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B Series Engine
Familiarization
Program Content
– General Specifications
– Application
– Design Features
– Serviceability
– Engine Systems
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General Specifications
Industrial Applications
76 – 210 HP
1500 – 2800 RPM
Stationary Power
Construction
Logging
Agriculture
Application
The first digit designates
the number of cylinders.
The next character
denotes the engine series.
The remaining letters
signify aspiration
– T = Turbochargered
– A = Aftercoolered
– The trailing numbers
indicate engine displacement
in liters.
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Engine Specifications 6B5.9
Metric Units U.S. Units
Displacement 5.88 Liters 359 cu. in
Bore 102 mm 4.02 in.
Stroke 120 mm 4.72 in.
Firing Order 1–5-3–6–2-4
General Specifications
The B series engines are designed to metric unit
specifications throughout. The only deviation is the use
of SAE standard pipe fittings and plus.
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Design Features
The engine are
designed as
turbocharged engines,
but are available as
naturally aspirated, and
turbocharged/ intake air
cooled engines.
Design Features
An automatic belt tensioner
is used to maintain proper
belt tension.
This view of the front of the
engine illustrates a belt-
driven fan hub.
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Design Features
This is the gear train layout
on the B Series engines. All
the gear are hardened and
have a helical-toothed
design for strength and
quiet operation.
Timing-mark alignment is
used between the crankshaft
gear and camshaft gear.
Design Features
The cylinder block has many innovative design features.
The block casting includes provisions for :
– oil cooler housing
– water pump inlet
– oil pump housing
– water pump volute
– coolant bypass passage
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Design Features
Additional block casting design feature include:
• skirted block design for
superior strength
• bored piston cylinders
with 120 mm (4.72 in.)
center to center spacing
and 18 mm (0.71 in.)
spacing between cylinders
in order to provide room
for a dry liner, if needed
for service
• piston cooling
Design Features
The cylinder head is a
one piece, cross flow
design, with two valves
per cylinder. This design
preserves exhaust energy
by slightly cooling the
short exhaust ports.
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Design Features
• A pulse exhaust
manifold with a divided
entry passage is used in
conjunction with a duel-
entry turbine housing to
improve engine efficiency.
Design Features
The cylinder head design includes:
Integral intake manifold
Integral thermostat
housing
Integral fuel filter head
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Design Features
An additional design
feature of the cylinder
head includes integrally-
cast valve guides, and
inductions-hardened
valve seat surfaces.
Design Features
The valve train consists
of the camshaft, tappets,
push rods and the rocker
lever assembly.
In addition to the intake
and exhaust valve lobes,
the camshaft has a
special lobe for driving
the fuel transfer pump.
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Design Features
A single camshaft
bushing is used to carry
the side loading from
the accessory drives.
The remaining journals
run in the cast iron
camshaft bores of the
cylinder block.
Design Features
The power components in the engine offer
distinctive design features:
Piston
Connecting rod
Crankshaft
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Design Features
The connecting rod is an
angle split design.
The pin bore bushing is
lubricated by the piston
cooling nozzle spray.
Design Features
The naturally aspirated
engines utilize steel
blacked, aluminum
connecting rod bearings,
while the turbocharged
engines use steel
backed tri-metal
bearings.
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Design Features
Emission, application ,
and horsepower rating
determine which piston
are placed in the engine.
Similar feature of the
piston are a high swirl
combustion bowl, a free
floating piston pin held in
by retaining rings, and
cast aluminum bodies.
Design Features
A single Ni-resist insert
with a keystone profile
provides better wear
characteristic to the top
ring groove.
Higher rated turbocharged
engines use anodized
coating on the piston face
and bowl to increase
durability.
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Design Features
The crankshaft is forced
steel, integrally balanced
unit.
Internal cross drillings
supply the connecting
rod bearings with oil.
Design Features
Another design feature is
the use of stamped steel
components to reduce
engine weight.
These lightweight
components include the
gear cover, tappet
cover/breather assembly,
and the oil pan.
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Design Features
The overall design
objective include:
– Simplicity
– Reliability
– Durability
– Fewer parts
– Ease of service
Serviceability
No special service tools
are required for routine
overhaul of a B Series
engine.
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Serviceability
No special repair/rebuild
procedures are
necessary on the B
Series engine.
High-quality field
practices used for other
engines in this
horsepower range are
adequate.
Engine Systems
System Design and Operation
Lubricating
Cooling
Air
Fuel
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Engine Systems
This schematic illustrates
the lubricating flow
through the entire engine
system.
Engine Systems
The lubricating oil flow
begins as the gerotor
lubrication pump draws
oil from the pan through
the rigid internal suction
tube.
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Engine Systems
The pump then delivers
the lubricating oil through
an internal drilling to the
oil cooler cover and the
pressure regulator.
Engine Systems
When the oil pressure
from the pump exceeds
65 psi the pressure
regulator valve opens,
uncovering the dump
port allowing some oil to
drain back into the pan.
The remaining oil flows
to a cast passage in the
oil cooler cover leading
to the oil cooler element.
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Engine Systems
Oil flowing through the
cast passage in the oil
cooler cover continues
through the oil cooler
element, where it is
cooled by engine coolant
passage around the
plates of the element
Oil then continues trough
another cast passage in
the oil cooler cover to the
oil filter.
Engine Systems
The filtered oil flows up the
center of the filter and
across to the back of oil
cooler cover, oil flow is
divided. A portion flows to
the turbocharger, the rest
passes down a cast
passage to a cross drilling
in the block
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Engine Systems
In the event of a plugged filter, a bypass valve has been incorporated
into the cooler cover to maintain oil flow. If the pressure drop across the
oil filter exceeds 20 psi, the bypass valve will open, allowing unfiltered oil
to flow through the engine.
Engine Systems
Once the oil is cooled and
filtered, a cross drilling
between cylinder number
one and number two caries
the oil across the block to an
angle drilling that intersects
the mail oil rifle.
The main oil rifle runs the
length of the block and
carries oil to the overhead
and main bearings through
individual transfer drillings.
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Engine Systems
The transfer drilling connected to the main oil rifle supplies to a groove in the
upper main bearing shells. Oil is then supplied to the piston cooling nozzle
and the cam bores through short radial drillings. The piston pins are splash
lubricated by piston cooling nozzle spray.
Engine Systems
From the main bearings,
oil enters the crankshaft
and lubricates the
connecting rod bearings
through internal cross
drillings.
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Engine Systems
Oil to the overhead is
carried to the cylinder
head deck by individual
vertical drillings
intersecting the main oil
rifle. The oil then flows to
a transfer slot in the
head gasket.
Engine Systems
From the transfer slot in
the head gasket, the oil
flow around the outside
diameter of the cylinder
head capscrew, through a
groove in the bottom of the
rocker lever support.
Oil leakage past the top of
the cylinder head
capscrew is controlled by
the flanged head on the
capscrew.
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Engine Systems
The vertical drilling in the
rocker lever support is
aligned with a groove in the
rocker shaft and along its
length.
The ends are sealed by cup
plugs. At each end of the
shaft, a single drilling allows
oil to flow from the inside
diameter of the shaft to
each rocker lever bore.
Engine Systems
The rocker lever has a
drilling that carries oil from
the rocker lever bore up to
a trough on top of rocker
lever. Oil flow down each
side of the rocker lever to
lubricate the push rod
socket and the valve stem.
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Engine Systems
The front gear train
assembly receives
lubrication from oil splash
and oil carryover. The oil
pump idler gear is
pressure-lubricated. From
here the oil drains back to
the pan for recirculation.
Engine Systems
Oil Pan Capacity Metric Units U.S. Units
Six Cylinder 14.2 Liters 15 Qts.
Front/Rear Sump
Oil Pressure (Minimums)
Idle Speed 65 kPa 10 psi
Rated Speed 207 kPa 30 psi
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Lubricating Oil System Flow Diagram
1. Lubricating Oil Pump 8. Filter Bypass Valve
2. Pressure Regulating Valve Closed 9. Filter Bypass Valve Closed
3. Pressure Regulating Valve Open 10. Filter Bypass Valve Open
11. To Lubricating Oil Filter
4. From Lubricating Oil Pump
12. Lubricating Oil Filter
5. To Lubricating Oil Cooler 13. From Lubricating Oil Filter
6. To Lubricating Oil Pan 14. Main Lubricating Oil Rifle.
7. Lubricating Oil Cooler
Lubrication for the
Turbocharger
1. Lubricating Oil Supply
2. Lubricating Oil Drain.
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Lubrication for the Power Components
1. To Valve Train
2. Main Lubricating Oil Rifle
3. From Lubricating Oil Cooler
4. Connecting Rod Journal
5. To Connecting Rod Bearing
6. Crankshaft Main Journal
7. From Main Lubricating Oil Rifle
8. To Camshaft
9. To Piston Cooling Nozzle.
Lubrication for the Overhead
1. Main Lubricating Oil Rifle
2. Rocker Lever Support
3. Transfer Slot
4. Rocker Lever Shaft
5. Rocker Lever Bore
6. Rocker Lever.
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Engine Systems
System Design and Operation
Lubricating
Cooling
Air
Fuel
Engine Systems
Coolant is circulated by
the integrally-mounted
water pump. The output
from the water pump
empties into the oil
cooler cavity of the
cylinder block. This
provides the oil cooler
with the coolest possible
coolant.
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Engine Systems
The coolant then
circulates around each
cylinder and crosses the
block to the fuel pump
side of the engine.
Engine Systems
Coolant then flow up into
the cylinder head, crosses
over the valve bridges and
down the exhaust manifold
side of the engine to the
integral thermostat
housing.
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Engine Systems
When the engine is below
operating temperature,
the thermostat is closed,
allowing the coolant to
bypass the radiator and
flow back to the water
pump inlet through
internal drilling in the
cylinder head and block.
Engine Systems
When operating
temperature is reached,
the thermostat opens,
blocking the bypass
passage to the water
pump and opening the
outlet to the radiator.
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Engine Systems
On aftercooled engines the
aftercooler receives its
water supply through an
external line plumbed in the
block to an opening near
the water pump outlet.
Coolant flow returns from
the aftercooler to the head
between cylinder number
one and two.
Engine Systems
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Cooling System Flow Diagram
1. Coolant inlet
2. Pump impeller
3. Coolant flow past lubricating oil cooler
4. Coolant flow past cylinders
5. Coolant flow to cylinder head.
Cooling System Flow Diagram
1. Coolant flow from the cylinder head 5. Coolant bypass passage
2. Coolant flow to thermostat housing 6. Coolant flow to water pump inlet
7. Coolant bypass closed
3. Coolant flow past injector
8. Coolant flow back to radiator.
4. Thermostat
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Engine Systems
System Design and Operation
Lubricating
Cooling
Air
Fuel
Engine Systems
On coolant aftercooled
engines, the intake air is
drawn through the air
cleaner into the
compressor side of the
turbocharger.
The air then flows
through the air crossover
connection, around the
fin of the aftercooler, and
into the intake manifold.
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Engine Systems
Air flow continues through
the inlet ports and into the
combustion chambers. After
combustion, the exhaust
gases flow from the
combustion chambers to
the opposite side of the
cylinder head.
Engine Systems
Exhaust gases then flow
through the pulse
exhaust manifold and
into the divided entry
turbine housing of the
turbocharger to drive the
turbine wheel.
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Engine Systems
System Design and Operation
Lubricating
Cooling
Air
Fuel
Engine Systems
The B Series engines use both distributor and inline fuel
injection pumps supplied by Bosch, Stanadyne, Lucas CAV
and Nippondenso.
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Engine Systems
Fuel flow begins as the
pump draws fuel from the
supply tank, through the
pre-filter, and to the fuel
transfer pump.
The fuel transfer pump
supplies low-pressure
fuel, 3-25 psi to the fuel
filter head. The fuel flows
through the filter, and on
the injection pump.
Engine Systems
The fuel transfer pump
can be either a
diaphragm or plunger
type.
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Engine Systems
Generator drive
engines use either
Lucas DPA or the
Stadadyne DB4
distributor pump.
The lift pump draws fuel
Engine Systems from the fuel tank and
pumps it through the filter to
the inlet of the distributor
pump.
The transfer pump feeds
the timing advance,
metering valve, rotor and
the injector of the pump.
The rotor develops and
distributes high pressure
fuel to the injectors.
Vented fuel from the pump
and leakage from the
injectors is returned to the
fuel tank.
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Engine Systems
When the high-pressure
fuel reached the nozzle,
the pressure lifts the
needle valve against the
spring tension to allow
fuel to enter the
combustion chamber.
Any leakage past the
needle valve enters the
fuel drain manifold.
Engine Systems
The fuel drain manifold
routes vented fuel from
the pump and leakage
from the fuel filter head or
supply tank.
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Any Questions???
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