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The carbide tip of the cutting tool is extremely brittle and can chip if excessive force is used. Hold the drive unit and pull the drive shaft through the drive unit. Install the cutter tool on the drive unit side of the bore to be repaired.
Install the swivel joint, Part No. Attach the swivel joint to the drive unit. Page Group 01 — Cylinder Block Main Bearing Bore Repair L10 and M11 Page Loosen the thumb screw on the drive unit Turn the directional lever to the "Open" position and back out the checking bar until there is enough clearance to measure the bore. Use emery cloth to remove the burrs from the edges of the bore.
Allow two minutes for excess cleaner to evaporate. Clean the outside diameter of the repair sleeve, Part No. NOTE: In most cases the sleeve will be flush with the side walls, but a variation of 0. NOTE: 5. NOTE: The rivets will protrude approximately 2. Peen the rivets to the repair sleeve. NOTE: Fully peen the rivets. Page Group 01 — Cylinder Block Main Bearing Bore Repair L10 and M11 Page Use a flat mill file to file the ends of the repair sleeve until they are flush with the joint face of the cylinder block.
File the edge s of the repair sleeve until they are flush with the sides of the main bearing bore. If the original cap has been damaged, it can be made reusable by machining the parting face of the cap. NOTE: Make sure a press fit exists between cap and the cylinder block. Install the capscrew in the threaded hole. NOTE: The reamer depth in the cylinder block must be 5. Set the cutter tool.
Refer to Setting the Cutter. NOTE: The inside diameter of the main bearing bore can be enlarged a maximum of 0. Use a drill bit and cutting oil to chamfer the oil supply hole in the repair sleeve. Remove the main bearing caps. Use a bristle brush to clean the oil drillings. Warning: When using a steam cleaner, wear protective clothing and safety glasses or a face shield.
The thrust surfaces are located at No. Remove the camshaft bushings. Remove the dowel pins from the cylinder block top deck surface. Install a centering ring, Part No. ST, through one centering ring, the bearing bar and the other centering ring. NOTE: align the flat on the crank handle with the set screw in the boring bar. Tighten the set screw. NOTE: Position the cutter tool as shown with the cutting face at the holder center line. Tighten the set screw to lock the cutter tool in place.
Caution: Care must be taken when pushing the cutter tool against the micrometer shaft. Tighten the socket head capscrews. NOTE: The tool must be positioned for clockwise crank handle rotation. Tighten the thumb screw on the depth set collar. Use cutting oil while rotating the crank handle in a clock- wise direction. Page Group 01 — Cylinder Block Cylinder Block Crankshaft Thrust Surface Machining L10 and M11 Page Use cutting oil while turning the crank handle clockwise until no more metal is being removed from the main bear- ing cap and cylinder block.
Repeat the procedure until the cylinder block and main bearing cap have been fully machined and until the speci- fied thickness is achieved. Use the fol- lowing procedure only if it is significantly more cost ef- fective compared to replacing the complete gear assembly.
Use a hydraulic press and the bushing driver to install the new bushing in the gear. NOTE: The gear thrust surface face runout must be less than 0.
Face Runout 0. Bushing I. Page NOTE: This repair procedure can be a warrantable practice, but requires prior approval by the warranty department. Reliability Statement The following procedure describes the process and process specifications for reconditioning Cummins L10 and M11 crankshafts. The specifications and reuse criteria provide the maximum allowable reconditioning tolerances. Page Group 01 — Cylinder Block Crankshaft Inspection and Reconditioning L10 and M11 Page Install the goetz tube in a vertical holder and allow it to stand for 30 minutes in a vibration free environment.
The volume of solid material that settles out after 30 minutes is indicated on the graduated cylindrical part of the tube. Crankshaft Inspection Basic Condition — Inspection Remove any rust by immersing the crankshaft in a com- mercial rust stripper. Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 Visually inspect the crankshaft gear for cracks, chips, burrs or any damage that would make it unusable.
NOTE: If no damage exists, do not remove the gear. If the crankshaft gear is damaged, use gear puller set, Part No. Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 Make several measurements at slightly different locations until a consistent measurement is obtained. A hardness inspection of the fillet areas cannot be con- veniently made with the sclerescope hardness tester. A hardness inspection of the adjacent journal will give a good indication of the fillet hardness.
Tighten the arms of the tester until the indentor and anvil contact the surface of the crankshaft journal. NOTE: The anvil of the tester must fit firmly and tightly against the bottom surface of the crankshaft journal in order to obtain correct hardness readings. Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 Increase the load on the indicator until the hand in the calibration indicator moves to the "C" position.
Relax the load on the indentor until the hand on the calibration indicator returns to "Set". It does not need to be removed before the crankshaft is returned to service. A hardness inspection of the fillet areas cannot be con- veniently made with this hardness checker.
Therefore 0. If the groove is deeper than specified, a wear sleeve must be installed or the crankshaft oil seal flange must be repaired. Page Group 01 — Cylinder Block Crankshaft Inspection and Reconditioning L10 and M11 Page A worn gear journal outside diameter can be restored by chrome plating or building up the outside diameter with metal spray.
Crankshaft Gear Keyway — Inspection When installing a crankshaft gear key, there must be no more than 0. Page Group 01 — Cylinder Block Crankshaft Inspection and Reconditioning L10 and M11 Page Crankshaft Magnetic Crack Inspection — Continuous Method The crankshaft must be inspected using the magnetic particle "continuous method" in which the magnetic par- ticle bath solution is applied before and during flow of the magnetic current through the crankshaft.
These indications can exist in large quantities because they are non-relevant indications. Acceptability of indications vary depending on their lo- cation on the crankshaft. Connecting Rod and Main Bearing Journals Open indications in the longitudinal direction beyond the individual maximum length or the total cumulative length of open longitudinal indications on any one connecting rod or main bearing journal as indicated in the following Subsurface indications no longer than Bearing Fillet Sidewalls Circumferential indications of any kind are not accept- able.
Open indications in the longitudinal direction closer than 3 mm [0. Any indication in the connecting rod bearing journal oil drilling entrance chamfer is not acceptable. Subsurface indications in the longitudinal direction no longer than 50 mm [2 inch] are acceptable.
Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 Wet the entire crankshaft with the bath solution before applying a magnetizing current.
A minimum of three successive head shots are required for each section of the crankshaft. Flow the bath solution over the first one-third length of the crankshaft, and apply three head shots of current. Set the amperage control to achieve to amp- turns current. Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 A minimum of three successive coil shots are required for each 18 inch length of the crankshaft.
Flow the bath solution over the first 18 inch length of the crankshaft, and apply three coil shots of magnetizing current. Use steam to clean the crankshaft and oil drillings. Grinding Wheel Dressing General Information Caution: It is extremely important to dress the radii of the grinding wheel so they are tangent and smoothly blended with the sides and face of the wheel. The manual stops must establish a 90 degree arc.
Position the wheel so its center is lined up with the dia- mond tip of the dressing tool. Turn the grinding machine "ON". Make a final single pass across the face of the wheel.
This is commonly called the "spark out" pass. Back the wheel away from the diamond tip 0. Repeat the oscillating procedure. Repeat the oscillating procedure until the depth indicator reaches the "0" set point. At this point the radius will be tangent to the face and side of the wheel.
Radius Size — Inspection Select a piece of soft wood to be ground to inspect the radius size. Position the wood at a 45 degree angle to the grinding wheel face. The gauge block must completely fill the cut radius in the wood. NOTE: If clearance exists, the radius has been mis-cut and the grinding wheel must be reformed. Crankshaft Gear Journal O. STD The perpendicularity of the vibration damper mounting surface can be corrected by machining the damper mount- ing face of the crankshaft.
If any bend or misalignment cannot be corrected by machining, the crankshaft must be scrapped. The maximum allowable TIR is 0. Inspect the run out of the front oil seal flange. Refer to Group 0 for guidelines on use of epoxy metal filler. The amount of grinding on such journals can be reduced by "off stroking" the throw of the crank- shaft.
Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 To help achieve the required surface finish and contour characteristics, it is recommended that bearing journals be ground in one set-up. NOTE: If possible, do not dress the grinding wheel during the grinding process. Page Group 01 — Cylinder Block Crankshaft Inspection and Reconditioning L10 and M11 Page Lubricate the crankshaft grinding machine centers and the centers on the crankshaft with clean heavy duty grease or lubricant.
Install the crankshaft in the grinding machine. Position the crankshaft so the No. This is the throw of the crankshaft. Install the size indicating gauge around the rod bearing journal to be ground. Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 Slowly feed the grinding wheel in until the desired amount of material has been removed. As the bearing journal size decreases, adjust the steady rest to keep light pressure on the journal.
Caution: Do not apply enough pressure to bow the crankshaft. Page Group 01 — Cylinder Block Crankshaft Inspection and Reconditioning L10 and M11 Page Repeat the procedure until all connecting rod bearing journals have been correctly sized. Page Group 01 — Cylinder Block Crankshaft Inspection and Reconditioning L10 and M11 Page Move the head stock and tail stock of the grinding ma- chine alternately and evenly to relocate the centerline of the crankshaft.
If the rod bearing journals have already been ground, the main bearing journals must stay parallel to them. NOTE: Grind the bearing journals supported by the steady rests first. Start the crankshaft rotating and start the grinding wheel. Turn the coolant "ON". Traverse the grinding wheel to one side of the bearing journal until the wheel just touches the sidewall of the journal. When the specified depth is achieved, allow the grinding wheel to spark out.
When feeding the grinding wheel in, adjust the steady rest to keep light pressure on the bearing journal. Page Group 01 — Cylinder Block Crankshaft Inspection and Reconditioning L10 and M11 Page Feed the grinding wheel in slowly and grind down until the "0" mark is again reached on the feed indicator. Back the grinding wheel out. NOTE: This will match the previous cut on the other side of the bearing journal. If repairing the thrust surface is required, 0.
Traverse the wheel over the necessary amount to make the desired cut. Leave 0. Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 A maximum of 50 percent of the threaded capscrew holes per crankshaft end can be repaired. Capscrew threads in the front of a six hole crankshaft are M12 x 1. Ball gauges for L10 and M11 crankshafts are included in fillet ball gauge kit, Part No.
Procedures for inspecting the fillet size and blend are as follows: Select a ball gauge for the minimum specified bearing As this is done, the contact point will move around the ball and up the fillet as the ball contacts the thrust wall.
If the radius is properly blended, there will never be more than one contact point. When the ball gauge is located in the fillet, two points of contact will be ap- parent if the radius is in specifications. If the gauge touches at only one point, the radius is too large and is out of specifications. The items are included in crankshaft etching kit, Part No.
NOTE: Oil or grease can show as a false indication of burn during the etch check. Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 Streaks or areas lighter than the gray background are evidence of rehardening as a result of excessive heat generated in the grinding process. Rehardening is not acceptable. Crankshaft Size — Identification All reconditioned crankshafts must be properly stamped to identify the crankshaft journal and thrust surface size, and to prevent the use of wrong size bearings.
Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 The thrust bearing oversize must be stamped on the crankshaft counterweight adjacent to the front thrust sur- face No.
Stamp a "F" to indicate the amount of material removed from the front thrust surface and a "R" NOTE: Excessive speeds will cause the crankshaft to whip, resulting in incorrect balance indications. The crankshaft can be balanced with or without the crank- shaft gear installed.
Where excessive amounts of metal have been removed, balance can be obtained by adding weight. Page Crankshaft Inspection and Reconditioning Group 01 — Cylinder Block Page L10 and M11 No cracks or tool marks are acceptable in the blended area of the oil hole cross drillings and the journal diameters.
A small hand grinder can be used to remove any marks inside the oil hole. ST ST Injector Sleeve Holding Tool Hold the injector sleeve in place when rolling the upper portion of the sleeve and testing the cylinder head. ST, to install the valve seat insert in the cylinder head. Cylinder Head Parallelism 0. Cylinder Head Thickness New Page Cylinder Head Resurfacing Section 2 — Cylinder Head — Group 02 Page L10 and M11 Manually move the grinding wheel or cutter slowly across the full length of the cylinder head to be sure the contact is not excessive.
Machine the cylinder head combustion surface. The following table is for fixed time engine injectors. Locate the valve guide bore to be machined under the reamer. NOTE: Use the taper on the end of the reamer as a pilot when centering the reamer in the bore. NOTE: The measurements given in the table below are for valve guides which require a valve seal. Standard Guide Standard Bore NOTE: Any cracks that cannot be machined out are not acceptable. ST, over the arbor. Install the base assembly and gear case swivel on the cylinder head.
NOTE: While tightening the capscrew, turn the seat cutter drive shaft to make sure it turns freely. Press downward until the driving tangs of the gear case assembly engage with the driving tangs of the valve seat insert cutter. Remove the feeler gauge. Remove the oversize valve seat insert and the gauge block.
Turn the knurled handle clockwise to move the cutter down to the cylinder head until the cutter almost touches the insert bore. Turn the drill motor "ON" and use cutting oil while ma- chining the bore. NOTE: Machine the bore until the feed depth knob is against the gear case. Install the valve seat driver, Part No.
Install the staking tool and driver assembly into the insert. Strike the driver with a hammer to stake the insert in the cylinder head. Valve seat grinding can be required to clean up the old valve seats or new valve seat inserts that have been installed. NOTE: If the seat width is wider than 2. Set the wheel dresser to dress the grinder wheel to the required angle.
NOTE: Do not let the grinder wheel touch the valve seat insert. The grinder wheel must not be making contact with the seat when the drive unit is turned on. ST, on the arbor and measure the valve seat to valve guide concen- tricity. Rotate the eccentrimeter gauge degrees. The valve seat alignment must be within 0. The injector sleeves must be re- placed and the injector seats cut to properly control the injector tip protrusion.
Loosen the nuts and remove the old injector sleeve from the puller. Install the o-ring 1 in the groove of the injector sleeve bore. Injector Tip Protrusion 2. NOTE: If the exhaust manifold mounting surface of the cyl- inder head is not flat within a maximum of 0.
It is acceptable to machine only the exhaust manifold mount- ing surface and not the cover plate cup plug mounting surface. Measure the perpendicularity between the exhaust mani- fold mounting surface and the combustion face of the cylinder head. This repair procedure can be performed with the engine either in or out of the chassis.
If the repair is being performed with the engine out of chas- sis, it will be necessary to pressure test the cylinder head. Page Section 2 — Cylinder Head — Group 02 Exhaust Manifold Repair L10 and M11 Page The mounting surface of the exhaust manifold will require resurfacing if the surface has deteriorated or is deformed from warping.
Initial Preparation and Inspection Use a mallet to remove the two end sections from the center section. Page Exhaust Manifold Repair Section 2 — Cylinder Head — Group 02 Page L10 and M11 Use a straight edge and a feeler gauge to measure the flatness of the mounting surfaces of the exhaust manifold center section. NOTE: If the mounting surfaces of the center section are not flat within a maximum of 0. Repeat the procedure for each of the eight capscrew holes.
Use a flat mill file to remove any burrs from the capscrew holes on the mounting surface of the center section. Move the cutting tool down within 0. L-2 Service Literature Ordering Location Prices subject to change without notice. Page Mail the Literature Order Form along with your ship-to address to your nearest Cummins distributor. M-2 Air Compressors M-2 Air Cylinders M-2 Air Heaters M-2 Air Starting Motors M-2 Alternators M-2 Auxiliary Brakes M-3 Belts Suppliers can be contacted directly for any specifications not covered in this manual.
Air Compressors Alternators T. Fleetguard, Inc. L-2 Crankshaft — Exploded View This manual is also suitable for: L11 series. Print page 1 Print document pages. Rename the bookmark. Delete bookmark? Cancel Delete. By , it had been developed into the M11 , and in , Cummins ceased production of the old L-series engine.
After the original L10 evolved into the M11 engine, the new ISL9 engine was introduced to operate in this market segment, yet with a better power to weight ratio, by enlarging the piston stroke of the older C8.
In onwards, the ISL9 was simplified to L9 , though physically it shares no resemblance to the old L10 engine: The current L9 engine is a stroked version of the C8. Diesel-powered urban bus . From Wikipedia, the free encyclopedia. This article includes a list of general references , but it lacks sufficient corresponding inline citations.
Please help to improve this article by introducing more precise citations. November Learn how and when to remove this template message. Motor vehicle engine.
Archived from the original on Retrieved Cummins Inc. Clessie Cummins. Tom Linebarger. Categories : Cummins diesel engines Diesel engines by model Straight-six engines. Hidden categories: Articles lacking in-text citations from November All articles lacking in-text citations Articles with short description Short description matches Wikidata All articles with unsourced statements Articles with unsourced statements from August Namespaces Article Talk.
Jan 6, · While the L10 is a mechanical engine with hp being at about the top of its' horsepower output, the M11 and ISM are virtually the same engine from the outside, but have . Feb 9, · The L10 is a good engine in the right application. Turn it up and yeah you're gonna have problems. Lug it all the time and you're gonna have problems. Leave it stock and take . Cummins L10 Remanufactured Diesel Engine. $ 14, We offer a variety of both, over the road truck, transit busses and industrial replacement engines for the Cummins L Our .