Subject: This AEB is for the following applications:

QSK60 Mounting System Automotive Industrial G-Drive Marine

and Power Take-off

Date Created: 05/09/2005 File Name : 0.16.00 MAB No.

Revision Date: 12/04/2008 Mounting Adaptations 0.16.00-04/06/2005

Expire Date: 12/08/2009 & Power Take offs
Engine Family : High Horsepower
Engine Model : QSK60 & QSK60-DM
Document Owner: Olmedo Farfan Page 1 of 24

Purpose

The purpose of this document is to provide a description of the mounting system

features and installation instructions unique to the marine QSK60-M and QSK60-
DM engine.

Introduction

This report represents one chapter within the QSK60 Marine Tech Package MAB
0.00.00 - 09/26/2003. It should be used to support installation design during the
production introduction of the QSK60-M and QSK60-DM engine. This report
includes the following information:

• A description of major engine mounting features that are new or unique to the
marine market
• Installation instructions that differ or require clarification from the Cummins
Commercial Marine Installation Review bulletin 4081838
• Recommendations for meeting existing installation requirements where the
QSK60 may present new challenges

Cummins Confidential
 CONTENTS

Section Page
Summary of Installation Requirements 3
Operating Angle Limitations 3
Mounting System Features 3
QSK60 & QSK60-DM Mounting Options 4
Front Trunnion Support 4
Trunnion Installation Considerations 5
Flexible Engine Mounts 7
Remote Mounting 8
Close-coupled gearbox 9
Data Required to Size Isolators 11
Usage of Stops or Snubbers 12
Solid Engine Mounts 15
Pourable Chocking Compound 16
Auxiliary Engines 17
Generator Base Rails 18
Base Rail Material 18
Engine/Alternator Alignment 18
Remote Mounted and Close-coupled Alternator 19
Power Take Off 19
Cardan Shaft Adaptations 21
Front PTO Load Capacity 22
Front Adapter Bolt’s Selection 22
Geometry 22
Torque Limits 22
Radial Load Limits 23
References 24

Summary of Installation Requirements

QSK60 marine mounting system installations must comply with the

requirements defined in bulletin #4081838 (Cummins Commercial Marine
Installation Review), and with all new and/or superseding requirements
included in the Discussion section of this MAB.

• Front trunnion type mounts must be adjusted to achieve end play

clearance of 2.8 - 4.0 mm (.110 - .160") for the K38/K50 and QSK60 with
the trunnion support bolted to the foundation.

• The trunnion must be lubricated such that grease can be seen to flow
from between the pivot and trunnion joint.

Page 2 of 24
• On flexible mounted systems, the vibration isolators must be installed
parallel to the engine centerline in both the vertical and horizontal
directions. The mount must be free to deflect and must not be fully
compressed under a static load.

• A TVA must be performed on all new high horsepower engine

installations (K19 and above) excluding gensets.

• The front trunnion is not designed to handle thrust action, therefore, it

must take no thrust reaction from the propeller or longitudinal engine G
forces.

Discussion

Operating Angle Limitations

This section is intended to emphasize the importance of operating angle

limitations when installing a QSK60 engine.

The angle of inclination at which an engine is installed can have severe effects
on the performance of both the engine’s cooling and lubrication system. For
detailed information on the proper procedures to follow when installing an engine
at an angle, refer to MAB No. 0.16.00 – 01/18/2007, Engine Angularity Limits.
(NOTE: This MAB is currently in draft form and not released.)

Mounting System Features

This section includes a description of mounting system features and the different
mounting options for the QSK60 and QSK60-DM engines.

QSK60 & QSK60-DM Mounting Options

The QSK60 and QSK60-DM mounting systems consist of the following options:

Option
Description Comments Reference
No.
Front Support / This option requires a
EM6080 Figure 1
Trunnion customer supplied bracket
Front Support / This option comes with a
EM6087 Figure 2
Trunnion Cummins supplied bracket1

RE6017 Rear Support Figure 3

1
Figure 4 depicts Cummins supplied bracket.

Page 3 of 24
 Figure 1: Option EM6080 – Front Figure 2: Option EM6087 – Front
Support Trunnion Style without Support Trunnion Style with Cummins
Cummins original bracket original bracket

Figure 3: Option RE6017- Rear Figure 4: Cummins original bracket

mounts. included in Option No. EM6087

For further information of these parts use the QuickServe on-line website:
http://quickserve.cummins.com

Front Trunnion Support

The QSK60 front support is only available as a trunnion design (Figures 1 and
2). Other high-horsepower engines such as K38 and K50 feature this design as
well. Some of the advantages of the trunnion design are that it allows for thermal
expansion of the engine as well as flexure of the vessel hull relative to the
engine.

Trunnion Installation Considerations

The trunnion mount requires special installation considerations as follows:

• The trunnion carries no thrust reaction. Therefore, the rear mounts (and the
isolators) must be designed to handle full propeller thrust.
• The front mounting feet must be aligned axially with the centerline of the
trunnion housing. There must be no offset, or the trunnion will cock on the
support. It is very important that the centerline of the trunnion mounting bolts

Page 4 of 24
 is in the same line as the flexible mountings, looking from the side of the
engine. This will prevent a bending moment being created and applied to the
trunnion.

Figure 5 – Trunnion installation with no offset relative to the attached

bracket.

Figure 6 – Clearance of trunnion support relative to front cover.

• Front trunnion type mounts must be adjusted to achieve end play

clearance of 2.8 - 4.0 mm (.110 - .160") for the K38/K50 and QSK60 with
the trunnion support bolted to the foundation.
• The trunnion must be lubricated such that grease can be seen to flow
from between the pivot and trunnion joint.

If a flexible engine mounting system is used, it is recommended that a remote

fixed gear be used to carry propeller thrust reaction, and a flexible coupling is
chosen which is designed to handle relative movement between the engine and
the fixed gear.

For further information on front trunnion design and requirements refer to MAB
No. 0.16.00 - 06/08/2004, Trunnion Mount Installation for High Horsepower
Engines.

Page 5 of 24
The front trunnion support may present some installation challenges due to its
unique design. Some of these installation challenges are listed below:

• Tilt of trunnion due to high angle of installation and weight of the engine could
produce contact with the front damper and or engine front gear cover.

Figure 7 – Trunnion reaction to angle of installation

ed by
caus
(M)
ent
Mom d Wy.
an
Wx

Y X
ne
Engi ity
Grav
ent r of
lignm Cente
Misa
Wx
gers
Strin

r
Gea

Wy
θ
W
θ

W = Total weight of engine

Wx,y = Component in the X,Y direction.
θ = Angle of installation

• Misalignment at exhaust connections, and engine-gearbox system due to

trunnion tilt.
• Possible failure of rear isolators due to the action of propeller’s thrust.

For installation of very high angle of installations, such as the above example, is
recommended to install the isolators as high as possible closer to the crankshaft
centerline. This will give the installation more stability under seagoing conditions
of roll, sway, pitch, and heave. Isolators should not be installed underneath the
trunnion.

Page 6 of 24
 Vertical offset

Flexible Engine Mounts

Flexible engine mounting is usually found on pleasure boats, but it can be used
on many vessels to reduce vibration and noise that is transmitted from the engine
to the hull through the engine mounting system. Rubber mountings or isolators
are ordinarily used in flexible mounting systems. The term “rubber” is used to
describe the wide range of elastomers which are used for vibration isolation of
engines. This material has come into prominent usage because it is readily
available, is easily applied, has good inherent damping and can be bonded
securely to steel in designs which provide control of pre-load from the mounting
bolts and limit engine vibratory movement. It has a low spring rate in shear and a
relatively high spring rate in compression; and this property can be used to good
advantage. Some disadvantages are that the spring rates tend to be non-linear
and are affected by temperature. They are also subject to deterioration if they
are no properly applied or are exposed to corrosive environments.

When selecting flexible engine mounts for a QSK60 engine, it is important to

understand the type of installation for the engine-gearbox system. This section
includes a description of the mounting features for the following engine-gearbox
systems: Remote mounted and Close-coupled gearbox.

• On flexible mounted systems, the vibration isolators must be installed

parallel to the engine centerline in both the vertical and horizontal
directions. The mount must be free to deflect and must not be fully
compressed under a static load.

Page 7 of 24
Remote Mounting

This configuration allows soft mounting the engine without taking any thrust
coming from the propeller. THIS MOUNTING CONFIGURATION IS STRONGLY
RECOMMENDED WHEN INSTALLING A QSK60 ENGINE.

Some recommendations for this type of installations are listed below:

• It is a good practice to solid mount the gearbox in order to transmit the total
propeller thrust directly to the hull (Figure 8)
• A flexible coupling must be selected to handle relative movement between the
engine and the fixed gear
• If a front power take-off is required on a flexible mounted engine, the clutch
and engine should be rigid mounted on common base rails with isolators
between the base rails and engine bed
• If a front power take-off is to be solid mounted to the hull then a flexible
coupling must be used between the engine and the remote driven accessory

Figure 8 – Remote mounted gearbox schematic

Close-Coupled Gearbox

The configuration of close-coupled engine-gearbox system is NOT

RECOMMENDED for QSK60 engines. However, in some cases this type of
configuration is desired or required by the ship owner.

Page 8 of 24
If a close-coupled configuration is required, then engine and gearbox should be
mounted on a common base rail foundation. Using a common base rail will:

1) Remove the possibility of the engine receiving any thrust reaction that can
cause the trunnion to tip
2) Avoid misalignment problems between the engine and the gearbox
3) Create an even weight distribution of the engine and gearbox to the vessel
stringers and therefore the hull

Close-coupled Configuration with a Common Base Rail

The following recommendations are useful when designing/installing isolators in

a close-coupled configuration using a common base rail:

• The isolators should be mounted aside the base rail with a preferred height of
the propeller shaft centerline. This will give the system a better stability under
rolling motion.
• The isolators should not be installed underneath the base rail.
• Isolators should be installed as wide as possible aside at the base rail. This
will prevent damage to flexible exhaust, coolant connections and other high
located components.

Figure 9 – Isolators aside the base rail (perspective view)

The isolators should be
mounted aside the base rail
with a preferred height of the
propeller shaft centerline.

Page 9 of 24
 Figure 9.1 – Isolators aside the base rail (front view)
The isolators should be
mounted aside the base rail
with a preferred height of the
propeller shaft centerline.

Close-coupled Configuration without a Common Base Rail

This arrangement is NOT RECOMMENDED for a QSK60 engine; the remote

gear is the preferred configuration.

This type of configuration represents the worst-case scenario when selecting

isolators because of the following reasons:

• High load on rear isolators: Front trunnion support does not carry thrust
reaction
• Tendency for trunnion tipping when not horizontal (greater than 3 deg angle
of installation)

If a close-couple installation is required then careful selection of rear isolators

must be taken so these can handle a max propeller thrust of 135KN (30,146 lbs).
However, this type of installation is not recommended.

In a close-coupled configuration is important to consider the following:

• Do not allow direct action of propeller thrust to the system engine-gearbox.

Forces caused by the action of the propeller thrust can cause misalignment
problems; therefore, a thrust bearing and a double shaft coupling should be
installed.
• Due to engine movement on the isolators, it may be difficult to maintain
engine to shaft alignment over the life of the vessel particularly if the mounts
deteriorate with age.

Page 10 of 24
 Figure 10 – Close-coupled mounted gearbox schematic

Data Required to Size Isolators

When specifying the design of rear isolators, some initial information is required
by the isolator supplier. The following information is what the distributor typically
needs to tell the isolator supplier in order to design the right isolator system:

• Engine maximum thrust values (calculate maximum thrust using the attached
spreadsheet)
• Engine geometry, weight, moment of inertia, and center of gravity (from
installation drawings and data sheet)
• Gear geometry weight, moment of inertia, and center of gravity (from gearbox
supplier)
• Mounting configuration (close-coupled, remote)
• Geometry of foundation (footprint, angle of installation) from vessel
manufacturer (machinery layout drawing) or physical measurement
• Front trunnion description (NO THRUST REACTION)

Max Thrust Estimate

There are various vibration and noise control companies that can perform studies
to design proper isolators for this type of application.

For instance, Rubber Design [1] has performed several analyses with the QSK60
engine under different application scenarios such as remote mounted and close-
coupled gearbox. They have designed rear mounts capable to handle total
propeller thrust of 135KN (30,146 lbs) in a close-coupled installation.
A careful study of the results has proved that these mounts are feasible for high
thrust taken applications.

Page 11 of 24
Rubber Design offers a unique custom design front support bracket - Figures 11
and 11.1.

Some of the advantages of using the custom design bracket from Rubber Design
are described below:

• Isolators are closer to the crankshaft centerline which gives the installation
more stability.
• Isolators are closer to center of the trunnion shaft which reduces the bending
moment and helps to keep the trunnion vertically aligned (reduces the
tendency to tip).

Figure 11 – Rubber Design unique front bracket

Figure 11.1 – Rubber Design unique front bracket

Page 12 of 24
Usage of Stops or Snubbers

The QSK60 front trunnion support will present some challenges when working
with high angles of installation (greater than 3o). One of these challenges is
tilting of the trunnion. In order to overcome this challenge “stops” or snubbers
should be used (Figure 5). In general, “stops” are required on every installation;
however, they are critical for high angles of installation.

Some of the installation recommendations when using “stops” are listed below:

• “Stops” must be installed at both the front and the back face of the rear
mounting bracket. This will keep the engine in place when installing it at high
angles nose up (see Figure 12).
• It is not recommended to apply clearance between the front face of the
snubber and the rear face of the rear isolator. The goal is to keep the engine
in place; therefore, clearance should not be used.
• It is recommended to install snubbers on the side of the trunnion housing
bracket. This will prevent the engine to move horizontally avoiding
misalignment problems (see Figure 12.1).

Figure 12 - Schematic of “Stops” installation to prevent axial movement

ne
Engi
Y X
ne
Engi ity
Grav
ent r of
lignm Cente
Misa
r
Wx Gea
gers
Strin

r
Gea
tors
Isola
Rear
Wy
W
θ

W = Total weight of engine

Wx,y = Component in the X,Y direction.
θ = Angle of installation

Page 13 of 24
 Figure 12.1 – Schematic of “Stops” installation to prevent horizontal
movement.

Solid Engine Mounts

Solid mounting an engine is a common practice among workboat applications.

This type of installation can be done by using brass or steel shims, pourable
chocking compound or Fabreeka type washers and pads. The use of pourable
chocking compounds is the simplest and preferred way to solid mount the
engine.

When using a chocking compound, the alignment of the marine transmission and
propeller shaft is accomplished using jacking screws between the support
brackets and the engine bed. The mounting bolts can be loosely put into place at
this point or a hole can be drilled through the chocking compound later. The
jacking screws, mounting bolts and bottom of the engine bracket should be
coated with a grease or anti-bonding substance to allow them to be removed
later. Temporary dams are put on the engine bed and should extend
approximately 13mm (0.5”) above the bottom of the engine beds.

The chocking compound is poured in to fill the space between the bracket and
engine bed. Once the compound has solidified, the jacking screws can be
removed or left in place and the final mounting bolts are torqued down.

Page 14 of 24
 Figure 13 – Solid Engine mounts

When solid mounting a QSK60 engine is important to keep in mind the following:

• The gearbox should be supported on a stiff foundation capable of handling full

propeller thrust. The gearbox should be fixed with “stops” or at least one
fitting bolt on each side per bracket as per gearbox
manufacturer/classification requirements.

• Regardless of the installation design, the engine should never take any thrust
load at all.

Figure 13.1 – Solid mounting a gearbox - Installation of “stops”

“Stops”
Fitting bolts

Page 15 of 24
Pourable Chocking Compound

Pourable chocking compounds can be used to support the engine and marine
transmission on the engine bed. They give a precise fit and support even on
irregular or warped surfaces without machining. The engine and the marine
transmission are aligned with the jacking bolts as in a rigid mounting system.
Check the manufacturer’s instructions for shrinkage allowances if any.

Retaining dams are constructed to contain the resin during pouring and curing.
The dams may be constructed of steel, sheet metal, dry wood, rubber or
neoprene. The dam should extend approximately 0.500 inches [13 mm] above
the bottom of the engine mounts to provide for overfilling. There is usually no
limit to the maximum thickness of the pourable chocks but thickness over 2
inches [51 mm] may require two or more pours. Minimum thickness is usually
0.120 inches [3mm] to allow space for the chock material to flow under the
engine mounts.
A release agent should be applied to all surfaces that are not to be permanently
attached to the pourable chock. When the chock has cured the jacking bolts are
backed off and the mounting bolts torqued to their limits. The dams may be
removed and any excess chocking compound ground off.

Pourable chocking compound composite may present some difficulty when

dealing with high angles of installation. Chocking compound will try to run over
from the edge of the dams (Figure 14). Crankshaft centerline must be parallel to
engine bed and chocking compound.

Figure 14 – Chocking compound installation considerations

Front Trunnion Support Front Trunnion Support

ENG
IN E OK ENG
IN E OK
Dams Dams

e e
te r Lin te r Lin
Cen Cen
kshaft kshaft
C ra n C ra n

Chocking Chocking
Compound Angle of Compound Angle of
Installation Installation

Engine Bed Engine Bed

Page 16 of 24
For further information on how to install chocking compound, refer to the
attached PDF file “Chockfast - General guidelines for Marine” or contact an
Application Engineer from Chockfast [2].

Chockfast - General
guidelines for Marine

Auxiliary Engines

This section describes the installation recommendations when dealing with

QSK60-DM engines. Figure 15 depicts the arrangement of a typical QSK60-DM.
Notice that both the engine and the alternator must be mounted in a common
base frame.

Figure 15 – QSK60-DM typical configuration

Due to the size of this system, engine and alternator, special attention must be
taken in consideration when installing a QSK60-DM and designing the base
frames.

Page 17 of 24
Generator Base Frame

The purpose of a generator set base rail is to:

• Support the engine and the alternator

• Maintain original alignment between engine and alternator under all operating
conditions

Base Rail Material

The base rails can be fabricated from mild steel channel or “I” beam section.
Cummins has not produced specific guidelines for sizing base rail frame material.

Design Guidelines for Base Frame

The following list provides guidelines when designing the base frame of a QSK60
genset:

• The base frame cross members should be the same size as the main side
rails. These cross members should be located at the engine and alternator
mounting locations.
• The engine and alternator should be hard mounted to the base frame. It is not
recommended to use isolators between the engine/alternator and the base
frame. For soft mounted installation, isolators can be used underneath the
base frame.
• The base frame must offer sufficient rigidity to oppose the twist action due to
the torque reaction from the engine.
• Finite element analysis calculations should be performed to ensure that the
base frame is designed properly.

Note: Design of base frame structure is responsibility of the distributor in charge.

Engine/Alternator Alignment

Some of the problems with misalignment of engine and alternator are:

• Shorten the life of the flexible coupling

• Shorten the life of the engine & alternator bearings
• Cause excessive vibration

Major causes of misalignment are:

• Flexing of base due to lack of torsional rigidity.

• Errors in design and fabrication of the base frame
• Incorrect alignment procedures

Page 18 of 24
• Poor installation methods

Accurate alignment of the engine and alternator is crucial as it could cause

equipment failure and this will be very expensive to repair.

Remote Mounted or Close-Coupled Alternator

It is not recommended to close-couple the alternator to the engine. This could

lead in failure problems on the alternator bearings. Instead, it is strongly
recommended to perform a remote mount installation between the engine and
the alternator. Soft mounting the alternator will prevent vibration transmitted from
the engine.

Power Take-off

This section includes a description of the power take-off options for the QSK60
and QSK60-DM engines, cardan shaft options, and installation
recommendations.

The QSK60 configuration consists of a front drive adapter (option No AF6003) as

its only option. The front adapter is a bolted flange adapter for a remote drive
only (no close-coupled connection as compared to KTA38.)

The front drive adapter allows connectivity to a power take-off with unique
characteristics as follow:

• Power Take-off connection: 8 X M16 X 2.0

• Tapped holes on a 196MM (7.72") bolt circle
• Pilot Diameter: 140MM (5.51")

Figure 16 – Front drives adapter technical specifications

Page 19 of 24
• A TVA must be performed on all new high horsepower engine
installations (K19 and above) excluding factory assembled gensets.

One of the Installation Requirements is to perform a Torsional Vibration Analysis

(TVA). This requirement is described in the Commercial Installation Direction
Bulletin (bulletin number 3884744 page 6.) For further information in this subject
refer to MAB No. 2.03.00 – 03/23/2000, Marine Torsional Vibration Analysis.

The following front adapter information is needed in order to perform the TVA:

Front Adapter Mass Inertia Information

VOLUME = 1.8143021e+06 MM^3

SURFACE AREA = 1.9656180e+05 MM^2
DENSITY = 7.8400000e-03 GRAM / MM^3
MASS = 1.4224128e+04 GRAM

CENTER OF GRAVITY with respect to _FLANGE_PTO coordinate frame:

X Y Z -1.8088409e+01 0.0000000e+00 0.0000000e+00 MM

INERTIA with respect to _FLANGE_PTO coordinate frame: (GRAM * MM^2)

INERTIA TENSOR:
Ixx Ixy Ixz 1.6020327e+08 0.0000000e+00 0.0000000e+00
Iyx Iyy Iyz 0.0000000e+00 8.7122132e+07 0.0000000e+00
Izx Izy Izz 0.0000000e+00 0.0000000e+00 8.7122120e+07

INERTIA at CENTER OF GRAVITY with respect to _FLANGE_PTO coordinate

frame: (GRAM * MM^2)

INERTIA TENSOR:
Ixx Ixy Ixz 1.6020327e+08 0.0000000e+00 0.0000000e+00
Iyx Iyy Iyz 0.0000000e+00 8.2468132e+07 0.0000000e+00
Izx Izy Izz 0.0000000e+00 0.0000000e+00 8.2468120e+07

PRINCIPAL MOMENTS OF INERTIA: (GRAM * MM^2)

I1 I2 I3 8.2468097e+07 8.2468155e+07 1.6020327e+08

ROTATION MATRIX from _FLANGE_PTO orientation to PRINCIPAL AXES:

0.00000 0.00000 1.00000
1.00000 0.00000 0.00000
0.00000 1.00000 0.00000

ROTATION ANGLES from _FLANGE_PTO orientation to PRINCIPAL AXES

(degrees):
angles about x y z 0.000 90.000 90.000

RADII OF GYRATION with respect to PRINCIPAL AXES:

R1 R2 R3 7.6143030e+01 7.6143057e+01 1.0612626e+02 MM

Page 20 of 24
Cardan Shaft Adaptations

The front drive adapter is designed to fit the following cardan shafts models
available from GWB (division of Spicer Gelenkwellenbau GmbH & Co. KG).

• 687/688.45
• 687/688.55
• 687/688.65
• 587.50

The appropriate shaft model should be selected based on the duty cycle and
load requirements of a given application. The following table depicts a typical
calculation for cardan shaft selection using models shown above.

QSK60 FRONT POWER TAKE-OFF

ESTIMATED GWB CARDAN SHAFT BEARING LIFE AT VARIOUS LOADS ON FPTO
( NOTE: ALL FOUR SHAFT SIZES USE SAME COMPANION FLANGE/ADAPTER )

SHAFT MODEL NUMBER 687/688.45 687/688.55 687/688.65 587.50

Bearing capacity factor Lc 0.104 0.236 0.837 1.76
Operating Speed (rpm) n
Operating deflection angle (deg) Beta 1 1 1 1
Operating Torque (kNm) T
Shock Factor K1 1.2 1.2 1.2 1.2
Bearing Life (hours) Lh

Equation from GWB Catalog Lh =(Lc * 10^10) / (n * Beta * T^3.333 * K1)

ESTIMATED SHAFT BEARING LIFE

SHAFT MODEL NO. 687/688.45 687/688.55 687/688.65 587.50
ENGINE POWER RATING LOAD RPM T (Nm) HOURS HOURS HOURS HOURS
Propulsion 2500 hp @ 1900 rpm Rated Torq 1900 9053 295 670 2376 4996
Propulsion 2300 hp @ 1900 rpm Rated Torq 1900 8620 348 789 2797 5882

Auxiliary 2095 hp @ 1500 rpm 100% 1500 9945 273 620 2200 4626
Auxiliary 2095 hp @ 1500 rpm 80% 1500 7956 575 1305 4628 9733
Auxiliary 2095 hp @ 1500 rpm 50% 1500 4972 2756 6253 22178 46634
Auxiliary 2095 hp @ 1500 rpm 20% 1500 1989 58400 132523 470006 988304

Auxiliary 2548 hp @ 1800 rpm 100% 1800 10080 218 494 1753 3686
Auxiliary 2548 hp @ 1800 rpm 80% 1800 8064 458 1040 3688 7754
Auxiliary 2548 hp @ 1800 rpm 50% 1800 5040 2195 4980 17663 37141
Auxiliary 2548 hp @ 1800 rpm 20% 1800 2016 46528 105582 374459 787394

This table provides estimated life for 4 GWB Cardan Shafts under a variety of load (rpm / torque) conditions. All 4 shafts
have the same U-Jt. flange bolt pattern. This allows design of a single FPTO adapter for connection to any of the 4
shafts..

The table provides an estimate of U-Jt. bearing life under various QSK60 FPTO loads (Torque & RPM). These are
estimates for comparison only to determine a rough range of capability for the 4 shafts. The life calculations involve
application specific modifiers which must be considered when selecting a Cardan shaft.

For complete shaft selection criteria refer to the GWB catalog and/or contact GWB.

Page 21 of 24
For further information on proper selection of GWB cardan shaft refer to the
contact name listed under the Reference section [3].

Front PTO Load Capacity

The front PTO adapter has a load capacity limitation of 1650Hp @ 1800rpm.
The table below summarizes the load capacity of the front PTO based on a 4814
ft-lb maximum torque:

Front PTO load Capacity for a Q60 marine engine

Fixed to a max torque value at 1800 RPM
Hp rpm Torque
1375 1500 4814
1650 1800 4814
1742 1900 4814

Figure 17 illustrates a 3D exploded view of the front crankshaft adapter. Front

flange adapter bolts (8 total) do not come with the engine.

Figure 17 – 3D exploded view of the new front PTO flange adapter – AF6003

New Front PTO Flange Adapter

3089093 Crankshaft Adapter

4007034 Vibration Damper

3089570 Crankshaft Spacer

4017160 Vibration Damper

3089128 Hex Fla nge Head Cap Screw

M16 bolts to mount Cardan shaft fla nge

Page 22 of 24
Front Adapter Bolt’s Selection

Proper selection of front flange adapter bolts must be made considering the
following:

Geometry

Bolts must be of the following characteristics: 8 X M16 X 2.0 of material grade

10.8 or higher.

Torque Specifications

The bolt torque limits are: 175 lb-ft [237.3 N-m] and 200 lb-ft [271.2 N-m]

Radial Load Limits

A simple definition of radial load, also occasionally referred to as maximum

overhung load, is the maximum amount of force you can put on the a shaft
perpendicular to the shaft centerline. For the QSK60 engines, the maximum
radial load that can be applied to the shaft centerline (no more than 12 inches
from the nose of the crankshaft) is 1990 lbs [8850 N].

The following examples represent sources of radial load:

• Belt tension from belt drives

• Torsional couplings from misalignment
• Weight of the driveline
• Inertia from relative motion between engine and drive
• Driveline misalignment

Figure 18 – Direction of belt driven accessories installation

Page 23 of 24
References

[1] Rubber Design

Office: Industrieweg 21 P.O. Box 15

2995 ZG Heerjansdam, The Netherlands
Contact: Erik Leeuwis (Engineer)
Tel. No.: +31 0 78 677 87 78
E-mail: Erik.Leeuwis@rubberdesign.nl
Website: http://www.rubberdesign.com

[2] Philadelphia Resins – Chockfast

Office: 130 Commerce Drive

Montgomeryville, Pennsylvania 18936
Contact: Jim Kuly (Chief Engineer)
Tel. No.: 215-855-8450
Email: jim.kuly@itwprc.com
Website: http://www.chockfast.com

[3] Spicer Gelenkwellenbau GmbH & Co. KG

Office: Spicer Gelenkwellenbau GmbH & Co. KG

P.O. Box 101362
D-45013 Essen
Tel. No.: 00 49 (0)201 / 8124-0
Website: http://www.gwb-essen.de

Change Log

Revising
Date Change Page
Author’s Name
03/23/2006 Reword: generator base frame design 16-17 OF
12/05/2005 Changed Radial Load limit value 22 OF
11/08/2005 No content change/Uploading to website ddc
05/28/2008 No content changes/Extended expiration date ddc
09/11/2008 Added comments from Leigh Edwards 1-23 OF
09/16/2008 Uploaded to Website ddc
12/2008 Changed Radial Load limit value 22 OF
12/08/2008 Republished to the Web ddc

Distribution of this document is intended for Cummins personnel and distributors. The information contained in this
document is only considered valid while published on the Marine Website. Copies and archived documents are not
considered current.

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