PowerTech 6105ADW, Technical Manual

Page: 336 / 450

Base Engine Operation
03
120
2
RG,RG34710,1518 –19–09SEP02–2/3
The engine oil filter (P) mounts to a combination oil
filter housing and pressure regulator housing. These
items then bolt together with the oil cooler housing (A)
located on the right side of the block.
A gear train on the front of the engine consists of four
gears connecting the crankshaft with the camshaft.
The crankshaft gear drives the oil pump gear (B),
which drives the engine coolant pump gear and the
idler gear (C). The idler gear then drives the camshaft
gear (D). A backlash adjustment is required during
assembly. No timing marks are used on the gears.
A timing pin procedure is used to increase the
accuracy of the gear train adjustment. To locate top
dead center of the crankshaft for number one and
number six cylinders, a timing pin is installed through a
timing hole on the right side of the block. The pin will
engage a slot cut into a counterweight of the
crankshaft.
The crankshaft (E) is a heat treated, dynamically
balanced steel forging which rotates in replaceable
main bearings. Thrust washers are added to the
number five main bearing to reduce crankshaft
defection and to limit end play during high load
operation. A crankshaft damper (Q) is installed on the
front of the crankshaft to reduce shock loads during
engine operation. The flywheel (R) also dampens load
changes.
Cylinder liners (F) are wet sleeve, flanged, and
centrifugally cast using a strong durable alloy. O-rings
(G) are used to seal the connection between the
cylinder block and liners. Liners incorporate top liner
cooling passages.
6105 engines use an aluminum piston with a 3 ring
configuration (I). The top two rings are compression
rings and the lower ring is an oil control ring. Double
Ni-Resist ring carriers are cast integrally in the piston
to greatly improve the life of the ring grooves.
6125 engines use an articulated or two piece piston
(H). The crown of the piston is steel. This adds
strength and durability for the higher power output of
the 6125 engine. The skirt of the piston is aluminum to
reduce the overall weight of the piston.
The 6105 and 6125 pistons have a centered,
symmetrical bowl to provide efficient combustion,
which allows the engine to produce high power with
low exhaust emissions.
The hardened piston pins are highly polished, fully
floating, and held in place by snap rings.
Connecting rods (J) are made of forged steel and have
replaceable bushing and bearing inserts. They are
weight controlled (by machining) on both ends to
minimize engine vibration.
WEAR-GARD bearings are used on the connecting
rod. These bearing have a lube pocket to provide an
extra volume of oil to lubricate and cool the crankshaft.
The engine is equipped with an oil spray jet (K) for
each cylinder, installed through the right side of the
cylinder block. The spray jets precisely spray a stream
of oil directly from the main oil galley onto the bottom
of the pistons. This provides piston cooling and
lubrication for the piston pin and the connecting rod
bushing.
The cylinder head is an air-flow-through design. The
exhaust manifold is located on the left side of the
head; the intake manifold on the right. Intake and
exhaust passages have been optimized for the most
efficient air flow, raising the volumetric efficiency of the
engine. Intake ports are short to reduce intake air
heating. Exhaust ports are short to reduce heat
rejection to the head. The head contains the camshaft
(L), 4 valves per cylinder (M), the rocker arm
assemblies, and the electronic unit injectors (N). The
head has replaceable powdered metal or cast iron
valve guides and valve seats.
CTM100 (06APR04)
03-120-2
P
OWER
T
ECH
10.5 L & 12.5 L Diesel Engines
040604
PN=334
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