QSX 15 dirancang untuk mengoptimalkan kualitas yang diinginkan dengan

kekuatan tinggi, ringan, responsif, efisien, tahan lama dan dapat diandalkan.

Nama engine QSX berasal dari sumber berikut:

� QS – Quantum System.
Sistem Quantum adalah Cummins Industrial full-authority electronic engine
control system.
� X – Engine Family
QSX adalah termasuk kelompok engine seri X.
 1999 Construction Market
Product Line
Horsepower
QST30

QSK19

N14

M11

C8.3

B5.9

B3.9

B3.3

0 100 200 300 400 500 600 700 800 900 1000 1100 1200
 Emissions Regulations
20 N14
82% reduction
Oxides of Nitrogen (g/bhp-hr)

Unregulated level 54% of NOx

15

10 35%
40%

0
1970 1975 1980 1985 1990 1995 2000 2005 2010
Model Year
 Mobile Off-Highway Emission Regulations
Schedule
NOx / HC / CO / PM (g/kW-hr) [Conversion: (g/kW-hr) X 0.7457 = g/bhp-hr]

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
U.S. EPA (Tier 2 & 3 requirements, and Tier 1 requirements for 19-36 kW, were published in the Federal Register on 23 October 1998.)
19-36 kW (25-48 hp) ~ 8.7? (9.5 NOx+NMHC) / 5.5 / 0.80 ~ 6.7? (7.5 NOx+NMHC) / 5.0 / 0.60 ?
37-74 kW (49-99 hp)
9.2 / - - / - - / - - ~ 7.0 (7.5 NOx+NMHC) / 5.0 / 0.40 ~ 4.2 (4.7 w/NMHC) / 5.5 / PM6
Tier 3 Tech
75-129 kW (100-173 hp) Review in
9.2 / - - / - - / - - ~ 6.2 (6.6 NOx+NMHC) / 5.0 / 0.30 ~ 3.6 (4.0 NOx+NMHC) / 5.0 / PM6
2001
130-224 kW (174-301 hp) 9.2 / 1.3 / 11.4 / 0.54 ~ 6.2 (6.6 w/NMHC) / 3.5 / 0.20 ~ 3.6 (4.0 NOx+NMHC) / 3.5 / PM6
225-449 kW (302-602 hp) 9.2 / 1.3 / 11.4 / 0.54 ~ 6.0 (6.4 NOx+NMHC / 3.5 / 0.20 ~ 3.6 (4.0 NOx+NMHC) / 3.5 / PM6
450-560 kW (603-751 hp)
9.2 / 1.3 / 11.4 / 0.54 ~ 6.0 (6.4 w/NMHC / 3.5 / 0.20 ~ 3.6 (4.0 NOx+NMHC) / 3.5 / PM6
>560 kW (>751 hp) 9.2 / 1.3 / 11.4 / 0.54 ~6.0 (6.4 NOx+NMHC / 3.5 / 0.20
EUROPE (Tier 3 requirements reflect possible harmonization with U.S. EPA, though without the consent decree pull-ahead)
18-36 kW (24-48 hp) 8.0 / 1.5 / 5.5 / 0.8 ?
37-74 kW (49-99 hp) 9.2 / 1.3 / 6.5 / 0.85 7.0 / 1.3 / 5.0 / 0.4 4.2 / 1.3 / 5.0 / 0.4
75-129 kW (100-173 hp) 9.2 / 1.3 / 5.0 / 0.70 6.0 / 1.0 / 5.0 / 0.3 3.6 / 1.0 / 5.0 / 0.3
130-560 kW (174-751 hp)
9.2 / 1.3 / 5.0 / 0.54 6.0 / 1.0 / 3.5 / 0.2 3.6 / 1.0 / 3.5 / 0.2
>560 kW (>751 hp) No active consideration of regulation in Europe.
JAPAN (Operational deadlines apply to new and old 30-260 kW (40-349 hp) engines on Ministry of Construction - contracted sites.
Harmonization with EU Tier 2 has been proposed.)
9.2 NOx & trap - Tunneling operation of backhoes, crushers, tractor-shovels, Harmonization with European Tier 2 power categories for listed applications
concrete blowers & mixers, jumbo drills and dump trucks
9.2 NOx only - All operation of above applications plus hydraulic shovels, Harmonization with European Tier 2 power categories for listed applications
bulldozers and wheel loaders
9.2 NOx only - Rough-terrain cranes, engine-driven alternators, air compressors, rollers and Harmonization with European Tier 2 power categories
hydraulic units for listed applications

Tier 1 Tier 2 Tier 3

Untuk aplikasi off-highway semua engine QSX15 telah memenuhi standar emisi sbb:
• Sebelum Januari 2001 memenuhi tingkat emisi Tier I.
• Setelah Januari 2001 memenuhi tingkat emisi Tier 2.
• Standar emisi Tier 3 mulai berlaku efektif pada tanggal 1 Januari 2005.
Cummins memproduksi engine QSX15 Tier 2 sampai peluncuran QSX15 Tier 3 pada
Oktober 2005.
Engine QSX15 adalah industrial diesel engine dengan
spesifikasi sbb:
� Engine displacement : 15 liter,
� Jumlah Cylinder : 6 cylinder in-line.
� Diameter bore : 5,4 inci
� Stroke : 6,7 inci
� Berat engine (dry) : 3362 pound.
� Horsepower rating : 390 – 630 hp @ 2100 rpm
� Torque peak :1875 lb-ft @ 1400 rpm
 Performance
350 - 600 Horsepower

� Haul trucks, combines, forage harvesters, airport crash

truck, blast hole drills, 4 wheel drive agricultural
tractors, excavators, wheel loaders, cranes, air
compressors, rail car, chippers and etc.
� Good transient response
� Displace the lower end of the QSK19 (450 - 600 hp)
� Wastegate turbocharger and air-to-air aftercooler
Meskipun beberapa komponen engine telah redesign untuk
memperbaiki emisi engine agar bisa digunakan dalam aplikasi industri,
QSX15 T3 menggunakan beberapa komponen yang sama yang
digunakan pada engine QSX15 Tier 2.
Informasi data engine, ESN, CPL dan engine manufacture date, harus
diketahui untuk menentukan level tier pada engine tersebut.
QSX15 Engine Features

Dual Overhead Cams

• Dedicated camshaft for
injectors
• Dedicated camshaft for
valves
• Permits optimized injection
control and optimized
valve events

3 of 23
The QSX engines data plates contain the :
� Engine serial number
� Control parts list (CPL)
� Engine Model
� Horsepower and RPM rating
� Jika engine dataplate tidak terbaca, ESN dapat diidentifikasi di bagian
kanan belakang engine block.
� Informasi tambahan dapat ditemukan melalui dataplate ECM atau
pembacaan parameter ECM dengan INSITE.
Engine QSX 15 Tier 3 dapat dengan cepat dibedakan dari engine Tier 2 , melalui
tiga item yang terletak di cylinder head:
1. New boss pada cylinder head.
2. Part number, dan
3. Identifikasi QSX di sisi exhaust pada cylinder head.
 Top Front Cover

Bagian atas front cover tersedia stamped steel atau cast iron, tergantung pada
engine aplikasi.
Fan drive telah didesign dengan multiple mounting locations, dengan jarak
fan center dengan centerline crankshaft 12 – 22 inches.
Multiple Mounting Locations for the Fan

Belt Tensioner Support Bracket

� Konfigurasi belt dan tensioner bagian depan menggunakan large drive belt 10 rib
untuk menggerakkan water pump dan fan drive assembly dari crankshaft pulley.
� Water pump pulley ke dua untuk belt yang menggerakkan alternator dan freon
compressor.
� Dual dampers to provide a smoother running engine and less vibration
� Dual dampers reduce noise and improved gear train life
• Terletak pada bagian depan
engine.
• Scissors gear untuk minimize gear
lash yang berlebihan
• Adjustable upper idler
• Design yang kokoh untuk
mengakomodir tekan injeksi yang
tinggi.
� Menggunakan one piece cylinder head
� Redesign dengan memodifikasi water jacket
� Material valve seat adalah stelite
Notches

Injector camshaft didesign dengan enam lobe plus satu target sensor.
 Tone Wheel

QSX15 tier 3 engines all use a crankshaft that incorporates a 60 tooth tone wheel.
All flywheel housing also have an option to mount the 39MT starter on either the
right or left side of the engine.
 QSX15 Engine Brake

3 Solenoid –
6 possible braking levels

The engine brake is used on QSX15 tier 3 engines where the load can push the
engine above 2500 RPM. The three solenoid six possible braking levels controls
is utilized with the QSX15 Tier 3 engine
� The QSX15 Industrial engine utilizes an HX60 wastegated turbocharger
� The power generation engine utilizes an HX82 turbocharger.
Both the industrial and power generation engines
utilize a charge air, or air-to-air, aftercooler.
 Part Options
For the QSX15 industrial engine, three different exhaust manifold
sections are available to accommodate the turbocharger options.

� A straight out center section is used on both the front and rear out
mount turbocharger.
� A second center section is used to mount a 47 degree low mount
rear out turbocharger.
� A third center section is used to mount the larger power generation
turbocharger
• Standart stamp steel oil pan
tersedia untuk semua rating
engine dengan kapasitas 12
galon.
• Full sump cast aluminium
oil pan mempunyai
kapasitas 25 galon.
Top Adjustment
 Preparation steps

Kendorkan semua baut pengikat kedua

rocker lever shaft valve dan injector,
kemudian kencangkan kembali dengan
torsi sesuai spesifikasi.
 Injector and Valve Adjustment Sequence
Bar Engine in Damper Set Cylinder Set Cylinder Set Cylinder
Direction of Position Injector Valve Break
Rotation

Start A 1 1 1
Advance to B 5 5 5
Advance to C 3 3 3
Advance to A 6 6 6
Advance to B 2 2 2
Advance to C 4 4 4

Firing Order 1 – 5 – 3 – 6 – 2 – 4
 Align with mark on Damper

Bar the engine Clockwise

Spesification

Valve, Injector and Brake Adjustment Values

Injector Adjustment is 8 N•m [70 in-lb]

Intake Valve 0.35 mm [0.014 in]

Exhaust Valve 0.68 mm [0.027 in]

Engine Brake 7.00 mm [0.276 in]

 Injector Adjusting

� Loosen the injector adjusting screw

lock nut on cylinder
� Tighten to 70 in lb. Back out 1 or 2
revolution and retighten to 70 in lb.
Valve Adjusting
Valve Adjusting

37
 Engine Brake Adjusting

� Engine vibration damper awalnya ditandai dengan BRAKE SET 1-6,

BRAKE SET 2-5, atau BRAKE SET 3-4, engine brakes harus di set
pada tanda yang tepat pada engine-engine tersebut.
� Engine vibration damper terbaru ditandai dengan hanya A, B, atau C.
Injector, valve dan brake di-adjust pada silinder yang sama.
Engine Brake Adjusting
Air Exhaust System

40
Air Handling
• Electronically controlled
wastegate for optimum
performance
• Simple
• Significantly extends
engine envelope
• Reduced tooth/pitting
Wastegate Controller

42
43
44
45
COOLING SYSTEM
Bypass
Passage

Radiator Bottom Tank

Fill Line
Coolant Flow
Coolant passes out the top of this cavity through the small cast openings. From these
openings coolant enters the water jacket area of the block. In the water jacket, coolant
travels around the liners, carrying combustion heat to the top of the block.
Coolant flowing up through the passages in the fuel pump side of the cylinder head
gasket flows to the lower water cavity through passages in the cylinder head. This
flow cools the valve seats, injector area, and the exhaust ports. This coolant
continues its flow across the cylinder head
From the lower cavity, coolant flows to the upper cavity. This coolant helps to
lower the temperature of the exhaust ports.
The coolant then flows to the exhaust side of the cylinder head
toward the front of the engine through the return manifold in the
cylinder head to the thermostat housing.

Thermostat Housing
� When the coolant at the thermostat is below 180 degrees Fahrenheit
(82 °C), the thermostat is closed.
� As the coolant temperature increases to 180 degrees Fahrenheit, the
thermostat starts to open and coolant flow to the bypass begins to be
restricted
� When the engine operating temperature increases to 200 degrees
Fahrenheit (93 °C), the thermostat is fully open, blocking the bypass
passage in the thermostat housing cover.

NOTE:
The engine must never be operated without the thermostat. Without a
thermostat, the coolant recirculates, by-passing the radiator, causing the
engine to overheat.
Some of the pressurized coolant from the water pump outlet is directed
to drillings in the water pump inlet. These drillings supply coolant flow
to the coolant filter. The higher pressure coolant from the water pump
flows through the filter and into the lower pressure water inlet

Fill Line

Water Pump Inlet

Pada X series engine terpasang turbocharger yang memerlukan water
coolant, coolant di suplai dari port pada oil cooler housing dan return melalui
tubing ke rear of the thermostat housing.
The connection in the block near the gear housing provides for coolant flow
from the air compressor. This port connects to the coolant bypass passage
 LUBRICATIONS SYSTEM

Oil pump is mounted to the engine block and gear driven through the front gear
train. The oil pump idler gear is an integral part of the oil pump assembly.
QSX tier 3 engine utilizes the LF 9001 oil filter that incorporates the full flow
filter and the bypass filter elements. The Oil Filter Head has been changed
to accommodate this new filter.
 Oil Flow

The standard oil pan for the X Series engine has an oil capacity of 12 gallons.
With filters and coolers the total system capacity is 13 gallons
The suction tube delivers oil to the gear driven oil pump. The gears in the
oil pump supply oil pressure to the lubrication system. At normal operating
temperature, minimum oil pressure at low idle is 20 psi. At no load
governed speed the oil pressure will reach 35 to 45 psi
High Pressure Relief Valve didalam oil
pump akan membuka pada saat tekanan
output pump mencapai 130 psi.

Oil Pressure Regulator mengontrol

tekanan oli didalam sitem, dan
kelebihan oli kembali ke inlet gear pump
The pump then delivers the lubricating oil through an internal vertical
passage in the engine block to the oil cooler housing.
 Low to Filter Head

Oil flows from the front of the oil cooler housing to the oil thermostat. If the oil is cold,
the thermostat will be open through the center of the thermostat. Bypassing the oil
cooler when the oil is cold helps the oil to reach operating temperature more quickly,
which reduces engine parasitic loads and improves efficiency.
As the temperature of the oil increases, the thermostat closes off
the oil cooler bypass passage and directs the oil flow to the transfer
tube in the oil cooler housing.
Transfer Tube
15 to 20 percent the flow through the bypass media, the
filter provides :
� increased uptime
� better engine protection
� reduced wear
� lower operating costs.

Full Flow
Media 30 µm

Bypass
Media 10 µm
 Open at ΔP 25 psi

The oil filter bypass valve is designed to protect the engine in case of low oil flow
through the oil filter.
This valve opens when the pressure differential across the oil filter element is greater
than 25 psi. This maintains oil flow if a filter becomes plugged and prevents filter
collapse due to high pressure differential at cold start-up.
The turbocharger oil supply line connects to a fitting in the oil filter
head. Once in the turbocharger, the oil flows to the bearing journals
and the thrust bearing to cool the turbocharger and back into the
engine oil pan through the turbocharger drain line
Cooled and filtered oil masuk oil circuit didalam block melalui cast
passage, kemudian mengalir ke main oil rifle pada exhaust side.
Seven angled transfer drillings
menghubungkan main oil rifle dengan
seven main bearing saddles.

From the main bearings, oil enters the

cross drillings in the crankshaft to the
connecting rod journal bearings
Some of the oil at the rod bearing surface flows through a drilled
passage in the rod to lubricate the piston pin.
On the exhaust side of the engine, oil travels to the overhead
through vertical passages at the front and rear of the engine
block and cylinder head. These passages supply oil to the
center of the valve rocker shafts. Oil travels through a center
drilling to supply oil to each of the rockers.
Cross drillings in the valve rocker shafts connect with a drilling in the head.
This drilling supplies oil to the camshaft bushings
Oil at the front and rear of the main oil rifle enters a cavity on the front and rear
face of the engine block. Part of the oil enters each end of the fuel pump side
main oil rifle and flows toward the center of the block.
Vertical drillings intersecting this piston cooling oil rifle provide a flow path for
oil to the piston cooling nozzles
Oil on the fuel pump side of the engine also flows to the overhead through
vertical drillings at the front and rear of the engine block and cylinder head.
Oil transfers from vertical drillings through a groove in the outer diameter of the front
and rear camshaft journals. A cross drilling in the journal supplies oil to the oil rifle in
the center of the camshaft.
Cross drillings in the camshaft supply oil to each of the remaining injector camshaft
journals.
The groove in the front and rear camshaft journals also direct oil flow to the
injector rocker shafts. A center drilling through each of the shafts and cross
drillings provide lubrication for the injector rocker levers.
The slotted opening in the gasket, along with the channel in the rear face of the
gear housing, provides a flow path for oil to transfer to the air compressor and
the oil pressure regulator in the oil pump
A passage in the front face of the engine block aligns with a
drilling in the Lower Idler Concept Gear shaft. Oil flowing through
this opening lubricates the idler gear and shaft.
 FUEL SYSTEM
QSX 15 T3 engine utilizes the Heavy Duty - High Pressure Injection -
Time Pressure fuel system. The Time Pressure feature of the system
describes the type of fuel control.

The Integrated Fuel System Module, or IFSM, contains many of the fuel
system components and connections.
The gear pump is driven from the camshaft and receives
lubrication from oil passing through a drilling in the head to the
IFSM mounting gasket. The lubrication oil is returned to the head
through the drive gear cavity.
Gear Pump Inlet Diagnostic Test Port

Rail Pressure Diagnostic Test Port

Front Actuators Rear Actuators
(1, 2, 3 Injectors) (4, 5, 6 Injectors)
Metering

Timing
Each of the actuators are a normally closed ON/OFF device. The actuators open
when they receive a signal from the ECM. Opening an actuator allows fuel to flow
to its connected timing or metering rail. In this way the ECM controls the volume of
fuel flowing to the injectors. With the two bank design and the firing order, the
ECM functions fast enough to have individual control of the injectors
 Fuel Flow
The fuel flows out of the fuel tank and through a prefilter.
Two versions are available:
� The first unit is a replaceable spin on element with a 140
micron rating.
� The second unit is rated at 25 micron and it contains a
water-in-fuel sensor and water drain.
Fuel flows from the prefilter to the lift pump. This pump runs for the
first two minutes after the key is turned on to insure that fuel gets
up to the gear pump quickly for easier starting.

IFSM Inlet Screen

 The fuel then flows up the right side of
the IFSM to the gear pump inlet.

At one psi of pressure a valve in the IFSM

housing opens to allow some lift pump
output to flow to the drain line. This
bypassing of fuel helps to bleed any air
from the supply passages
1 psi Check Valve
 Inlet Check Valve

During normal operation the gear pump pulls the fuel from the tank through the
inlet screen and the inlet check valve that bypasses the priming pump.
Fuel mengalir dari gear pump melewati 320 psi regulator, ketika
fuel pressure didalam sistem melebihi setting level, regulator akan
membuka dan sebagian fuel mengalir return ke tank.

320 psi Regulator

Fuel under pressure flows to the fuel filter. This filter is a 98% efficient 15 micron
filter. After contaminants are removed, the filtered fuel flows to the shut off valve.
 Fuel Shut-Off Valve

When the key switch is in the "crank" or "run" position the ECM sends a signal
to open the fuel shutoff valve. Fuel flows past the open shut off valve into the
rail that supplies the actuators
The 250 psi fuel system
regulator allows excess fuel
to flow out of the rail to limit
and maintain the pressure.

250 psi Regulator

This excess fuel flows through

external tubing to a passage in the
ECM cooling plate before going
through return tubing to the inlet side
of the fuel pump
Orifice 0.008 inch menghubungkan actuator feed rail ke drain
untuk memungkinkan “air purging”.

0.008 inch Orifice

 Front Bank Rear Bank

Fuel from the IFSM flows into the center of the actuator feed rail and splits to flow
to the front and rear banks of timing and metering actuators. With a constant
pressure at the actuators, the ECM sends signals to the actuators to control the
fuel flow to the injectors.
The passages from the timing and metering actuators connect to
internal passages in the cylinder head. These passages supply
fuel to the front and rear bank of injectors.
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