5-20
The actual rack position is estimated by the rack position feedback

sensor. The start of injection is determined by the needle lift
sensor.

J1939 Datalink
Desired Rack Current Desired Rack Current

Desired Sleeve Current Desired Sleeve Current
RP39 RP39
Estimated Rack Position Estimated Rack Position
NLS NLS
Estimated Start Of Injection Estimated Start Of Injection
From these, closed loop fueling and timing control are obtained.
RP39 Fuel Pump

S12V140Z-1 Engines
08/99
Page 5-21
l Rack position
l Timing Sleeve Position
l Rack position feedback sensor
7
Start of Injection Calculation
S12V140Z-1 Engines
08/99
Page 5-22
The needle lift sensor, engine position sensor, and

engine speed sensor all work in conjunction to
estimate the engine position during the start of
injection.
4th EPS Needle Lift
Signal TDC
Interrupt
142 Degrees BTDC
SOI Feedback
Current Crank Angle
Distance From
Last Tooth
Fuel Flow
S12V140Z-1 Engines
08/99
Page 5-23
l Fuel flow diagram

l EHAB (fuel shutoff valve)
EHAB Specifications
S12V140Z-1 Engines
08/99
Page 5-24
l 24 Volt EHAB
Internal Resistance: 38.5 - 43.5 Ohms
Minimum Pull in Voltage: 15.2 Volts
Minimum Hold in Voltage: 16.5 Volts
l 12 Volt EHAB
Internal Resistance: 10.2 - 11.2 Ohms
Minimum Pull in Voltage: 8.2 Volts
Minimum Hold in Voltage: 8.5 Volts
8
S12V140Z-1 Engine
QST30 Service Tools
INSITE & ESDN
S12V140Z-1 Engine KT200199
S12V140Z-1 Engines
08/99
Page 5-26
QST30 Industrial INSITE will allow communication to

both control modules through a single point hookup.
J1939 Datalink
Service Tool
INLINE II Datalink Adapter

S12V140Z-1 Engines
08/99
Page 5-27
l New datalink adapter developed for

J1939 communications
l Reprogrammable
l Kit part number: 3162844
l Currently uses 3 pin backbone
connector
l 9 pin connector for future
9
INSITE Features
S12V140Z-1 Engines
08/99
Page 5-28
l Adjustable Low Idle allows the customer to either

set the engine speed with INSITE or adjust with
an increment / decrement switch
l Alternate Torque provides the customer two
additional torque curves controlled by a cab
switch
l Alternate Droop gives the customer two alternate
droop settings that can be controlled by a cab
switch
l Switched Speeds allows the remote throttle to be
configured to operate as a switched input with up
to 5 selectable set speeds
INSITE Features
S12V140Z-1 Engines
08/99
Page 5-29
l Alternate Low Idle provides the operator with a

secondary low idle speed that is accessible through a
cab switch
l Intermediate Speed Controlmaintains constant
engine speed for varying loads. Three different set
speeds can be selected depending on OEM availability
l Remote Throttle allows the operator to control the
engine speed from a position other that the drivers seat
l Low Oil Level Shutdown on engines with CENSE
prevents an engine from starting with an inadequate
amount of engine oil
INSITE Features
S12V140Z-1 Engines
08/99
Page 5-30
Monitor both ECMs at once...
10
INSITE Features
S12V140Z-1 Engines
08/99
Page 5-31
Read fault codes from both ECMs at once......
Engine Protection Options

S12V140Z-1 Engines
08/99
Page 5-32
l Coolant pressure
l Coolant temperature
l Coolant level
l Intake manifold temperature
l Oil pressure
l Engine overspeed
Duty Cycle Monitor

S12V140Z-1 Engines
08/99
Page 5-33
11
Fuel Consumption Monitor
S12V140Z-1 Engines
08/99
Page 5-34
Single Bank Cutout

S12V140Z-1 Engines
08/99
Page 5-35
ESDN
S12V140Z-1 Engines
08/99
Page 5-36
l Electronic Software Database & Network

l Calibration download to both modules
through J1939 backbone
l Key on download, modules calibrated
sequentially
l Transparent to user, insures identical
calibrations in each module
12
CENSE
S12V140Z-1 Engines
08/99
Page 5-37
l CENSE engine monitoring system is optional on the

QST30
l Will be an integral part of the J1939 configuration
l Uses the CM500 ECM (same as QSK19)
J1939 Datalink
Service Tool CENSE Module RS232 INSITE for

CM500 CENSE
CENSE Additions to the control system

S12V140Z-1 Engines
08/99
Page 5-38
l Sensors provided with CENSE for the

CM552 modules:
Crankcase blowby pressure
Engine oil level
Engine oil temperature
l Engine protection parameters via
CENSE
Crankcase blowby pressure
Engine oil level
ECM Engine Protection

S12V140Z-1 Engines
08/99
Page 5-39
13
Engine Protection Features
S12V140Z-1 Engines
08/99
Page 5-40
The fuel system control features an engine

protection system that is designed to prevent
engine damage due to prolonged exposure to
extreme conditions. The ECM monitors the
following systems to provide this protection.
Coolant level
Coolant temperature
Oil pressure
INSITE - Features and Adjustable S12V140Z-1 Engines

08/99
Parameters
Page 5-41
Engine Protection can

also be enabled or
disabled from the
Features screen in
INSITEs Features
and Adjustable
Parameters function.
Engine Protection
Shutdown is also
enabled or disabled
from this screen.
INSITE - Features and Adjustable

S12V140Z-1 Engines
08/99
Page 5-42
Parameters
When the ECM
detects a out-of-
bounds condition, a
series of protective
actions are
initiated. The
action initiated is
dependent on the
severity and
duration of the
condition.
14
INSITE - Features and Adjustable
S12V140Z-1 Engines
08/99
Page 5-43
Parameters
The protective actions
are as follows:
Engine protection
lamp is lit and a fault
is logged
Engine torque and
[or] speed is derated
Engine shutdown is
activated
Engine Protection Lamp

S12V140Z-1 Engines
08/99
Page 5-44
The first level of protection

is the Engine Protection
Lamp When a parameter
being monitored goes out-
of-bounds, the ECM
lights the engine
protection lamp and logs
a fault The engine
protection lamp is the
operators first indication
that a system parameter
is out-of-bounds
Torque and Speed Derate

S12V140Z-1 Engines
08/99
Page 5-45
After turning on the

engine protection lamp,
the ECM starts
recording elapsed time
and monitors the
severity of the event If
either duration or
severity exceed a
programmed value, the
ECM initiates a torque
and/or speed derate.
15
Torque and Speed Derate
S12V140Z-1 Engines
08/99
Page 5-46
After a derate is
initiated, the ECM
will continue to
monitor both
duration and severity
and will shutdown the
engine if the
condition s not
corrected The engine
shutdown feature can
be overridden
through OEM
calibration options
Altitude derate
S12V140Z-1 Engines
08/99
Page 5-47
The OST30 fuel system

will automatically
derate the engine at a
predetermined
altitude. The ECM
determines altitude
by monitoring
ambient air pressure
and, using calibration
tables, determines the
altitude derate
Overspeed protection
S12V140Z-1 Engines
08/99
Page 5-48
If the engine speed

exceeds a
predetermined
RPM, the ECM
will remove
power from the
fuel shutdown
solenoid valve
stopping fuel flow
to the system.
16
S12V140Z-1 Engines
08/99
Page 5-49
It will also log a fault

and continue
recording engine
data When the
engine speed drops
to a predetermined
RPM, the ECM will
apply power to the
shutdown solenoid
to restart the
engine.
S12V140Z-1 Engines
08/99
Page 5-50
The ECM can be

programmed to deny
engine restart if a
predetermined
number of
shutdowns has
occurred. This
prevents the use of
the engine when an
intermittent problem
exists.
ECM Fault Diagnosis

S12V140Z-1 Engines
08/99
Page 5-51
QST 30
Fault
17
Engine protection lamp
S12V140Z-1 Engines
08/99
Page 5-52
The engine
protection lamp
is used to warn
the operator of
the following
conditions
Coolant/intake
temperature out
of range
Oil/ambient
pressure out of
range.
Engine protection lamp

S12V140Z-1 Engines
08/99
Page 5-53
Coolant level out of

range. The
protection lamp will
light and stay on as
long as any of these
conditions exist
Fuel temperature out
of range.
Warning/Stop engine lamps

S12V140Z-1 Engines
08/99
Page 5-54
The yellow warning

lamp is used to warn
the operator that a
component or
system has logged a
fault the vehicle can
continue operation,
but the conditions
must be corrected as
soon as possible.
18
Warning/Stop engine lamps
S12V140Z-1 Engines
08/99
Page 5-55
The red engine stop

lamp is used to warn
the operator that a
major system
problem has
occurred the vehicle
should be shutdown
as soon as possible
Diagnostic switch
S12V140Z-1 Engines
08/99
Page 5-56
The diagnostic switch is

used in conjunction with
the yellow and red fault
lamps to display active
fault codes.
With the engine not
running and the key
switch in the ON
position, move the
diagnostic switch to the
ON position to check
for active fault codes.
Flash code sequence

S12V140Z-1 Engines
08/99
Page 5-57
The fault code flash process

sequence begins with the
WARNING (yellow) lamp
flashing once There will
be a short one to two
second pause and then the
STOP (red) lamp will
flash out the three digit
fault code There will be a
short pause between each
digit in the code.
19
Flash code sequence
S12V140Z-1 Engines
08/99
Page 5-58
After the code has been

flashed, the yellow lamp
will flash and then the
red lamp will again
flash out the same fault
code The system will
continue flashing this
same fault code until the
diagnostic switch,
increment/decrement
switch, or key switch is
activated
S12V140Z-1 Engines
08/99
Page 5-59
To display the next

active fault code,
move the increment/
decrement switch to
the increment
position Ii there is
another active fault
code, it will flash out
as before if there is
only one active fault
code, that code will
flash out again
S12V140Z-1 Engines
08/99
Page 5-60
If there are multiple active

fault codes, use the
increment/ decrement
switch to move through the
list The increment position
will move forward through
the fault list and the
decrement position will
move backward through
the list If you move
completely through the list
of codes, you will come
back to the first code again.
20
Engines

21

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Technical Presentation Kit

The SA12V140Z-1/QST30 Engine

Technical Presentation Kit

Technical Presentation Kit

Technical Presentation Kit

Presented by: KT000099

HD325-6 / HD465-5 / HD605-5

Komatsu Engine Model Technical Presentation

Super charged engine (turbocharger)

Cummins Application Codes HD325-6 / HD465-5 / HD605-5

HD325-6 / HD465-5 / HD605-5

QST30 /(12V140Z-1) Technical Presentation

l CKEC Seymore IN l KCEC Osaka Japan

l (b)WA800 l (b) HD785

1981 Development started in 1981 SA6D140

History of SA12V140 HD325-6 / HD465-5 / HD605-5

l Komatsu began production in Japan in 1988

History of SA12V140 HD325-6 / HD465-5 / HD605-5

l 1988 though 1992 Komatsu produces -

Cummins Komatsu Engine Co. Technical Presentation

l 50/50 joint venture

HD325-6 / HD465-5 / HD605-5

QST30 Development Program Technical Presentation

l Development program began in 11/93

HD325-6 / HD465-5 / HD605-5

QST30 Resourcing Effort Technical Presentation

l -75% of the total engine cost is sourced

QST30 Resourcing Effort Technical Presentation

l Holset: turbochargers, air compressors, &

HD325-6 / HD465-5 / HD605-5

QST30 Resourcing Effort Technical Presentation

A number of key components continue to be

Specifications HD325-6 / HD465-5 / HD605-5

Engine Model Komatsu Cummins Cat Cat DDC

Rated Output (hp/rpm) 1050/2100 900/2100 750/2100 1000/1800 825/2300

Peak Torque (kgm/rpm) 425/1500 343/1500 297/1500 462/1200 307/1200

Dry Weight (kg) 2930 2633 2157 3680 1940

Output/Displacement (hp/l) 34.4 32.1 27.8 29 45.8

Weight Displacement (kg/l) 96.1 94 79.9 106.7 107.7

Output/Bulk Volume 329 240 304 217 293

l Power Generation Ratings:

Technical Presentation Kit

Presented by: KT000099

Technical Presentation Kit

Presented by: KT000099

Technical Presentation Kit

Discussion of Selected Technical Presentation

General Engine Overview

KT000099 - Structure & Function

Discussion of Selected S12V140Z-1

KT000099 - Structure & Function

Development Target S12V140Z-1

KT000099 - Structure & Function

Bore & Stroke 140 mm X 165 mm

KT000099 - Structure & Function

1. Bank Angle 50 Degree Vee

2. Piston Ductile iron piston, High Top Ring

3. Cylinder Head Dry sleeve injector bore

4. Cylinder block FEM Design, STORM threads two bolt main

KT000099 - Structure & Function

6. Injection Pump Layout Two Bosch RP39 or Two Zexel

9. Aspiration Turbocharger & Aftercooled

10. Turbochargers Twin Holset HX60