Structure and Function

Base Engine
Section 2_1

Page 1 (08/05) Media # KT900105

 Tier 3 4/6D107-1 Engines
Base Engine

Click on Image

Tier 3 6D114-3 Engines

Base Engine

Click on Image

Page 2 (08/05) Media # KT900105

 Tier 3 4/6D107-1
Engines
Base Engine

Page 3 (08/05) Media # KT900105

New Electronics
● New Electronic Control Module (ECM) - Model CM850
● Same ECM architecture as the ISB CM850 and ISX CM870 engines
● Three connectors on the ECM
 50-pin OEM connector

 60-pin engine harness connector

 4-pin ECM power supply (main power and ground for the ECM)

Power OEM Harness ECM is behind low

Engine Harness pressure fuel lines
Page 4 (08/05) Media # KT900105
Cylinder Block

● The cylinder block is not the same

as used on ISB ’02 and ISBe3
engines
 Visually, the cylinder block will

look similar to the ISB ’02 and

ISBe3 cylinder block
• Enclosed tappet cover cavity
• Sculpted/ribbed block for
High Rigidity
 As with ISB ’02, there will be 2

block heater installation options

• Cup plug
• Threaded

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Cylinder Block (Cont’d)
● The cylinders of the new cylinder block:
 The cylinder bores are connected together
internally
• Coolant does not circulate completely
around each cylinder bores as with
previous Komatsu 102 engines
• There are vent passages between each
cylinder that circulate coolant to the cylinder
head
● Cylinder bores are still a parent bore (no
sleeve/liner)
 Bore size has been increased to 107 mm from
102 mm
 Currently for repair, the cylinder can only be
bored .5 mm oversize
• No special head gasket is required for
oversize bores.
 A new piston ring compressor, part number
4918294, has been released by service tools.

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Connecting Rod Bearings
● Depending on manufacture location, two types of
connecting rod bearings exist.
 Lower connecting rod bearing is the same.
 The Upper connecting rod bearing may be a
bi-metal overlay instead of the tri-metal used
today
• Wear characteristics will be different
– The bi-metal bearings do not bed-in,
i.e. do not wear as much as the top
layer is harder than the tri-metal.
• Picture to the right shows the new
bearing (4U) vs old style (5U)From an
engine that had coolant in the oil
 4/6D107-1 engines will use tri-metal Bearings
 Since bearing thickness can vary. Checking
the specification for the connecting rod
bearing size is required, since visual
inspection may be more difficult with the new
bearing material.

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Camshaft and Camshaft Gear

● Rear Drive Camshaft

● The camshaft has a camshaft

speed indicator ring mounted to
the camshaft at the front of the
engine.

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Camshaft Bushings

● In production, camshaft bushings

will be installed in the front and
rear of the cylinder block camshaft
bores.
● Inner bores have no bushing
 Camshaft bores that previously

had no bushing can be bored

oversize to except a standard
camshaft bushing
 No oversized bushings are

available

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 Komatsu Technician Tips
K-Tips
4/6D107-1 Tappet Replacement

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4/6D107-1 Tappet Replacement

Courtesy of Cummins Engine Company

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Fracture Split Connecting Rod

4/6D107-1 engines use

fracture split connection rods.
 The upper and lower

connecting rod bearing

are not interchangeable

Courtesy of Cummins Engine Company

Page 12 (08/05) Media # KT900105

Fracture Split Connecting Rod
● Depending on the plant and time the engine was built.
 Not all connecting rods are interchangeable.
When replacing a connecting rod, make sure that
it matches the other connecting rods. All the
connecting rods in the engine must be the same.
• This is due to weight differences between
the connecting rods
• Not all connecting rods have the part
number located on the connecting rod. It
may be necessary to identify physical
characteristics of the connecting rod when
matching it to existing connecting rods.
1. Balance weight on the connecting rod
cap (Use on previous B series
machined connecting rods)
2. Protrusion on short side of connecting
rod (typically used by outside North
America Engine Plants)
3. Smooth edge on short side of
connecting rod (typically used by
3 2 1 North American Engine Plants)
4. I-Beam Design

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Crankshaft and Crankshaft Gear, Front

● New Crankshaft
 Longer stroke

 Rear and front crankshaft gear

• The rear gear on the

crankshaft is still not
serviceable
 Engine must be removed to

remove and install the

crankshaft
 Crankshaft can be

undersized .25 mm, .5 mm, .75

mm and 1 mm for oversize
bearings

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Crankshaft Seal, Front

● Unitized seal
 The seal lip does not

contact the
crankshaft but on an
internal wear sleeve
of the seal.
 Requires Cummins

service tool part

number 3164659, to
remove and install

Page 15 (08/05) Media # KT900105

 Komatsu Technician Tips
K-Tips
4/6D107-1 Front Seal Replacement

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4/6D107-1 Front Seal Replacement

Courtesy of Cummins Engine Company

Note: 4/6D107-1 uses

a one piece assembly

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Rear Crankshaft Seal and Crankshaft Wear Sleeve
● ISB ’02 engines use a unitized seal in which the
seal lip does not contact the crankshaft but on an
internal wear sleeve of the seal.
● 4D107 and 4/6D107-1 engines will use a lip style
crankshaft seal
 This is the same seal used on previous B
series engines (B3.9, B5.9, etc.)
 Does not require any special service tool to
remove and install as did the ISB ’02 and
ISBe3 engines
• Use sheet metal screws and a slide
hammer to remove.
• Included with each seal will be the seal
pilot and necessary disposable seal
driver for installation
– An adapter will also come with
new rear crankshaft seals to be
used with the seal drive. This will
ensure that on rear gear train
engines, the rear seal is installed
so that it is even with flywheel
housing bore.
● Because the crankshaft seal will contact the
crankshaft, a wear sleeve can be used if
necessary with an oversized rear seal.

Page 18 (08/05) Media # KT900105

 Komatsu Technician Tips
K-Tips
4/6D107-1 Rear Seal Replacement

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4/6D107-1 Rear Seal Replacement

Courtesy of Cummins Engine Company

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Gear Housing, Rear

● The rear housing is similar to ISB

’02 but is not interchangeable
 Uses a formed in place gasket

to seal to the cylinder block

and flywheel housing
• Torque sequence must be
followed
 Has internal drills to feed the

accessory drive (air

compressor, hydraulic adapter,
etc.)

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Piston and Rings

● The piston and piston rings

Changes:
 Increased diameter to match

bore size
• For service, only standard
and .5 mm oversize will be
available.
 Piston ring profiles will be

similar to previous designs

 All ratings will use gallery cooled

pistons
• Internal oil gallery of the
piston keep the piston cool
from oil supplied by the J-Jet
piston cooling nozzles.

Page 22 (08/05) Media # KT900105

Piston Cooling Nozzles

● 4D107 and 4/6D107-1 will use

J-jet piston style cooling
nozzles
● Cylinder blocks will only be
machined for J-jet piston
cooling nozzles
 Saddle jet piston cooling

nozzles will not be utilized

Page 23 (08/05) Media # KT900105

Vibration Damper and Crankshaft Speed Indicator Ring
● Komatsu engines will use a rubber vibration
damper.
 The crankshaft speed indicator ring will be
mounted to the vibration damper
• The crankshaft speed indicator ring is
not serviceable. If damage or
replacement is required, the damper
assembly must be replaced.
• On 4 cylinder engines equipped with
no vibration damper and only a
crankshaft speed indicator ring, the
crankshaft speed indicator ring will be
marked for TDC.

The vibration dampers will have TDC

indicated on the dampers
● Higher horsepower QSB Cummins engines
mat use a Viscous Damper

Page 24 (08/05) Media # KT900105

Piston and Connecting Rod Assembly

● Piston and connection rod are

direction and must be assembly
and installed accordingly:

 The “Front” marking and/or

arrow on the top of the piston
points toward the front of the
engine.
 The long end of the
connecting rod will be on the
Exhaust (right) side of the
engine.
 A new piston ring
compressor, part number
4918294, has been released
by service tools.

Page 25 (08/05) Media # KT900105

Block Stiffener Plate
● 4/6D107-1-5 uses a Block Stiffener Plate
 When installing the block stiffener plate:
• The block stiffener plate must be
installed so that the center ribs are bent
away from the block, to ensure proper
clearance from the block main caps.
• For some oil pan / oil suction tube
configurations, one of the block
stiffener mounting capscrews may be
different than the rest. This capscrew,
with a lower head profile. The low
profile capscrew ensures that there is
sufficient clearance for the oil suction
tube
• Install the block stiffener plate so that
the exterior portion of the block
stiffener plate with the recess is next to
the oil suction tube mounting location
at the front of the engine.

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Cylinder Head and Cross Heads

● The 4/6D107-1 Cylinder head is

similar to the ISB ’02 engines, but
not interchangeable
 Different swirl pattern than

previous engines engines

 24 valve cylinder head

 Pressed in valve seat inserts

 Top Hat Style valve stem seals

• Same valve seal for both

the intake and exhaust
● Crossheads are the same as ISB
’02 engines

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Crankcase Breather

● Internal baffling under the rocker lever

cover and exit the rear of the rocker
lever cover.
• Baffling should not be removed
for service
– Some rocker lever covers
have the baffling riveted in
place, removal is not
necessary
 New breather connection tube

from the rocker lever cover to the

rear gear housing
• Eliminates the separate oil drain

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 Tier 3 4/6D107-1 Engines
Base Engine

Return to Menu

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 Tier 3 6D114-3 Engines
Base Engine

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Cylinder Block

The block is a new design based

on the earlier design engines.
The block casting includes
provisions for:
 Oil cooler housing
 Water pump housing
 Oil pump housing

A block stiffener plate will be used

on some models. The stiffener
plate is attached to the block by
the oil pan capscrews.

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Front Cover

The front cover is a laminated

stamped steel design.

The front crankshaft seal and

carrier is mounted to the front
cover and is sealed by RTV.

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Larger Diameter Tappet
31mm Diameter Tappet
● A larger tappet has been Large OD.
designed to reduce the load Increase
resistance to
on the camshaft, therefore OD wear
increasing durability.
● This larger diameter tappet Improved
roller/pocket
is not backwards clearance

compatible. Will require the At lease 50%

block to be changed if larger reduction in
assembly
diameter tappets are to be stress
used. Decrease in
● Current 6D114 engines sensitivity
Center stress
to pin/roller
277ksi with
cannot be converted to roller friction
brake push tube
tappets. loads and 0.090”
lash

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Valve Train

● Many valve train components are changing slightly due

to the increased cylinder pressure.
● Most changes are very minor geometry changes that
cannot be distinguished by sight.

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Fracture Split Connecting Rod

● New fracture split connecting rods for (first 3000 engines will be built
with a machined parting line rod)
● Still angle split rod
● The surface between the connecting rod and the cap is no longer
machined
● Unique surface on every connecting rod and cap
● Surface must be protected
● Improper mating will cause rod damage

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Liners Pistons and Piston Pins

● 6D114-3 pistons are 1 piece

aluminum pistons
 Piston bowl geometry has

changed as part of the

emissions reduction.
● The 6D114-3 engines have
replaceable wet cylinder liners.
The mid-stop design is used to
“locate” the liner in the block. A
press fit between the liner and the
block aligns the liner in the block
bore. An O-ring is utilized for
coolant sealing at the mid-stop
area.

Page 36 (08/05) Media # KT900105

Piston Pins

● Piston pin geometry’s have changed internally due to the

increased cylinder pressure. Outside dimensions are the
same.

Current

6D114-3 with CM850

Page 37 (08/05) Media # KT900105

Piston Cooling Nozzle

● Piston cooling nozzle geometry has changed slightly to

provide better cooling.
● Piston cooling nozzle is no longer a banjo style bolt.
● A capscrew now holds the piston cooling nozzle for added
strength.

6D114-3 and CM850

Page 38 (08/05) Media # KT900105
Crankshaft Speed Indicator Ring

● Primary engine speed sensor has been moved to the

crankshaft.
● Provides increased speed resolution for the fuel system.
● Increases reliability because the primary and secondary
speed sensors are reading from two different targets.

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Main Bearing Capscrew and Torque

● New 14 mm capscrew requires higher torque

● Capscrews are longer
● Using incorrect torque will result in engine damage

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 Komatsu Technician Tips
K-Tips
4/6D107-1 Cylinder Head Bolt
Reusability

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Cylinder Head Bolt Reusability Guide

● Because of the torque increase,

there is a limit to the number of
times the main bearing capscrews
can be reused
 A procedure for measuring the
diameter/length of the capscrew at a
certain point is being developed for
service to determine when the
capscrew can be reused

Courtesy of Cummins Engine Company

Page 42 (08/05) Media # KT900105

Valve Cover Breather
● New valve cover mounted crankcase breather for 6D114-3 to reduce oil carryover
complaints
● Breather has two tubes attached to it
 Crankcase gas draft tube (larger tube)

 Oil drain tube to the cylinder block (smaller tube)

● No maintenance required on breather parts

● Not backwards compatible to current product 6D114

Draft Tube

Oil Drain Tube

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Air Intake Connection

● New 3 piece air intake connection

● Grid heaters are above the intake cover

Page 44 (08/05) Media # KT900105

New Electronics

● New Electronic Control Module (ECM) - Model CM850

● Same ECM architecture as the ISB CM850 and ISX CM870 engines
● Three connectors on the ECM
 50-pin OEM connector

 60-pin engine harness connector

 4-pin ECM power supply (main power and ground for the ECM)

Power OEM Harness ECM is behind low

Engine Harness pressure fuel lines
Page 45 (08/05) Media # KT900105
Lubricating Oil Filter Requirements
● 6D114-3 engines must use
the Dual element type oil filter
with an internal venturi that
provides filter bypass oil flow
through a ‘stacked disk’
section of the filter.
● Do not attempt to use the non
internal venturi dual element
type oil filter (LF3000)
Premature engine wear will
occur due to the lack of proper
oil filtering if the non internal
venturi dual element type oil
filter is used on the 6D114-3.

Page 46 (08/05) Media # KT900105

Gaskets
● Head Gasket
 Changed to balance coolant flow through the cylinder head

● Oil Pan Gasket

 Corner braces added to spread the load

● Rocker Lever Housing Gasket

 Press-in formed gasket to seal against the cylinder head

(like valve cover gasket)

Page 47 (08/05) Media # KT900105

Cam Gear Removal Tool
● New tool and procedure available
to remove camshaft gear without
removing camshaft from engine
 Camshaft has tapped hole to

be used with tool

● Reduces SRT considerably -

Page 48 (08/05) Media # KT900105

 Komatsu Technician Tips
K-Tips
Camshaft Gear Replacement

Page 49 (08/05) Media # KT900105

Camshaft Gear Replacement

Camshaft gear
removal/installation tool
Cummins part number
3165093

Courtesy of Cummins Engine Company

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Cummins Common Rail Fuel System

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High Pressure Common Rail Fuel System

● Similar to 4/6D107-1 fuel system except the high

pressure fuel pump is designed and made by Cummins
 Allows multiple injection events per cylinder firing.

• Pilot
• Main
• Post
 Design is simple and easier to service.

 Repair costs are expected to be lower; it is not

necessary to replace the entire system.

 New fuel system is a major component of the

advanced combustion technology being used to

reduce emissions.

Page 54 (08/05) Media # KT900105

Fuel System Layout

Fuel Pump Drain Line High Pressure Relief

Valve Drain Line
Injector Drain Line

Fuel Pump

ECM Cooling Plate ECM 2 micron Fuel Filter

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Fuel System Layout (Cont’d)

3 micron
fuel filter

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Fuel System Layout (Cont’d)

8 - Fuel Inlet to High 7 - Fuel Outlet

Pressure Pump 6 - Fuel Inlet to From Fuel Filter
Fuel Filter
1 - Fuel Inlet

4 - Fuel Inlet to
Gear Pump

5 - Fuel Outlet
From Gear Pump 3 - Fuel Outlet From 2 - Fuel Inlet to ECM
ECM Cooling Plate Cooling Plate
Page 57 (08/05) Media # KT900105
Engine Priming
● The primary purpose of the priming circuit is to provide pressure to the
gear pump for quick engine starts.
● The fuel lift pump only runs for 30 seconds at key-on. It is only used for
priming the fuel system at start-up.
● The priming pump will fill the pressure side filter when installed dry. 5 or 6
key cycles are required to fill the pressure side filter.
● The lift pump does not do a good job of priming a dry system. It is
recommended that the suction filter be pre-filled with clean fuel when
replaced.

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ECM Cooling Plate Assembly

Fuel Lift Pump Check Valve

Lift Pump Inlet

Lift Pump Outlet

Page 59 (08/05) Media # KT900105

Low Pressure Fuel Lines
● All low pressure fuel supply lines have ‘quick connect’ fittings.
● The ‘tabs’ must be pushed in to release the connector from the fitting.
● Flexible lines must be routed properly to allow engines to run and to
prevent damage.
● Removal of supply lines from high pressure pump is easier if all 3 lines
are 6D114-3 connected.
● NOTHING may be permitted to rub against lines!

Release Tabs

Page 60 (08/05) Media # KT900105

Injector Details

Fuel at high pressure is

Injector Solenoid Leakage
HPC to Injector Leakage
Match Fit Leakage
conveyed to each injector by its
high pressure fuel connector.
Leakage fuel from the match fits
in the injector and injector
solenoid travels through a
drilling in the cylinder head and
exits at the rear of the cylinder
head.
A damaged high pressure fuel
connector-to-injector interface
will result in excessive drain flow
from the back of the cylinder
head.

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Stuck Open Injector
● With a High Pressure Common Rail fuel system, stuck open injectors will
cause continuous injection in the cylinder.
● This is caused by debris in the fuel system being transferred to the
injector.
● The engine will smoke, knock loudly, and possible die if an injector sticks
open.
● Caused by debris in the injector holding the injector needle open.
● Unintended Fueling Diagnostic (UFD) fault codes may aid diagnostics.

Replace the piston and cylinder

head on any engine that failed
with a stuck-open injector nozzle.

Page 62 (08/05) Media # KT900105

Injector Inlet Connections

Avoid Failures:
Orient inlet feature toward HPC
Follow T & R Manual (seat injector
completely, use holding clamp to index
injector, do not “side load” injector clamp
but finger tight both bolts first so that the
clamp is centered on the injector)
“Feel” the HPC engage the injector
Always use proper torque on the HPC jam
nut
ALWAYS replace the HPC when installing
a new injector.
Be cautious of generated debris (shipping
plugs, plant cleanliness, part cleanliness).

Page 63 (08/05) Media # KT900105

Field Replaceable Components
• Fuel Pump Head Capscrews
• “Racetrack” o-ring
• Fuel Pump Head o-ring
• Fuel Pump Mounting Seal
• Oil supply o-ring (at gear housing)
• Fuel Pump Actuator Housing
• Fuel Pump Actuator Housing Capscrews
• Fuel Pump Actuator Housing Gasket
• Fuel Pump Actuator
• Fuel Pump Actuator Capscrews
• Fuel Pump Actuator o-rings
• Fuel Pump (Gear Pump)
• Gear Pump Gasket
• Gear Pump Capscrews
• Gear Pump Drive Coupling
• Outlet Fitting (Male Union)
• Outlet Fitting Seal Washer
• High Pressure Pump Tappet Assemblies

Page 64 (08/05) Media # KT900105

Fuel System Specifications
● Maximum Inlet Restriction at OEM Connection Point
 4inHg (clean suction filter)

 8inHg (dirty suction filter)

● Maximum Restriction at Gear Pump Inlet Point

 10 inHg (dirty suction filter)

● Minimum lift pump pressure while cranking (for starting)

 5 PSI (at cranking)

● Maximum Pressure Filter Pressure Drop

 20 PSI (dirty filter)

● Minimum gear pump pressure while cranking (for starting)

 10 PSI

● Minimum gear pump pressure at “rated” speed

 90 PSI (filter inlet)

Page 65 (08/05) Media # KT900105

System Hydraulic Specifications
● Normal Operating Pressure in Accumulator
 300 - 1600 bar (4,350 - 23,200 psi)

● Maximum rail pressure relief leakage (performance troubleshooting)

 30 drops per minute maximum

● Maximum Injector Leakage (performance troubleshooting)

 1500 bar, engine idle, measure 300 cc: no less than 45 seconds

 Crank the engine for 30 seconds: no more than 100cc (~150cc is

100% of pump output at 150rpm)

 If cranking faster, spec at cranking may be less valid?... for 400

RPM, total pump output is ~400cc

● Maximum HPP Leakage (performance troubleshooting)
 1500 bar, engine idle, measure 300 cc: no less than 30 seconds

 Note that pump drain flow also includes “air-bleed”

 Crank the engine for 30 seconds: no more than 150cc

 If cranking faster, spec is definitely invalid!

Page 66 (08/05) Media # KT900105

Questions?

Page 67 (08/05) Media # KT900105

 Tier 3 6D114-3 Engines
Base Engine

Return to Menu

Page 68 (08/05) Media # KT900105

 End of Base Engine

Section 2_1

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