NTCC Big Cam II (MVT) Engine Release (NT Engine Series) The Mechanical Variable Timing (MVT) engine is our 1980 California Air Resources Board (CARB) approved NT Engine. A method for varying the injection timing of the engine during its operation has proven effective in meeting the California emi sion requirements. This is accomplished by MVT through movement of the injector cam follower levers in relation to the camshaft by an eccentric injector follower/shaft assembly. This assembly is controlled through an air solenoid/actuator mech- anism activated by an electrical rail pressure sensing switch. When the vehicle air system is below 80 psi, the engine starts in the retarded mode and remains in that position until air pressure exceeds 80 psi, at which time the system automatically moves to the advanced mode. At a preset rail pressure value, ‘equivalent to approximately 25 percent ofthe rated engine power, the injector follower/shaft assembly ‘moves into the retarded timing mode. The engine ‘then operates at cruise and full load in this retarded mode. Itshould be noted that these MVT equipped engines have the Big Cam Il engine features. These include the Demand Flow Cooling (DFC) lubricating oil system and “Pulse” exhaust manifolds (Fig. 1 and ig. 2). For complete details of Big Cam Il features, refer to Service/Parts Topic No. 79T 7-8, dated September, 1979. Fig. 1. DFC lubricating oll pump Cummins Engine Company, Inc, Cummins Engine Company, Ld. April, 1980 No, 80T 4-2 File Group: 4 Ref.: (B) Engine Filmcard ‘System Group 04,01 See the following attachments for more information: Attachment 1: Basic Assembly Instructions Attachment 2; MVT Component Torque Specifications Attachment 3: MVT Unique Parts List Attachment 4: Troubleshooting Operating Cycle of MVT ‘The MVT is a two position injection timing control which is either fully advanced or fully retarded. The control system maintains advanced timing during idle, and light load operation. When the engine has developed 25 percent or more of its rated power, the control mechanism retards the timing. The injection timing is varied by moving the eccen- tric mounted injector cam follower assemblies relative to the camshaft by means of a rack and pinion gear. The timing is held in the retard mode by a spring and in advanced mode by air pressure on a piston which overcomes the spring pressure. During cranking, idle, and light load operation, an electrical signal activates an air supply tank(s) to enter the actuator, overcome the spring pressure and advance the timing. ‘olumbus, Indiana U.S.A, 47201 arlington, Co. Durham, England DL1-4PW‘As the engine reaches 25 percent of its rated load, a normally closed rail pressure sensing switch opens and breaks the electrical signal. This closes the air solenoid allowing the air pressure to bleed off the piston, and the spring pressure moves the system to the retard mode. The air pressure is exhausted from the actuator and accumulator through an orifice designed to maintain a predetermined transition time from full advance to full retard. At idle rpm and with 90 to 110 psi air pressure, the transition time is 12 to 18 seconds. Warning: Any attempt to set the engine for conti uous operation in the advance mode will notincrease engine power, but will increase emissions level. A special high lift, stow retraction camshaft (Injector lobe grind) is used to prevent any horsepower gain. Operating the engine in the advance mode (above 25 percent of rated speed) induces high stress which can lead to progressive engine damage. Injection Timing Procedure 1. The MVT system must be in the retard mode to set the injection timing. This can be accomplished by disconnecting the electrical wire at the air solenoid, starting and operating the engine at low idle for a minimum of 30 seconds. Note: In situations where the engine cannot be run prior to adjusting the valves and injectors, remove the cap and check to see that the rack ‘mechanism isin the down position so the shoulder of the spacer is resting on the spring retainer. If not, bar the engine over for two revolutions to allow the actuator to move to the retard mode. 2, Install the timing tool per the Shop Manual, Bulletin No. 3879076-04, using the Number 3 cylinder. During assembly, the cam follower shafts connect through the spline couplings and essentially become one shaft. Therefore, optimum timing of all cylinders is obtained by setting the Number 3 cylinder. Note: Cylinder to cylinder timing variation may be+£0.004 inch [+0.10 mm]. The MVT uses a one- piece cam follower housing gasket and there is ho provision for changing cylinder to cylinder timing. 3, Should timing changes be required, the following procedures must be performed (reference Table 1 for timing values): ‘a, Remove the actuator cap. b. Loosen the actuator cap external locknut. ¢, Rotate the slotted spring retainer using Service Tool, Part No. 3376021 (see Fig. 3). Counter ‘clockwise rotation will advance timing, while clockwise rotation will retard timing, One full revolution of the spring retainer will change the push rod travel approximately 0.004 inch {0.10 mm}, 4d. Adjust the retainerto obtain the desired timing. ¢. Tighten the locknutwhile holding the spring re- tainer securely in position to 30to 35 ft-Ibs [41 to 47 Nem] torque. {. Install and tighten the actuator cap to 25 to 30 ft-lbs [34 to 41 Nem] torque. Note: Advanced timing is preset atthe factory for specific engine models and will not require adjustment. Advanced timing is changed by installing the appropriate timing spacer for that specific engine GPL. If for some reason ad- vanced timing needs to be checked, the follow- Ing procedures should be used to position the MVT mechanism in the advanced mode: ‘© The ignition switch must be “on” to activate the electrical circuit. © Remove the actuator cap. © Rotate the engine in the direction of rotation at least two revolutions. Observe the act- uator piston to see that it moves to the advanced, or up position. There must be air pressure in the vehicle air supply tanks to activate the mechanism.Note: Ifthereis no air pressure inthe supply anks, the system can be advanced by apply- ing shop air (greater than 80 psi) to the air ‘Solenoid with the ignition switch on. * After the engine has been positioned in the advanced mode, check the timing on the Number 3 cylinder (refer to Table 1 for values). Deviations from the correct ti will be caused by incorrect hardware, ing of the mechanism, etc. Injector and Valve Setting and Air Compressor Timing Injector and Valve Setting ‘When setting the injectors and valves, the engine ‘must be in the retard mode. This can be accom- lished by disconnecting the electrical wireat the air solenoid, starting and operating the engine at least 30 seconds at low idle. Note: Because of the special camshaft in the MVT engines, using the standard injector and valve ‘setting marks on the accessory drive pulley and Pointer on the gear cover would result in improperly ‘set injectors. Therefore, a new overhead setting indicator, Part No. 3024765, (Fig. 4) is factory installed on these engines which will relocate the indicator mark (pointer) on the gear cover approxi- mately 40 degrees clockwise viewed from the front (Of the engine from the present “cast-on” pointer on the gear cover. The new “bolt-on” bracket will also ‘mask off the present gear cover pointer to avoid Confusion in the field. This new bolt on pointer isto be used on MVT engines only. Fig. 4. New bolt on pointer, Part No. 2024768 Page 3 Air Compressor Timing When installing the air compressor to the engine as asingle unit with the accessory drive assembly and Pulley mounted on the engine, the following pro- cedure must be followed: 1. Barthe engine in the direction of rotation aligning “A” or 1-6" VS on pulley with the new pointeron the gear cover. 2. Rotate the air compressor crankshaft so the spline coupling half keyway (or timing mark) will be at "11:00 o'clock”. 3. Install the splined coupling to the accessory Grive shaft, and install the air compressor to the accessory drive. Donot use“TC" (top center) marks on the accessory drive pulley to locate top center when the engine is equipped with the "bolt-on" pointer. MVT engines use top-stop injectors as specified in NH/NT-855 Shop Manual, Bulletin No. 3379076-04, Set the injectors and vaives to the specifications listed in Table 1, Engine Compression Brake When an engine compression brake is required, all Big Cam II MVT engines must be equipped with the ‘new Jacobs Model 30E brakes. These brakes feature @ lighter rate control valve and a master piston return spring which allows the brake to activate at a lower overhead oll pressure value (15 psi minimum) (reference Service/Parts Topic No. 80T 20-1). Engine identification All Big Cam Il MVT Series Engines will be supplied with a decal located on the intake manifold pressure line to the fuel pump identifying the engine as a Big Cam II (reference Fig. 5). Note: The Bulletin No. 8886179-D portion of the decal should be removed from the complete decal and placed in a location in the vehicle cab in plain view of the operator. Additional copies of Bulletin No, 3886179-D are available at no charge from Literature Control Service (LCS), P. 0. Box 99085, Louisville, Kentucky, 40299. Service Tool Requirements Service tool requirements for Big Cam Il MVT. engines are the same as for existing NH/NT/NTA Engine Series except for the following additions. Refer to Service Too! Bulletin No. 80-4 for additional information.