Bn-Full Instructor Guide

Basic Service Training Materials
Instructor Guide
Basic Engine
This material is proprietary to Komatsu America Corp. and is not to be reproduced, used, or
disclosed except in accordance with written authorization from Komatsu.
It is our policy to improve our products whenever it is possible and practical to do so. We
reserve the right to make changes or add improvements at any time without incurring any
obligation to install such changes on products sold previously.
Due to this continuous program of research and development, periodic revisions may be made
to this publication. It is recommended that customers contact Komatsu America Corp. Training
Department for information on the latest revision.
KT800393-R1 Basic Engine - 4004

May 2005
May 2005
Table of Contents
A. Introduction
1. Course Description
2. Objectives
3. Preparation for Training
4. Reports
B. Instructional Guide
C. Lesson Plans
D. Lesson Outlines
E. PowerPoint Slide Show (on CD/DVD)
F. Student Handout (on CD/DVD)
G. Assessments
H. Assessment Keys/Reference
Tab 1
Company
Introduction
Introduction
The Basic Engine Training Materials are divided into six chapters as follows:
• Chapter 1 – Engine Fundamentals

• Chapter 2 – Engine Components
• Chapter 3 – Air Intake & Exhaust Systems
• Chapter 4 – Lubrication Systems
• Chapter 5 – Fuel Systems
• Chapter 6 – Cooling Systems
Course Description
The Basic Engine course is designed for the new service employees and will teach
them how a diesel engine works, the common terms used when referring to engines
and the relationship of engine parts to each other. Students will also learn the makeup
and function of the various engine systems, and be made aware of any differences that
exist between Komatsu and Cummins designed engines.
Objectives
At the completion of this course, the student should know:
1. The operating principle of a four cycle engine.

2. The meaning of common terms used to describe engine functioning and
performance.
3. How each engine component relates to all others.
4. The construction and operation of each of the following engine systems:
• Air Intake & Exhaust System
• Lubrication System
• Fuel System
• Cooling System
5. The differences between Komatsu and Cummins designed engines.
Preparation For Training

1. Instructor
a. Study and become knowledgeable of the lessons to be presented by reviewing
the enclosed materials.
b. Arrange for support materials as listed in the requirements section of the Lesson
Plans.
c. Locally reproduce or purchase from Komatsu America Corp. sufficient copies of
the student handout.
KT800393-R1 Basic Engine – 4004

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2. Classroom
a. Check temperature.
b. Check lighting. Be sure the room can be totally darkened for slide show viewing.
Insure the room has dimmer lights which can be adjusted to allow simultaneous
note taking and media viewing.
c. Check if the sound level is loud enough to be heard, but not too loud. The
speaker(s) should be located in the front of the room near the screen. Be sure
that the sound track will not disturb others.
d. Be sure there are no interruptions. (Turn off cell phones and pagers.)
Reports
Satisfactory completion of the Basic Engine course is a requirement of enrollment into
formal Komatsu schools. It is necessary that the training results be entered into the
Komatsu Learning Management System. These records should clearly show each
student's test results. Failure to provide this information will cause delays in formal
school enrollment.
Komatsu Learning Management System Input

As of August 1, 2005, Basic Engine scores should be input into KLMS by one of the
following two methods:
1. The student enrolls into the online course, launches the course and take the
assessment online. Scores are automatically tracked in KLMS.
2. If the distributor teaches this as a classroom course, or the student takes takes a
paper version of the assessment, the distributor KLMS Admin will have to enroll
each student into the online course, and set results for the students manually.
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Tab 2
Company
Instructional
Guide
Instructional Guide
Sequence of Instruction
The “Basic Engine” course can be taught in any order. However, for new personnel we
recommend that they be taught in the following sequence.
Chapter 1 – Engine Fundamentals

Chapter 2 – Engine Components
Chapter 3 – Air Intake & Exhaust Systems
Chapter 4 – Lubrication Systems
Chapter 5 – Fuel Systems
Chapter 6 – Cooling Systems
Lesson Plans
A lesson plan tells the user what is needed beforehand to insure success. It lists
materials the student will need; the training aids required, support requirements, and
any special considerations.
Lesson Outlines
A lesson outline is a summary of lesson content. It lists the key points and their
supporting data in the order of presentation. A typical lesson outline consists of the
following four parts:
Part 1 An introduction which shows how interest will be created in the subject, tells
why the topic is important, and tells the purpose of the lesson.
Part 2 The lesson content, which is a list of main teaching ideas in the recommended
order of presentation. It tells the instructor what to do, why do it, and how to do
it.
Part 3 Provides an opportunity for the students, and if necessary, the instructor to
ask questions about the lesson's key points.
Part 4 A summary of what was taught in the class.

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Company
Lesson
Tab 3
Plans
Lesson Plan
LESSON TITLE: Engine Fundamentals LESSON CODE: BN-1
TYPE LESSON: Lecture with visual aids
LESSON LENGTH: 110 minutes
LESSON OBJECTIVES:
A. Learn the operating principle of two cycle and four-cycle engines.
B. Learn the types of combustion chambers and injection systems.
C. Learn the factors affecting the burning of fuel.
D. Understand the meaning of common terms used to measure an engine.
E. Understand the terms commonly used to describe engine output and efficiency.
STUDENT MATERIALS:
Pen or pencil, and Engine Fundamentals handout.
TRAINING AIDS:
A. Student handout
B. Basic Engine Study Guide booklet
C. PowerPoint slide show
SUPPORT REQUIREMENTS:
A. Laptop or PC
B. LCD Projector
C. Viewing screen
D. Flip chart with twenty blank pages and three different color markers
SPECIAL CONSIDERATIONS:
Classroom should have dimmer lights to adjust lighting so that slide show can be seen
easily but still have enough light for writing notes.

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Lesson Plan
LESSON TITLE: Engine Components LESSON CODE: BN-2
TYPE LESSON: Lecture with visual aids followed by illustrated shop talk
LESSON OBJECTIVES:
A. Learn the composition of the cylinder head and how its parts interact with each
other.
B. Learn the types of cylinder blocks and cylinder liners.
C. Learn the function of each rotating part within the cylinder block.
D. Learn the differences between the Komatsu and Cummins engine design,
particularly the differences in camshaft design and injection timing.
E. Learn the purpose and function of the engine's exterior components.
STUDENT MATERIALS:
Pen or pencil and Engine Components handout.
TRAINING AIDS:
A. Student handout
D. Assorted engine parts
A. Laptop or PC
B. LCD Projector
C. Viewing screen
easily but still have enough light for writing notes. Set up a table in the shop engine tear
down area with a variety of used engine parts suitable for comparison discussions.

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Lesson Plan
LESSON TITLE: Air Intake & Exhaust Systems LESSON CODE: BN-3
LESSON OBJECTIVES:
A. Learn the differences between a naturally aspirated, turbocharged, and
turbocharged with aftercooler type systems.
B. Learn the construction and function of each air intake and exhaust system
component.
C. Learn the air and exhaust flow requirements.
STUDENT MATERIALS:
Pencil or pen and Air Intake & Exhaust Systems handout.
TRAINING AIDS:
A. Student handout
A. Laptop or PC
B. LCD Projector
C. Viewing screen
Classroom should have dimmer lights to adjust lighting so that the slide show can be
seen easily but still have enough light for writing notes.

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Lesson Plan
LESSON TITLE: Lubrication Systems LESSON CODE: BN-4
LESSON OBJECTIVES:
A. Learn how the lubricant flows through the engine.
B. Learn the structure and function of the lubrication system components.
C. Learn the different ways that oil is classified.
D. Learn which oils are recommended in Komatsu and Cummins engines.
STUDENT MATERIALS:
Pencil or pen and Lubrication Systems handout.
TRAINING AIDS:
A. Student handout
D. One Cummins L10 Engine Operation and Maintenance Manual
E. One Komatsu 6D170 Shop Manual
A. Laptop or PC
B. LCD Projector
C. Viewing screen

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Lesson Plan
LESSON TITLE: Fuel Systems LESSON CODE: BN-5
LESSON OBJECTIVES:
A. Learn the functions of a fuel system.
B. Learn the types of fuel systems and be able to explain their differences.
C. Learn the structure and function of high-pressure fuel system components.
D. Learn the structure and function of low-pressure fuel system components.
STUDENT MATERIALS:
Pencil or pen and Fuel Systems handout.
TRAINING AIDS:
A. Student handout
A. Laptop or PC
B. LCD Projector
C. Viewing screen
D. Flip chart with twenty blank pages and three different color
Classroom should have dimmer lights to adjust lighting so that the slide show can be
seen easily but still have enough light writing notes.

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Lesson Plan
LESSON TITLE: Cooling Systems LESSON CODE: BN-6
LESSON OBJECTIVES:
A. Learn the coolant flow through the engine when the coolant is cool, when the coolant
is hot, and during normal operation.
B. Learn what the quality of source water should be for use in the coolant mix.
C. Learn what is the proper level of freeze protection.
D. Learn what additives are used in the coolant and each additive's purpose.
E. Learn the structure and function of cooling system components.
STUDENT MATERIALS:
Pencil or pen and Cooing Systems handout.
TRAINING AIDS:
A. Student handout
D. Corrosion Resistor Test Kit 799-202-8001
E. DCA & DCA4 Coolant Test Kit CC2626
F. Specific Gravity tester 795-500-1000
A. Laptop or PC
B. LCD Projector
C. Viewing screen

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Company
Lesson
Outlines
Tab 4
Lesson Outline
LESSON TITLE: Engine Fundamentals LESSON CODE: BN-1
A. INTRODUCTION
1. Gain Attention
• Write here what you intend to do to create interest in this lesson.
• Ask a student, “What is horsepower?” Listen to the student's answer and neither
agree or disagree. Instead, ask other students the same question. You should
get several different ideas.
2. Motivation
• Write here what you will do to show the students why this topic is important for
them to learn.
• Anyone can disassemble an engine. This ability has nothing to do with the
engine technician's ability to solve engine problems. In fact, if the individual does
not have a thorough understanding of the topics discussed in this lesson, he or
she will never become an engine diagnostician.
• Advise the students that there is a test at the completion of the lesson, which
they must pass before they can go on to the next lesson.
3. Purpose
• Tell the students the learning objectives of this lesson. Write each lesson
objective here.
• Print on the flip chart in 2" block letters each of the following lesson objectives.
• Tell the students, “The purpose of this lesson is for you to learn the following
points.”
•
a. Learn the operating principle of two cycle and four cycle engines.
b. Learn the types of combustion chambers and types of injection.
c. Learn the factors affecting the burning of fuel.
d. Understand the meaning of common terms used to measure an engine.
e. Understand the terms commonly used to describe engine output and
efficiency.

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B. LESSON CONTENT
1. Explain the differences in how ignition occurs in a diesel engine compared to a
gasoline engine.
a. What To Do
Show that both types of engines use air and fuel for their power, but the primary
difference is how the burning of the fuel is started. Emphasize that ignition begins
with a spark in a gasoline engine, and compressed air in a diesel engine. Also,
emphasize that diesel engines use fuel injection devices, while gasoline engines
use less costly carburetors.
b. Why Do It
Many novice diesel engine technicians have some knowledge or experience with
gasoline engines. This comparison will show them that some of what they know
about gasoline engines will still apply to their new occupation while other things
do not apply.
c. How To Do It
Use slides 1-1 and 1-2 to show the differences.
2. Compare the Operating Principle of Four Cycle Engines to Two Cycle Engines
•
a. What To Do
Review the functions of each of the four strokes in a four cycle engine.
Emphasize the meaning of compression ratio, and again teach that ignition in a
diesel engine is started by hot compressed intake air. Now, explain and show
how two cycle engines combine the four functions of intake, compression, power,
and exhaust during one upward and one downward movement of the piston.
b. Why Do It
To teach the student the differences between a four and two cycle diesel engine.
c. How To Do It
Use slides 1-3, 1-4 and 1-5 to show the differences between a two-cycle and
four- cycle engine. Use a slide 1-6 to explain compression ratio.
3. Compare the Different Types of Combustion Chambers
a. What To Do
Show the student the four basic designs of combustion chambers and comment
on the merits and/or demerits of each type. Emphasize that the overhead valve
type is the most common type.
b. Why Do It
Even though the overhead valve type is used in all Komatsu product engines
today, the students need to know the different types. If the student should be
required to repair an engine, which has a different type of combustion chamber,
the student will already know its principle of operation.
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c. How To Do It
Use Slides 1-7 to show the different designs.
4. Compare the Two Types of Injection
a. What To Do
Show the design differences between engines using the pre-combustion injection
and those using the direct injection method of injecting fuel. Do not offer personal
opinion as to the value of one design over the other as both designs are widely
used throughout the construction equipment industry.
b. Why Do It
To teach the student the differences between the pre-combustion and direct
injection types of injection.
c. How To Do It
Use slides 1-8, 1-9 and 1-10 to show the different designs and the injection
process of each type.
5. Familiarize the Students with the Various Types of Firing Orders Which They Might
Encounter
a. What To Do
Review the firing orders of 2, 3, 4, 6, 8 and 12 cylinder engines. Emphasize the
firing orders most commonly used on 4, 6 and 8 cylinder engines in Komatsu
Products.
b. Why Do It
To insure that the students know that there are differences in firing orders. Also,
that they know which type to use when attempting to perform valve adjustments,
or set injection timing in Komatsu products, using a 4, 6 or 8 cylinder four stroke
engine.
c. How To Do It
Use slides 1-11, 1-12, and 1-13 to show the different firing orders. Pause at
figure 1.17 in the handout to emphasize that four cylinder engines in Komatsu
products typically use firing order 1-2-4-3. Pause at figure 1.19 in the handout
and emphasize that our six cylinder engines use firing order 1-5-3-6-2-4, and
also pause at figure 1.21 to point out the most common eight cylinder firing order.
Lead a Class Discussion to Identify the Factors that Affect the Burning of Fuel
d. What To Do
Ask the class to identify the three basic ingredients necessary to begin the
burning of fuel within a diesel engine combustion chamber. The class should
identify air, fuel and heat. It does not matter which order the factors are identified.
It is important that the instructor, either through a questioning technique or with
lecture, points out the following supporting information:

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• Air - It is the oxygen molecules within air that is burned. The compression of
the air molecules within the combustion chamber causes the heat necessary
for combustion. The number of oxygen molecules in air decreases with a
change to higher altitudes. The two purposes for supercharging an engine are
to insure the adequacy of oxygen over a wide range of altitude, or for
increasing horsepower.
• Fuel - Diesel fuel sprayed into ordinary atmosphere will not burn. The proper
atomization of injected fuel is critical to obtaining complete combustion and
power. Fuel injection must take place at precisely the right moment.
• Heat - Air trapped in a vessel will increase in temperature if compressed. The

speed of compressing the air makes a difference in the increase of
temperature. Low compression means that air is escaping. The heat in the
cylinder may not be sufficient, which can cause customer complaints of black
smoke, loss of power, hard starting, or failure to start.
e. Why Do It
To insure that the students are aware of all the factors which affect the burning of
fuel. When an occasion arises for the engine technician to troubleshoot an ailing
engine, he or she will consider all the possibilities.
f. How To Do It
Use the flip chart to list (by printing in 2" high letters) the three factors affecting
the burning of fuel. Pause when each factor is identified to ask sufficient leading
questions to insure that the supporting information listed in item a. above is
identified and discussed. Also, use slides 1-14, 1-15, and 1-16 while discussing
the air; slides 1-17 and 1-18 while discussing the fuel; and slide 1-19 while
discussing the heat.
6. Teach the Four Ways Engines are Measured
a. What To Do
Ask the class to identify the four ways used to measure an engine. The class
should identify bore and stroke, piston displacement, volumetric efficiency, and
compression ratio. List each of these on the flip chart, (printing in 2" letters) in
whatever order given by the students. The instructor should point out the
following supporting information, preferably using a questioning technique:
• Bore and stroke - The bore is the diameter of the cylinder, and the stroke is
the distance the piston travels within the cylinder.
• Piston displacement - The volume of space the piston displaces as it moves

from bottom dead center to top dead center.

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• Volumetric efficiency - The amount of air or air-fuel mixture that actually
enters the cylinder during the intake stroke. Also, discuss how volumetric
efficiency can be improved.
• Compression ratio - The volume in one cylinder with the piston at bottom
dead center, divided by volume of the same cylinder, with the piston at top
dead center. Also, discuss how to increase the compression ratio and the
positive and negative effects of increasing the compression ratio.
b. Why Do It
To teach the students the meanings of the four most common terms used to
measure an engine.
c. How To Do It
Use the flip chart to list (by printing in 2" letters) the four most common ways that
an engine is measured. Also, use slide 1-20 to explain bore and stroke, and
piston displacement. Also, use slide 1-21 when explaining compression ratio.
7. Teach the Meaning of the Terms Used When Discussing Engine Output
a. What To Do
Review the following ten terms often used when referring to engine output. The
instructor should write the term (printing in 2" high print) on the flip chart then
explain its meaning. Continue this process until all ten terms have been listed
and discussed. Emphasize the following about each term:
• Work - Work is the movement of a body against an opposing force.
• Energy - Energy is the ability to do work.
• Power - Power is the rate of speed at which work is done.
• Horsepower - A term used for rating engine power.
• Dynamometer - A device used to measure an engine's horsepower.
• Torque Effect - Torque is a twisting or turning force. Engines produce torque.

The torque an engine can produce increases to a certain point. Then, as
speed increases, volumetric efficiency falls off. Less air gets into the cylinder
with each intake stroke, so the power strokes are less powerful and so torque
also falls off.

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• Torque-Horsepower-Speed Relationship - Use an engine performance
chart to show the relationship between torque (torque curve) and horsepower
(horsepower curve). Point out that both horsepower and torque increase as
engine speed increases. But when the engine reaches the rated speed, the
maximum speed set by the governor, both horsepower and torque decrease
rapidly.
• Gross and Net Horsepower - Gross horsepower is the amount of power an

engine delivers after it has been stripped of its muffler, fan, generator, pump,
and all other accessories that require power to operate. Net horsepower is the
power available at the flywheel after the accessories have detracted from the
gross horsepower.
• Indicated Horsepower - The horsepower actually developed inside the

engine's cylinders. It is called “indicated” because a special indicating device
is used to measure the pressures developed in the cylinder. Because power
is lost from the engine in a number of ways, such as friction and heat,
indicated horsepower is always considerably higher than the horsepower
actually delivered by the engine.
• SAE Horsepower - A simplified method of calculating horsepower, based on

engine dimensions, which was developed by the Society of Automotive
Engineers.
b. Why Do It
To insure that the student understands the meanings of terms used when
referring to an engine's output.
c. How To Do It
Print each term one by one on the flip chart (in 2" high letters). Pause after each
term to discuss its meaning. Use slide 1-22 when discussing horsepower. Use
slide 1-23 when discussing torque effect. Use slide 1-24 when discussing torque,
horsepower, and speed relationships.
8. Discuss the Factors Affecting the Efficiency of an Engine
a. What To Do
Teach that an engine's efficiency is its output divided by its input. Emphasize that
no machine or engine is 100 percent efficient. Explain that all engines loose
energy in one or all of the following ways:
• Friction Loss - Friction is resistance to movement. In an engine, friction

occurs at all moving parts.
• Mechanical Efficiency - The mechanical efficiency of an engine is a com-

parison between the power produced by the engine (indicated horsepower)
and the power delivered at the flywheel (brake horsepower).

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• Thermal Efficiency - Thermal efficiency is the relationship between the heat
energy in the fuel and engine power output.
b. Why Do It
To insure that the students understand the reasons that an engine is never 100
percent efficient. Also, to explain to the students why engines are constantly
being re-designed.
c. How To Do It
Use the flip chart to print (in 2" high letters) each factor affecting the efficiency of
an engine. Also, use slide 1-25 when discussing efficiency.
C. OPPORTUNITY FOR QUESTIONS

1. Ask if the students have any questions about the lesson you have just taught.
2. Answer each question. If you do not know the answer, write it down, and then get
the answer after class. Finally, tell the answer to the entire class as soon as
possible.
3. Ask the following questions, if they have not already been addressed in 1 and 2
above.
• What is the most common type of combustion chamber?

Answer: The overhead valve type.
• Which stroke of a four cycle engine would you be on if both valves are closed
and the piston is moving downward?
Answer: The expansion or power stroke.
• What is the firing order of all six cylinder engines used in Komatsu products?
Answer: 1-5-3-6-2-4.
• What is rated speed?
Answer: The speed set by the governor.
D. SUMMARY
During this lesson you have been taught:
1. The difference between a two cycle and a four cycle engine.
2. The different types of combustion chambers.
3. The different types of injection.

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4. The factors, which affect the burning of fuel within the engine.
5. The meanings of terms used to measure an engine.
6. The meanings of terms used to describe engine output and efficiency.

Now, with a thorough understanding of the fundamentals of engines, you are better
prepared to go on to the next lesson where you will study the engine parts and their
interaction with each other.

Page 8 May 2005
Lesson Outline
LESSON TITLE: Engine Components LESSON CODE: BN-2
TYPE LESSON: Lecture with visual aids, followed by illustrated shop talk
A. INTRODUCTION
1. Gain Attention
Write here what you intend to do to create interest in this lesson.
Ask one student, “What is the function of a damper?” Ask another student, “What is
the difference between an injector and a fuel nozzle?” Ask another student, “How
many different designs of liners can be found in the engines used in Komatsu
products?”
2. Motivation
Write here what you will do to show the students why this topic is important for them
to learn.
This class is important in that it teaches you how the many different parts of an
engine work together. We will discuss and examine each of the major parts. When
finished there will be a test, which you must pass before going on to the next chap-
ter.
3. Purpose
Tell the students the learning objectives of this lesson. Write each lesson objective
here.
Print on the flip chart in 2" block letters each of the following lesson objectives.
Tell the students, “The purpose of this lesson is for you to learn the following points.”
• The composition of the cylinder head and how its parts interact with each other.
• Learn the types of cylinder blocks and cylinder liners.
• Learn the function of each rotating part within the cylinder block.
• Learn the differences between the Komatsu and Cummins engine designs.
• Learn the purpose and function of the engine's exterior components.

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B. LESSON CONTENT
1. Discuss the Cylinder Head
a. What To Do
Show that the cylinder head forms a part of the combustion chamber, and
contains the parts necessary to route air into and exhaust out of the engine. It
contains water, lubrication, fuel passages, and on some engines, pre-combustion
chambers. Also, discuss the different designs of cylinder heads.
b. Why Do It
To insure that the students are aware that there are several designs in use today.
Also, to insure that the student can recognize the basic differences between a
direct injection type cylinder head and a pre-combustion type. Also, insure that
the student knows the design differences between a two-valve and a four-valve
cylinder head.
c. How To Do It
Use slides 2-1 through 2-3 to show the differences.
2. Teach the Structure and Function of Each Cylinder Head Component
a. What To Do
Lecture to point out the key features about each of the following parts.
• Valves - Valves open and close to feed fresh air into the cylinders and to
exhaust combustion gases. They are subjected to great combustion heat and
are repeatedly moving up and down.
• Valve collets - Retainers or locks, which hold the valve and its springs in
place.
• Valve guides - Provide the sliding surface for the stem of the valve guide.
They guide the reciprocating motion of the valve stem and pass combustion
and friction heat to the head coolant passages.
• Valve spring - The valve spring lifts the valve to bring it into close contact
with the valve seat when the valve is closed.
• Valve seat insert - The valve seat insert is a heat and wear resistant ring,
which fits into the valve opening of the cylinder head. In order for the engine
to run properly, the seat must fit snugly in the counter bore, and the contact
surface of the valve and valve seat must be airtight.
• Rocker arm and rocker arm shaft - The rocker arm and shaft transmits the
vertical movement of the push rod, which follows the rotation of the camshaft.
When a cam follower roller or tappet comes into contact with the ascending
slope of the camshaft lobe, the push rod is pushed up. This forces the rocker
arm to rotate and push down on the valve, compressing the valve spring and
beginning to open the valve. Further rotation of the camshaft causes the valve
to open until the descending slope of the camshaft lobe is reached. Then,
tension from the compressed valve spring pushes up on the other side of the
rocker arm, which forces the push rod down into the tappet or cam follower.

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• Injector or nozzle holder sleeve - Copper injector or nozzle holder sleeves
are common on most diesel engines. They form a seal at the top and bottom
to hold coolant inside the head. Also, they transfer heat from the injector or
nozzle to the coolant.
• Crossheads - Crossheads are used on engines, which have four valves per
cylinder. There are two crossheads per cylinder, each operating two valves.
• Cylinder head gasket - The cylinder head gasket seals the combustion
chamber between the cylinder head and the cylinder block. It also seals the
necessary coolant and lubricant passages between the head and block.
b. Why Do It
To teach the student the names, structure and function of the cylinder head
parts.
c. How To Do It
Before class begins, gather one or two examples of each cylinder head part.
Then as you discuss each item, show it to the class and pass it around for
student examination. Where a part is not available for display, select and use a
slide. The instructor should use slides 2-4 through 2-10.
3. Discuss Cylinder Blocks
a. What To Do
Show examples of the two major cylinder block designs, the in-line and the V-
type. Explain that the block is the basic part to which all other parts are attached.
It contains bores for the installation of cylinder liners, and bores for the camshaft
and crankshaft. It contains passages through which oil and coolant flow.
b. Why Do It
To insure that the students know the structure of the cylinder blocks.
c. How To Do It
Lecture using slide 2-11 as a teaching aid.

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4. Teach the Structure and Function of the Cylinder Block Components
a. What To Do
Lecture to point out the key features about each of the following parts.
• Liners - Large horsepower diesel engines use replaceable cylinder liners.
This reduces the cost of manufacturing the block, and allows the piston
sliding area to be easily corrected by replacing the liner. Liners must be made
from high wear and thermal resistant materials.
There are two types of liners, wet and dry. Wet liners are the most common
and need sealing at the top and bottom. This is because cooling water
touches the outer wall of the liner as it circulates around them. With dry liners,
coolant does not actually make contact with the liner.
Special care must be taken when installing liners to insure that the proper
liner protrusion is obtained. This protrusion sticks into the head gasket to
serve as a compression gas seal.
Wet liners are press fit into the block. The design of the liner is somewhat
dependant upon how the liner is to be press fit. There are three types in use
today. These are, 1) the upper press fit (UPF), 2) the lower press fit (LPF),
and 3) the mid-fit.
• Piston - The piston forms the lower surface of the combustion chamber,
compressing air as it moves upward. It supports rings, which tightly seal the
combustion chamber so that when fuel is sprayed into the hot compressed
air, all the pressure of the combustion comes to bear against the top of the
piston. The most important function of the piston is to transfer the pressure of
combustion to the crankshaft to turn it.
Most pistons are made of aluminum, which passes heat rapidly to the rings
and out through the liner to the coolant. Several different designs of the top
face of a piston have been devised. The differences are required to achieve
optimum burning of fuel after considering the type of nozzle or injector to be
used and the angle of injection.
• Piston rings - Piston rings maintain the air tightness between the liner wall
and the piston. The upper ring is called the compression ring and acts to seal
compression and combustion gases. The second ring is used in two ways.
First, it helps to seal compression and combustion gases. Second, it wipes oil
down so that it does not reach the combustion chamber where it would burn,
causing high oil consumption. The lower ring is called the oil ring because it is
used to evenly disperse a film of oil on the liner wall. This oil film is necessary
to form an airtight seal, and provides lubricant to reduce friction between the
liner and rings. Several different designs of rings are used. Each different
shape is designed to satisfy specific requirements.

Page 4 May 2005
• Piston cooling - In many diesel engines it is desirable to have positive
cooling of the piston. This is achieved by injecting oil into the piston in order to
assist in removing heat from the piston. The two most frequently used meth-
ods for doing this are, to attach piston cooling nozzles to the block, or
providing pistons with drilled oil holes. Either way, an oil jet is sprayed onto
the underside of the piston.
• Connecting rod - Connecting rods connect the piston to the crankshaft and
transform the reciprocating (up and down) motion of the piston into the rotary
motion of the crankshaft. The rod is attached to the piston with a piston pin
and to the crankshaft by special fitted and marked rod caps.
• Crankshaft - The crankshaft is specially shaped for converting reciprocating
motion to rotary motion. It is through this shaft that power exits the engine.
Most crankshafts are made of forged high-carbon steel with stiff chrome and
molybdenum additives to get high strength and wear resistance. Frequency
induction quenching hardens the journal surfaces. Because both ends of the
crankshaft protrude outside the block, seals are installed to hold oil inside the
engine.
• Main and connecting rod bearings - The crankshaft main journals fit into
“cradles” cast into the cylinder block. These cradles, and their matching half
circle in the bearing cap, are fitted with replaceable bearings sometimes
referred to as “main metals.” An oil film must be provided between the shaft
journal and the bearing when the engine is operating. The oil film reduces the
metal-to-metal contact, minimizes friction and wears between the turning
surfaces, and allows longer life for the metal parts. Main bearings hold the
crankshaft in the proper position so it can rotate. Both the crankshaft and the
connecting rod bearings must protect the journals from scratches.
Consequently, these bearings are made with a “tri-metal” design. Each
bearing has a locking lip to hold it in proper position and the end of the
bearing is made so that it protrudes slightly.
When the bearing and cap are properly assembled, the slight protrusion is
“crushed,” which prevents the bearing from moving while the engine is
running.
While the engine is running, the crankshaft is receiving axial forces back and
forth (thrust load). Because of this, a thrust bearing is assembled into both
ends of one main journal on the crankshaft, usually either the rear end or
central bearing, to take up the thrust load. There are two types, ring and
flange.
• Camshaft - The camshaft controls the timing of the engine. It governs when
the intake and exhaust valves open and close. In some cases, such as the
Cummins engine, it also controls injection timing.
The camshaft consists of the camshaft gear, which drives the shaft; the
camshaft journals at which the camshaft is supported by bushings; and the

May 2005 Page 5
cam lobes, which act to open and close the valves. Cummins engine
camshafts also have lobes to control injection of fuel.
The camshaft is specially treated during manufacture to reduce wear, and is
carefully machined to provide smooth hard surfaces on the cam lobes.
On all four-cycle diesel engines, the gear on the camshaft is two times as
large as the gear on the crankshaft. This causes the camshaft to rotate only
once for every two crankshaft rotations.
Special care must be taken when installing camshaft bearings to insure that
the lubrication holes are properly aligned.
• Tappet and cam follower - The tappet moves up and down following the
profile of the cam lobe and transmits the lift to the push rod. The tappet is set
off-center from the cam lobe, which causes it to rotate. This is done to prevent
the contact between the tappet and cam lobe from always making contact in
the same area, thereby reducing wear.
Larger engines have greater load on their camshaft lobes; so many
manufacturers fit their engines with cam followers instead of tappets. Cam
followers have rollers at the camshaft lobe contact surface, which spread the
load over a larger area. Cam followers last about 70% longer than tappets,
but are more expensive to manufacture. In smaller, less powerful engines,
tappets are still widely used.
• Valve timing - Valve timing indicates the optimum times, expressed by the
angle of the crankshaft (or piston position), at which the intake and exhaust
valves are to be opened or closed. Faulty installation of the timing gear or
valves which are out of adjustment will cause improper valve timing and
possibly excessive wear to valve train components.
• Injection timing (Cummins engine) - In some Cummins engines the
movement of the injector plunger is controlled by the same camshaft used to
open and close the valves. Such engines have camshafts with three lobes for
each cylinder, one of which is used for injection timing.
• Balancer shaft - Some engines, especially four-cylinder engines, have a
“secondary” vibration. This unbalance is completely different from the normal
torsional vibrations caused by the inertia of rotating parts, which is present in
all engines. The balancer shaft, which rotates in the opposite direction and at
twice engine speed, is used to counteract these undesirable secondary
vibrations.
b. Why Do It
To teach the student the names, structure and function of the cylinder block
components.

Page 6 May 2005
c. How To Do It
Before class begins, gather one or two examples of each cylinder block part and
set them up in the shop. Use these parts as teaching aids during an illustrated
shoptalk. You may also use slides 2-12 through 2-32 as you explain each
component.
5. Discuss the Engine's External Components
a. What To Do
Use a questioning technique to draw out the key features of the following parts:
• Damper - There are two types of vibration dampers, rubber and viscous. A
damper is needed because the crankshaft, even though it is made of steel,
has elasticity like rubber. Each time combustion occurs and rotating force is
transferred to the crankshaft, the crankshaft twists in the direction of rotation.
Then, due to the elasticity of the crankshaft, the crankshaft untwists into its
original position. The damper counteracts these torsional vibrations.
• Flywheel - The flywheel has three purposes. 1) It has the ring gear by which
the engine is cranked. 2) It permits the attachment of the first part of the drive
train, such as a clutch or torque converter. 3) It absorbs unevenness of torque
and makes the transmission of power smooth.
All diesel engines have a camshaft, and usually some drive shafts for other
engine accessories. In order for these shafts to be driven, the crankshaft is
constructed with a flange onto which a drive gear is attached. The gear on the
camshaft is a driven gear. If the teeth of the drive gear and driven gears were
in mesh, the driven gear would turn in the opposite direction of the drive gear.
Therefore, when the engine design calls for the camshaft gear (driven gear)
to turn in the same direction as the crankshaft (drive gear), a gear called an
idler gear is placed between the two to reverse the direction of rotation. The
term timing gears refers to this gear train, which transmits drive from the
crankshaft to the camshaft and other accessories. During assembly, some of
these gears, especially the crankshaft, camshaft, and idler gears must be
properly timed. This is accomplished through the use of alignment marks on
the gears.
• PTO gear system - The PTO (power take-off) gearing is provided for directly
taking off power required for driving accessories like, the hydraulic oil pump,
steering pump, or transmission oil pump.
b. Why Do It
To insure that the students are aware of what the external components are and
what their purpose is.
c. How To Do It
Lecture aided by slides 2-33 through 2-38.

May 2005 Page 7
possible.
3. Ask the following questions if they have not already been addressed in 1 and 2
above.
• Why do most diesel engines have wet type cylinder liners?

Answer: They have high cooling efficiency and can be replaced should the
piston-sliding surface become worn.
• What is the most important function of the piston?
Answer: To transfer the pressure of combustion to the crankshaft to turn the
shaft.
What engine part governs the opening and closing of the valves?
Answer: Camshaft.
D. SUMMARY
During this lesson you have been taught:
1. The types of cylinder heads.
2. The structure and function of each cylinder head component.
3. The types of cylinder blocks.
4. The structure and function of each cylinder block component.
5. The engine's external components.

You have now completed the study of the engine components. You are now ready to
begin learning how each of the four engine systems (air intake and exhaust, lubrication,
fuel, and cooling) function together. In the next lesson you will learn the structure and
function of the air intake and exhaust systems.

Page 8 May 2005
Lesson Outline
LESSON TITLE: Air Intake & Exhaust Systems LESSON CODE: BN-3
A. INTRODUCTION
1. Gain Attention
Show a slide of an exhaust pipe with excessive black smoke pouring out of it.
2. Motivation
to learn.
A significant number of engine failures are caused by intrusion of dirt or other foreign
objects through the air intake system. Still, operators throughout the world neglect
this system. As engine technicians, it is important for us to learn how this system
functions so that we can advise our customers how they can prevent costly repair.
Advise the students that there is a test at the completion of the lesson, which they
must pass before they can go on to the next lesson.
3. Purpose
Tell the students the learning objectives of this lesson. Write each lesson
objective here.
Tell the students, “The purpose of this lesson is for you to learn the following
points.”
• The differences between a naturally aspirated, turbocharged, and turbocharged
with after cooler type systems.
• The construction and function of each air intake and exhaust system component.
• The air and exhaust flow requirements.

May 2005 Page 1
B. LESSON CONTENT
1. Show and Explain the Differences Between a Naturally Aspirated, Turbocharged,
and Turbocharged with After cooler Type Systems
a. What To Do
Show a naturally aspirated system and explain how air flows into the combustion
chamber and exhaust gases flow out. Emphasize the following points:
• Tell the students that the term naturally aspirated means to breathe naturally.
• Explain that naturally aspirated engines can function adequately without loss
of horsepower up to an elevation of 6,000 feet.
Show an intake and exhaust system with a turbocharger and explain how air
flows into the combustion chamber, and how exhaust gases flow out. Emphasize
the following points:
• A turbocharger is an air pump, which is used to insure the adequate supply of
oxygen molecules needed to burn the fuel in the combustion chamber.
• The addition of a turbocharger will not increase the engine's horsepower but
will supply the engine with enough oxygen to allow normal performance (no
loss of horsepower), up to an elevation of 12,000 feet.
• It is possible to increase an engine's horsepower 30 to 50 percent by adding a
turbocharger to get plenty of oxygen, and also injecting additional fuel.
• The process of feeding pressurized air into the engine is called
supercharging. A turbocharger is considered the most efficient method of
supercharging because it creates very little parasitic load on the engine,
because exhaust gases drive it. Using a belt driven blower is another form of
supercharging, but it has a higher parasitic load.
• Turbochargers increase the quantity of intake air and minimize the amount of
unburned fuel in the exhaust.
Show an air intake and exhaust system with a turbocharger and after cooler.
Explain how air enters and exhaust leaves the engine. Then emphasize the
following key points:
• When intake air is heated above 100°F, the air starts to get thinner and
contains less oxygen than intake air in a more desirable temperature range
(32° to 100°F).
• Exhaust through the turbocharger housing reaches 1,400° F and this heat
plus the heat caused by the pumping action of the turbocharger may often
heat the intake air to temperatures above 300°F.

Page 2 May 2005
• A radiator type cooler called an after cooler or intercooler is often placed
between the turbocharger and the intake ports to cool the intake air. This
makes the air dense, containing more oxygen molecules by volume.
b. Why Do It
To teach the students the differences between the three different types of intake
and exhaust systems they will find on Komatsu products.
c. How To Do It
Lecture using slides 3-1 through 3-2 as training aids.
2. Teach the Construction and Function of Each Air Intake and Exhaust System
Component
a. What To Do
Show examples of and discuss each of the following components. Emphasize
the points indicated beside each item.
• Pre cleaners - There are three types of pre cleaners, the centrifugal, the
cyclonic, and the multi-cyclonic types.
The centrifugal type is used primarily in agriculture applications. It is cheap
and effective, but the operator must empty it by hand when it becomes full.
The cyclonic type is built into the body of the air cleaner assembly. As air
enters it passes through the fins, which cause a swirling motion. Dust
particles fly off the end and collect at the evacuator valve. The evacuator
valve is made of rubber and kept closed by negative pressure during engine
operation. When the engine is stopped, the valve opens to discharge dust
automatically. Even though this type is suppose to work automatically, often
times, large particles, such as pine needles, get trapped above the evacuator
valve. Therefore, the filter will fill up with dirt, so the operator should
occasionally check it.
The multi-cyclonic type was made to be fully automatic. Air passes through a
number of pipes. The pipes contain guide plates, which create a swirling
motion as air passes through them. Heavier dirt particles are thrown toward
the outside and fall into the case bottom. Cleaner air flows through the middle
of the pipes into the air cleaner. The bottom of the pre cleaner case is
connected to the exhaust pipe by an evacuator tube. As exhaust gases pass
the evacuator tube in the exhaust pipe, a vacuum (show the venturi) is cre-
ated and the dust is sucked out of the pre cleaner and ejected with the
exhaust.

May 2005 Page 3
• Air cleaner element - The elements used in Komatsu air cleaners are
made of paper and capable of removing 99.9% of the dust from the intake
air. These elements will not pass particles larger than approximately five
(5) microns. Two elements are used in most construction equipment
applications.
• Dust indicator - There are two types of dust indicators used, the visual
type and the electronic type. Both are actuated by negative pressure at
about 635 mm Ag (25" water).
With the visual type, a red mark will appear on the indicator, and will be
continually displayed, even if the engine is stopped. It must be reset by
hand. Show its construction.
The electronic type uses a sensor, which contains a set of normally closed
points. When activated, the circuit to ground is broken and a computer
chip inside the vehicle's control panel begins sending a signal to the dust
indicator portion of the visual display. The dust indicator light then flashes
until the engine is stopped, when it automatically resets itself. Compare its
structure to that of the visual type.
• Turbocharger - Show how exhaust gases drive the turbine wheel, and
consequently the compressor wheel, because they are attached through
the shaft. While doing this, point to and name its parts.
• After cooler - After coolers are used on engines with turbochargers that
are compressed intake air temperatures are high. It cools the intake air by
20 to 30°C (68 to 86°F). Show the radiator-like construction.
• Muffler - Mufflers suppress exhaust noise. Also, they can be used to
lower exhaust gas temperatures. Show the different types of mufflers.
b. Why Do It
To insure that the students know the structure and function of the air and exhaust
systems major components.
c. How To Do It
Lecture using transparency 3-3 to teach pre cleaners and air cleaner elements.
Transparency 3-4 to teach dust indicators. Transparency 3-5 to teach
turbochargers. Transparency 3-6 to teach after cooler. Transparency 3-7 to teach
mufflers.

Page 4 May 2005
3. Teach the Air and Exhaust Flow Requirements
a. What To Do
Discuss the intake air and exhaust flow requirements listed below, and lead a
class discussion aimed at amplifying why the requirement is needed.
• Intake airflow requirements - Every installation must include provisions for

removing airborne dirt from the intake air. It has been estimated that 30% or
more of engines requiring overhauls were damaged by the intrusion of dirt
through the air intake system.
Air intake restriction, with clean air filter elements, must not exceed the limit
given for the engine. Otherwise, the engine will be low on power due to air
starvation.
Air inlet location and intake pipe routing must be such that the temperature of
intake air is within the limits of the engine manufacturer's specifications. Most
engines will loose 1% of horsepower for every 10°F above 100°F ambient
temperature.
• Exhaust flow requirements - Noise must be reduced to levels acceptable to
the human ear.
Exhaust emissions must meet emission control regulations.
Exhaust backpressure must be limited to reduce heat.
Piping must be supported and maintained to insure that the weight carried by
the manifold, turbocharger, or muffler do not stress the seals, parts, or
connections, and that the system is protected from vehicle vibration.
b. Why Do It
To teach the intake air requirements.
c. How To Do It
Lecture using the flip chart using 2" high print to list each requirement one by one
as it is being discussed.

May 2005 Page 5
OPPORTUNITY FOR QUESTIONS
possible.
3. Write at least two questions related to the main objectives of this lesson here. These
are back up questions in case the students did not have any questions. Also, these
questions should be suitable for use on the test.
• How much does an after cooler cool the intake air?

Answer: 20 to 30°C.
• When does the dust indicator activate?
Answer: When negative pressure in the air inlet pipe reaches 635 mm Ag (25"
water).
D. SUMMARY
During this class you have been taught:
1. The differences between a naturally aspirated, turbocharged, and turbocharged with
after cooler type systems.
2. The structure and function of each air intake and exhaust system component.
3. The intake air and exhaust flow requirements.
If you have learned these three things, you are ready for the next lesson that will
increase your knowledge of engines even more. In the next lesson you will be studying
the lubrication system.

Page 6 May 2005
Lesson Outline
LESSON TITLE: Lubrication Systems LESSON CODE: BN-4
A. INTRODUCTION
1. Gain Attention
Before class find an engine part, such as a main bearing that has been damaged
due to a lack of lubrication. Now pass the part around for the students to examine
and ask the class what they think may have caused the damage. If anyone answers,
“lack of lubrication,” congratulate him or her. Otherwise, after two or three guesses,
tell the students the answer.
2. Motivation
to learn.
Tell the students, “that damaged part is an example of what might go wrong with an
engine if the engine technician doesn't know the lubrication system. What we have
to study today is very important. So important that we will not go on to the next
lesson until each and every one of you has passed a test on this lesson.”
3. Purpose
here.
• Learn how the lubricant flows through the engine.

• Learn the structure and function of the lubrication system components.
• Learn the different ways that oils are classified.
• Learn which oils are recommended for use in Komatsu and Cummins engines.

May 2005 Page 1
B. LESSON CONTENT
1. Show How Lubrication Flows Through an Engine
a. What To Do
Identify all the system's major components and briefly describe their function as
you are tracing the flow.
b. Why Do It
To teach the oil flow through the engine, and prepare the student for the structure
and function of lubrication system components, which will follow.
c. How To Do It
Lecture using slides as teaching aids. Use slide 4-1 to trace the typical oil flow
through an engine. Begin at the sump, move to the pump, returning to the sump.
2. Discuss the Different Ways That Oils are Classified
a. What To Do
Ask the class if anyone knows how oil is classified. If someone knows, good. List
the two ways on the flip chart in 2" block letters as they are mentioned. If they do
not know or are uncertain, tell them, “Oil is classified in two ways, by its SAE
Viscosity Number and by its Service Classification.” Emphasize the following
points about each classification.
• SAE viscosity number - Viscosity classifications directly relate to the pour

point of oil. The pour point of oil refers to the level of falling temperature at
which the oil begins to flow sluggishly or solidify. Basically, the lower the pour
point, the better the oil.
Using an oil that is either too thick or too thin can damage the engine.
Consequently, always use the SAE viscosity recommended by the
manufacturer for the specific atmospheric temperature conditions at the job
site.
• Service classification - Additives are mixed with oil to increase its ability to
perform various functions of lubrication, sealing, cooling, cleaning, or
corrosion prevention. The American Petroleum Institute (API) has established
a system of five service classifications (CA, CB, CC, CD, and CE), which are
recognized and approved throughout the world. CD service classification oil is
suitable for use in all diesel engines found in Komatsu America machines.
CE, the newest classification, is recommended for the newest designed
engines, where available. Komatsu Limited allows use of CC classified oil in
Komatsu engines if that is all that is available. In this case, the oil
replacement interval must be shortened to one half the standard interval in
order to compensate for early deterioration.

Page 2 May 2005
b. Why Do It
To teach the different classifications of oil, and to emphasize the need for using
the correct classifications to insure long engine life.
c. How To Do It
Lecture using slide 4-2 as a teaching aid. Also, using a flip chart to print the types
of classification.
3. Show Each Lubrication System Component and Discuss Its Function
a. What To Do
Before class find examples of as many lubrication system components as you
can from the shop or borrow from the parts department. Arrange these parts on a
table at the front of the classroom in the order of presentation, (order of oil flow).
Cover the parts with a cloth or plain butcher paper, never allowing the students to
see everything at once. Remove one example at a time to pass among the
students as you lead a class discussion about the structure and function of that
component. Emphasize the following points about each component.
• Oil pumps - There are two types of oil pumps used in the engines of
Komatsu machines, the external gear type and the trochoid type.
External gear pumps are used in most diesel engines. When the gears rotate,
the vacancy enclosed by the gear tooth and pump body is filled with oil at the
inlet. Then the enclosed oil is carried along the pump body wall to the outlet
with each rotation. On the outlet side, two gears are meshed together to
eliminate clearance. Thus, forcing oil out of the outlet port.
Trochoid pumps, sometimes called a gerotor pump, are smaller than gear
pumps and have fewer parts. They are very reliable and rarely fail. However,
they have less flow and pressure ratings than their counterparts, so these
pumps are usually found in smaller engines.
The inner rotor of a trochoid pump is united with the rotor shaft and they
rotate together. The number of teeth on the inner rotor is one less than that of
the outer rotor. Both rotors turn eccentrically in the same direction. Oil enters
this pump when the clearance between the inner and outer rotors increases,
and is discharged from the pump when the clearance decreases.
Many engines also have a scavenging oil pump. When an engine is operated
on a slant, for example in a bulldozer application, oil stays uneven in the oil
pan and may not be picked up by the main pump for distribution. The engine
could seize. So a scavenging pump is installed to bring oil to the main pump
from the furthest point in the oil pan.
• Regulator valves - The regulator valve keeps the oil at the correct pressure.
Several different names have been used for describing this valve, such as
main pressure regulator, oil pump regulator, oil pump relief, or engine oil

May 2005 Page 3
regulator. There are two basic designs for these regulator valves, the
pressure relief type, and the pressure monitoring type.
Usually the oil pressure relief type is used for reducing the load of the oil
pump running at high speed. When pressure in the main oil rifle is higher than
its spring pressure, oil is relieved either to the sump or to the inlet side of the
pump.
The pressure monitoring type actually maintains the oil pressure in the main
gallery. At any time that oil from the main oil rifle overcomes the spring force
at the bottom of the regulator valve piston; the piston is moved to uncover a
dump port to the sump.
• Oil cooler - The engine oil cooler is a heat exchanger in which high
temperature engine oil is cooled by the engine coolant. There are two types
used, the cylindrical and the layer structure types. Coolant passes through the
cores of the cylindrical type, but around the outside of the cores in the layer
structure type.
• Oil cooler by-pass valves - There are two types of oil cooler by-pass valves,
the pressure relief type and the thermostatic type.
With the pressure relief type, if the oil is cold or the cooler is clogged, oil
pressure will rise at the cooler inlet. Should this pressure overcome the set
pressure of the by-pass valve spring, the valve opens allowing oil to by-pass
the cooler and insure the adequate supply of oil to the engine internal parts.
With the thermostatic type oil cooler by-pass valve, the amount of oil going
through the oil cooler is controlled. When the oil is cold, no oil passes through
the cooler. However, as the oil is heated up, oil enters the cooler
proportionally to the amount of thermostat opening.
• Oil filter - An oil filter or filters are provided to filter dirt, ground metal dust,
foreign particles, and combustion by products which may get into the oil.
These items could damage the engine and reduce its service life. Presently,
all Komatsu engines use spin-on canister type oil filters. There are two types
of oil filters, the full-flow and the by-pass types.
Full-flow filters are designed with a micron rating of 40 microns absolute. This
means that particles larger then 40 microns (which are about the diameter of
a human hair) will not pass through it. All engines are equipped with a full-flow
filter.
Larger turbocharged engines and engines for use in extremely dusty
operating conditions may also be fitted with a by-pass filter. When both filters
are used together they remove 94.2% of the particles from the oil that are five
(5) microns in size or larger. By-pass filters are constantly filtering a small
portion of the oil whenever the engine is running.

Page 4 May 2005
An oil filter is continuously collecting contaminating particles, and will
eventually fill up and lose its filtering ability. Therefore, filter elements must be
replaced periodically as recommended in appropriate manuals.
Sometimes, when their labels have been painted over, there can be difficulty
distinguishing the full-flow filter from the by-pass filter. Externally, the spin-on
canisters look identical. Looking at them from the top, the by-pass filter has
fewer holes.
• Oil filter by-pass valve - The oil filter by-pass valve, sometimes called safety
valve, is provided across the full-flow filter inlet and outlet circuits. If the filter
element becomes clogged, pressure on the inlet side will become greater
than on the outlet side. This pressure difference acts on the valve to open the
port between the inlet and outlet, by-passing the filter element. The idea is
that dirty oil is better than no oil at all.
• Piston cooling nozzles - Many diesel engines, particularly turbocharged
engines, have a special oil rifle drilled into the block, which delivers oil to
piston cooling nozzles (one per piston). These nozzles spray oil on the
underside of the pistons for cooling.
The pressure in some piston cooling nozzle circuits is controlled by the size of
the nozzle orifice. Other circuits use a valve, which functions approximately
the same as the previously described regulator valve.
b. Why Do It
To teach the structure and function of the lubrication system components.
c. How To Do It
Lecture using actual lubrication system parts, whenever possible. When parts are
not available, appropriate slides 4-3 through 4-14 are used as teaching aids.
4. Inform the Student of Which Oils are Recommended For Use in Komatsu and
Cummins Engines
a. What To Do
Before the class begins, have available one Cummins L10 series engine and one
Komatsu D375A-2 Operation and Maintenance Manual. Now give these books to
two different students and instruct them to find the correct oil for use in their
engines, assuming that the ambient temperatures range is between 0° and 20°C.
Tell the other students, “Before we finish this chapter on engine lubrication
systems, I want to insure that you know what oils are recommended by Komatsu
and Cummins for their engines.”
Now have each of the two students read aloud their findings as follows:
L10 manual, page 11-11, states to use CE/SF 15W-40 multi-viscosity engine oil.
API classification CE. Also, CC/CD or CD/SF is acceptable, if CE is not available.

May 2005 Page 5
D375A-2 manual, page 146, SAE 30, SAE10W-30, or SAE15W-40 would be
acceptable. On page 147 API classification CD is preferred; CC could be used if
the oil change interval was reduced to half the recommended time interval.
b. Why Do It
To insure that the students realize that the oil specifications differ between the
two manufacturers. However, you can point out that using SAE15W-40 with an
API classification of CD or CE satisfies both companies' requirements.
c. How To Do It
Class discussion and reading from the manuals. Instructor should use the flip
chart to print in 2" letters the recommended viscosity, and API classifications of
each manufacturer as the students read to their peers.

possible.
• If a customer paints over the labels of the full-flow and by-pass spin-on canister
type filter, how can you identify one from the other?
Answer: The full-flow has more holes.
• What is the micron rating of the full-flow filters used in Komatsu engines?
Answer: 40 micron absolute.

Page 6 May 2005
D. SUMMARY
During the class you have been taught:
1. How the lubricant flows through the engine.
2. The structure and function of the lubrication system components.
3. The different ways that oils are classified.
4. Which oils are recommended for use in Komatsu and Cummins engines?
If you have learned these four things, you are ready for the next lesson, which will
increase your knowledge of engines even more. In the next lesson, you will be studying
the fuel system.

May 2005 Page 7
Page 8 May 2005
Lesson Outline
LESSON TITLE: Fuel Systems LESSON CODE: BN-5
A. INTRODUCTION
1. Gain Attention
Ask this question, “Of the several engine systems, which one has the most interest
for the mechanic?”
Someone will say it is the fuel system. Agree with that person and say, “Yes, it is the
fuel system, and that is the topic of this training class.”
2. Motivation
to learn.
Say, “You have all heard someone say an engine is an engine is an engine.” But, is
it true? Are all engines alike? Does each model and manufacturer have its own
unique features? One design characteristic, which sets Komatsu, Cummins, and
Detroit Diesel apart from one another, is differences in the concept of how to deliver
fuel to the cylinders. The fuel system is the most complex of engine systems. You
will have to pass a test of what you are about to learn before satisfactorily
completing the basic engine program.
3. Purpose
here.
• Learn the functions of a fuel system.
• Learn the types of fuel systems and be able to explain their differences.
• Learn the structure and function of high-pressure fuel system components.
• Learn the structure and function of low-pressure fuel system components.

May 2005 Page 1
B. LESSON CONTENT
1. Explain the Five Functions of a Fuel System
a. What To Do
Explain the five functions of a fuel system. Use the flip chart to print in 2" letters
the key words: supply, control, metering, timing, and injection. Pause after each
word to emphasize the following points:
• Supply - Fuel is supplied from tanks through filters and lines. A fuel transfer
pump creates initial flow.
• Control - an electric solenoid and/or the throttle linkage and a governor
regulate Fuel flow, which is usually included in the fuel pump.
• Metering - Measuring the amount to be injected.
• Timing (timing of injection) - The method used to insure that fuel will be
injected while all valves are closed and the piston is approaching top dead
center of the compression stroke.
• Injection - The method of getting atomized fuel into the cylinder. This insures
complete combustion of the fuel and consequently, maximum power exerted
on the piston and crankshaft.
b. Why Do It
To teach the students five functions of a fuel system. Also to prepare them for
learning how our particular fuel systems work.
c. How To Do It
Lecture using a flip chart as a teaching aid.
2. Explain the Differences in the Two Basic Types of Fuel Systems Found on Komatsu
Products Today
a. What To Do
Show one system at a time explaining its key features as indicated below.
• High Pressure System - Originally designed by Robert Bosch of Germany.

Sometimes called the multiple pump system. It uses one high-pressure piston
pump per cylinder. The pumps supply fuel-to-fuel nozzles, which function like
relief valves. When pressure in the individual fuel lines reaches the set value
of the spring inside the nozzle, fuel is relieved through the orifices in the
nozzle tip into the combustion chamber. Timing and metering of the fuel take
place in the fuel pump.
• Low-Pressure System - There are several types of low-pressure fuel
systems. The one that is found in Komatsu product lines is the Pressure-Time
system, from the Cummins Engine Company. This type system uses an
individual plunger type injector at each cylinder. This plunger times and
pressurizes the fuel at each injection. The upward and downward movement
of the injector plunger (timing) is controlled mechanically with a special
camshaft lobe, push rod, and rocker arm for each cylinder. A gear pump
provides a constant flow of fuel into the injector cup before each injection

Page 2 May 2005
through a fixed orifice. At any given speed, the orifice is open for a specific
time. The amount of fuel entering the cup depends on the pressure of the
fuel, which is set by the governor.
b. Why Do It
To teach the students the differences between the two major fuel systems found
on Komatsu products.
c. How To Do It
Lecture using slide 5-1 as a teaching aid.
3. Explain the Structure and Function of Components Common to Both Types of Fuel
Systems
a. What To Do
Before class gather examples of common fuel system parts. When explaining the
structure and function of the part, pass the appropriate example among the
students for their examination. Always keep these parts hidden from the students
until you are ready to talk about each one. Never display more than one at a
time, as the others will be a distraction. Emphasize the following points.
• Fuel tank - Point out the location of its parts. It has two valves, one for
periodically draining contaminants, and one to shut off the fuel when working
on the system. Normally, the fuel tank is located above the level of the engine
to allow unrestricted flow of fuel to the filter and pump.
• Fuel lines - The fuel lines must be the correct size, bends must be wide, the
filter and fittings not obstructive to the fuel flow.
• Filter - The fuel must pass through restricted passages within the fuel pump,
governor, and through very small holes in the injector/nozzles. The removal of
contaminants is absolutely necessary. Current Komatsu fuel filters are spin-
on canister types with a special resin treated paper element. A plug is
provided in the bottom to drain contaminants.
• Water separator - Some engines are equipped with a combination water
separator/filter. It has a space at the bottom for the accumulation of water and
a hand actuated drain valve. Some engines are equipped with a dual water
separator and filter adapter for double protection in severe environments.
• Fuel transfer pumps - The Cummins designed engines, equipped with the
pressure-time type system, have a single gear pump, which supplies all the
fuel flow for the entire system. When there is not excessive resistance to flow
or excessive wear, these pumps are very reliable.
Some Cummins and all Komatsu engines use a Robert Bosch type fuel
system. These systems use a fuel transfer pump, sometimes called a feed or
lift pump. The transfer pump transfers fuel from the tank, through the filter, to
the main multi-pump assembly. There are two basic designs, the piston type
and the diaphragm type. The piston pump type contains two valves, which
keep the fuel flowing in one direction. Both types have a priming function,

May 2005 Page 3
which is used to bleed air out of the system, and is also used when checking
or setting fuel injection timing.
• Fuel shut off devices - Cummins engines have electric fuel shut off
solenoids, which are activated when the key switch is activated. This allows
fuel to pass out of the pump.
Some Komatsu designed engines also have fuel shut off solenoids, but the
set up is different. Instead of directly interfering with the fuel flow, they are
connected to the governor by linkage.
Other Komatsu engines use an engine stop motor. It is connected to an

engine stop lever inside the governor and works very much like a windshield
wiper motor.
• Throttle linkage - usually the operator to control the fuel sent to the engine
uses a manually actuated linkage. Sometimes this linkage is also used to shut
off the fuel supply and stop the engine.
b. Why Do It
To teach the students structure and function of the common fuel system
components.
c. How To Do It
Lecture using actual fuel system parts as teaching aids. If parts are not available
or are not practical, use slides 5-2 to 5-10 as needed.
4. Explain the Structure and Function of the High Pressure System and Its
Components
a. What To Do
Begin by showing the fuel flow of a typical high-pressure system. Explain the
structure and function of each part. If possible, have examples of the system's
parts available for student examination. If you do have parts, show only one at a
time because the others will distract from what you are talking about at the
moment. Make the following points about each part.
• Pumps and governors - Multi-pump injector pumps are driven by the
injection pump drive gear in the drive train. This gear turns once for every two
turns of the crankshaft. The pump consists of a camshaft with lobes for each
cylinder. They push individual tappets at the appropriate time. This pushes
the plunger up so that fuel under pressure is sent to the injection nozzle. The
plungers have a slot through which fuel passes as it enters from the plunger
barrel. Rotation of the plunger with the governor and throttle linkage meters
the amount of fuel injected. At the top of each plunger is a delivery valve,
which prevents drain-back of fuel between injection cycles.
The RSUV governor is typical of the design of governors used on construction
equipment, with a multi-pump fuel system. It is attached to the pump, and the
pump camshaft drives the governor flyweight. The amount that the flyweight

Page 4 May 2005
is opened or closed depends upon the balance of centrifugal force, controlled
by the speed of the engine and governor spring tension. The opening and
closing of the flyweight is delivered to the injection pump control rack, through
the tension lever and other links inside the governor. Some governors, for
turbocharged engines, have a boost compensator, which acts to reduce black
smoke.
Rotary distributor type injector pumps have a lift pump, which draws fuel from
the tank and delivers it through the filter to the pump assembly. Inside the
distributor pump assembly is a vane supply pump, which pressurizes the
interior of the pump. Regulated internal pressure is fed to the distributor
plunger, which distributes high pressure to the injection nozzles. Leakage
from the nozzles is returned to the tank. Pump volume and fuel pressure (up
to 6.68 kg/cm² or 95 psi) increases with engine speed. A regulator valve
regulates the pump pressure. There is also a solenoid for shutting off the fuel
supply. The distributor pump plunger has a rotary and stroking motion, which
allows it to develop the required injection pressure, and distribute fuel to the
appropriate cylinder at the right time. The plunger has a distribution slot which
aligns with one of the discharge ports at the appropriate moment. A cam
plate, which is controlled by the governor, rotates the metering slot to control
the amount of fuel delivered. The governor uses a mechanical flyweight,
spring and linkage. A balance between the spring and flyweight force controls
a cam plate and consequently the metering of fuel.
• Injection nozzles - There are two basic types of injection nozzles; those that
use a screw for adjustment, and those that use shims for adjustment.
Remember that nozzles act like relief valves. When pressure in the line
exceeds the set pressure of the nozzle spring, the nozzle needle valve is
raised off its seat and fuel is relieved into the cylinder.
• Automatic Advance System - Some high-pressure fuel systems also have
an automatic timing advance. Its purpose is to automatically advance fuel
injection timing in proportion to increases in engine speed. It is either fitted to
the front of the multi-pump, or placed between the fuel pump drive gear and
the pump drive flange. Centrifugal force acts on flyweights to expand them,
thus changing the time of injection.
b. Why Do It
To teach structure and function of the high-pressure system components.
c. How To Do It
Lecture using slides 5-11 through 5-32 as teaching aids.

May 2005 Page 5
5. Explain the Structure and Function of the Low Pressure System and Its Components
a. What To Do
Begin by showing the fuel flow of the low-pressure system. Then explain the
structure and function of each part. If possible, have examples of the system's
parts available for student examination. If you do have the parts, show only one
at a time because the others will distract from what you are talking about at the
moment. Make the following points about each part.
• Fuel pump - The PT fuel pump is driven by the engine fuel pump drive gear
and shaft. Fuel flows through the pump as follows: from the gear pump to the
filter screen, to the PTG governor, through the throttle shaft to the MVS
governor, and out of the pump via the fuel shut off solenoid. There is a
damper on the discharge side of the gear pump, which absorbs pulses. The
filter screen has a built-in magnet for removing ferrous metal particles.
• PTG governor - This governor, which is built into the pump, increases or
decreases the fuel pressure to the fuel manifold, which equally serves all
injectors. This is a centrifugal governor operating with a speed proportional to
the engine speed. Engine speed causes the governor weights to push the
governor plunger against spring force. This action regulates fuel pressure
according to engine speed. Also, the governor limits the highest engine speed
to its maximum speed setting. In construction equipment the pump throttle
shaft is fixed in a given position (fully open) and there is no connection with
any external control.
• MVS governor - The MVS governor is used on most Komatsu products
equipped with the PT fuel system. This governor sets the maximum speed.
The fuel control lever of construction equipment is attached to this device.
Fuel pressure from the pump acts against one end of the plunger and spring
tension on the other. The amount of fuel allowed to pass out of the MVS
governor and on to the injectors is dependent upon the equilibrium between
the fuel pressure and spring force. The throttle arm, located behind the seat
of the governor spring, is a means of changing the pre-load of the spring. The
operator through control lever linkage actuates this arm.
• Air fuel control - Many PT pumps mounted on turbocharged engines also
have an air fuel control (AFC). The purpose of this device is to reduce
pollution and wasting of fuel (black exhaust smoke) during rapid changes of
engine speed.
• PT injector metering - The principle behind PT metering can be related to a
floodgate. If the floodgate is opened when there is little water pressure behind
it, some water will be forced through. If the floodgate is opened when a lot of
pressure is present, much more water will be forced through. The PT pump
and governor senses the engine speed requirement and increases the fuel
pressure accordingly. This pressurized fuel enters each injector at a small
inlet called the adjusting orifice. The engine camshaft operates the PT
injectors mechanically. The shape of the cam lobe determines the time for

Page 6 May 2005
injection. Fuel is metered by the amount of time the injector plunger is up, and
the amount of pressure created by the governor in the manifold. All the fuel in
the cup is injected into the cylinder. During the downward stroke of the
injector plunger, great pressure is created on the fuel, which atomizes it into a
fine mist as it is forced into the combustion chamber.
• PT injection timing - Engine timing is accomplished by proper alignment of
the crankshaft and camshaft gears. The amount of time that the injector
plunger needs to be up, injector cup is filling, and the optimum moment to
begin injection is dependent upon the design of the injector camshaft lobe. A
Cummins engine rebuilder must be certain to install the proper camshaft for
the application. The camshaft lobes used for injection have an eccentric
shape.
During the time the injector follower rolls over the cam injection ramp, the
push tube is being lifted and the injector plunger is driven down injecting fuel.
As the roller reaches the outer base circle of the cam lobe, it is as far away
from the cam centerline as it will be. The outer base circle, which forms
roughly half of the total cam surface, holds the follower assembly lifted. This
means that the rocker arm is tipped forward and the injector plunger is
seated, or bottomed in the cup. This seals the injector so combustion
pressure and smoke cannot enter the injector body.
As the follower reaches the retraction ramp, it moves from the outer base
circle to the surface of the inner base circle. This lowers the follower, the push
tube or rod, and the push tube side of the rocker lever. The injector plunger
travels upward because as pressure is released on the injector spring, spring
tension raises the plunger. During the very short time that the plunger is
raised, follower rides the cam lobe inner base circle; the injector cup is filling
with fuel.
• Injector adjustment - There are two methods for adjusting injectors, the
torque method and the dial indicator method (DIM). It is very important to use
the Top Stop Injectors.
• Injectors - There are three types of injectors in use today on Komatsu
products. They are the flange, the PTD, and the PTD Top Stop. The flange
type is found on the old NH220 model engine. Fuel enters and leaves this
type via connection pipes, which are screwed through the rocker box. Exter-
nal metal pipes bring fuel from the pump and return fuel to the tank.
Newer models of Cummins engines use cylindrical injectors. Fuel enters and
leaves the injector via internal drilled passages in the cylinder head. The PTD
type has its spring exposed and when removed from the engine, its plunger
can be lifted out through the top. On the other hand, PTD Top Stop injectors
have a locknut on the top, which must be removed before the plunger or
spring can be removed.

May 2005 Page 7
b. Why Do It
To teach the structure and function of low-pressure fuel system components.
c. How To Do It
Lecture aided by slides 5-33 through 5-44.
6. Familiarize the Student With the Komatsu Automatic Priming System
a. What To Do
Show the outline of the Komatsu automatic priming system and briefly describe
how it works. Emphasize the following points.
This system is found on Komatsu 155 and 170 series engines. The reason for its
production was to eliminate hard starting in these big bore engines. Also, to
eliminate operator errors when attempting cold weather starts.
When the engine is cold, which is determined by an engine water temperature
sensor, and if the operator pushes the preheat switch on the panel, glow plugs in
the intake manifold will begin heating intake air. At this time, a preheat light on
the instrument panel informs the operator that the engine is preheating.
When the monitor panel light goes out, this is the signal for the operator to start
cranking the engine. During cranking and for a short time after the engine is
running, small amounts of fuel are sprayed into the intake manifold to further heat
intake air. An APS controller located inside the relay box controls this fuel
injection. This controller is programmed in such a way that it must receive two
input signals before it will allow fuel to flow. When cranking, one signal is
received from the glow plug circuit, and another from the starting switch circuit.
The APS controller sends output signals to the preheat fuel nozzles. When the
engine is started, the cranking signal between the starting switch and the APS
controller is broken. However, the controller continues to send output signals
because it is now getting its second input signal from the alternator. The fuel for
the APS is electrically controlled. The APS controller will continue to send output
signals to the preheat fuel nozzles until the operator shuts off the preheat circuit
by hand or the engine water is heated. The entire electrical (control) portion of
the APS is grounded through the water temperature sensor. When the water is
heated, the circuit ground is broken and preheating is stopped. If the water is
heated, automatic preheating is not possible.
b. Why Do It
To familiarize the student with the automatic priming system found on Komatsu
155 and 170 series engines.
c. How To Do It
Lecture using a slide 5-45 as a training aid.

Page 8 May 2005
possible.
• Where does metering take place in a low-pressure system?
Answer: At the injector.
• When does injection begin within an individual barrel and plunger of a multi-pump
(Bosch) system?
Answer: When the inlet/outlet port closes.
• Where does metering take place in a high-pressure system?
Answer: In the injection multi-pump.
• Which PT system injector is adjusted using the dial indicator method?
Answer: Non Top Stop Injectors.
D. SUMMARY
1. The functions of a fuel system.
2. The types of fuel systems, and you should be able to explain their differences to
others.
3. The structure and function of a typical high-pressure system and its components.
4. The structure and function of a typical low-pressure system and its components.
Now that you have finished studying the fuel systems, you can look forward to studying
the next and final chapter of Basic Engine studies, the Cooling Systems

May 2005 Page 9
Page 10 May 2005
Lesson Outline
LESSON TITLE: Cooling Systems LESSON CODE: BN-6
A. INTRODUCTION
1. Gain Attention
Display a picture of a lady in a dress and say, “Humans are quite adaptable
creatures.” Now display a picture of the same lady wearing a thick coat and say,
“When the weather changes, we change with the environment by adding clothes
when necessary.” Now display a picture of the same lady dressed in a bikini and
say, “We can choose not to wear any clothes if it gets too hot.”
Display a picture of an engine and say, “Our engines are also run under all sorts of
conditions. However, they can't talk to us and keeping them cool is not as easy as
removing a coat.”
2. Motivation
to learn.
Today we will study the last chapter in the Basic Engine course. It is devoted to the
engine's cooling system. It is very important for you to have a thorough under-
standing of how a typical diesel engine cooling system works. Many service calls
that you will have to make in the future will be to solve overheating problems.
3. Purpose
here.
• Learn the coolant flow through the engine when the coolant is cool, when the
coolant is hot, and during normal operation.
• Learn what the quality of source water should be for use in the coolant mix.
• Learn the proper level of freeze protection.
• Learn what additives are used in the coolant and each additive's purpose.
• Learn the structure and function of the cooling system components.

May 2005 Page 1
B. LESSON CONTENT
1. Explain the Basic Structure of a Cooling System
a. What To Do
Show an outline of a cooling system. Point to and properly name each of its
components in the order of normal coolant flow.
b. Why Do It
To insure that all students are aware of the basic composition of a typical cooling
system.
c. How To Do It
Lecture using a transparency 6-1 as a teaching aid.
2. Explain How the Coolant Flows Through the Engine
a. What To Do
Show and explain how the coolant flows through the engine when the coolant is
cool, when the coolant is hot, and under normal conditions. Emphasize the
following key points during your discussion.
• When the coolant is cold - During initial warm up operation, the water pump
forces pressurized coolant through engine passages. Since the coolant is
cold, the thermostat is closed. Consequently, the coolant is circulated within
the engine block only.
• During normal operation - When the engine reaches normal operating
conditions, the thermostat is partially open. The amount of opening is
dependent upon the coolant temperature. Coolant flows in two directions from
the thermostat housing. Some goes to the radiator to be cooled, and some
goes to the water pump. As the coolant heats up, coolant is diverted from the
water pump passageway and more is sent to the radiator.
• When coolant is hot - When the coolant is hot, the thermostat entirely closes
off the passageway to the water pump, and all the coolant is routed to the
radiator for cooling.
b. Why Do It
To teach the students the three ways that coolant circulates through an engine,
depending upon the temperature of the coolant.
c. How To Do It
Lecture using transparency 6-2 as a teaching aid.
3. Discuss the Importance of Good Quality Source Water for Use in the Coolant Mix
a. What To Do
Lead a class discussion aimed at bringing out the importance of obtaining a good
supply of source water for use in the coolant mixture. Emphasize the following
key points during the discussion.

Page 2 May 2005
• Calcium and magnesium - Many customers are unaware that clear river water
and well water is unsuitable for use in a diesel engine's cooling system. Water
from these sources is likely to contain high levels of dissolved calcium or mag-
nesium. These elements are decomposed by the heat generated by the engine
and then form a scale on the inner engine and radiator walls. High concentrations
of these contaminants are even present in many of our drinking water supplies.
One fourth of an inch of this scale has the same insulating ability as 4" of steel.
Therefore, an engine's life can be severely shortened if contaminated water is
used.
• Silica - Another common water contaminant is silica. It looks like powdered
stone. It is not soluble in water but is sometimes found mixed with water. It forms
a hard scale that is not easily removed. Also, silica is more likely to form a scale
if the water is high in acid.
• Salt or calcium sulfate - When salt or calcium sulfate is dissolved in water,
chloric ion or sulfuric ion is produced. Each of these causes iron to rust. Rust, like
scale, will stick to the exterior walls of the cylinder liners and other water
passages. This coating is an insulator and the exchange of heat from the engine
to the water is reduced.
• Acids - Another common problem is corrosion. Acids present in the water will eat
away at the engine metal parts and seals.
• Prevention - The best way to combat the problems we've discussed is to insure
that the customer is not pouring these contaminants into the coolant. The water
source should be tested periodically, even if it is from a drinking source, to insure
it is safe to use.
Now show a water test kit like Komatsu's Coolant Analyzer 799-202-7001 or
Corrosion Resistor Test Kit 799-202-8001. It is good to have three water samples
available, (one with a neutral pH, one with an acid base, and one with an alkaline
base), along with some pH test paper to show how the paper can be used to
show the pH of the source water. Be aware that antifreeze in a coolant solution
will give you false pH readings, so this test is for source water only.
b. Why Do It
To teach the student that contaminants in the source water is bad for the engine.
c. How To Do It
Class discussion using transparency 6-3 as a teaching aid. Also use Corrosion
Resistor test Kit 799-202-8001 to make a water test.
4. Clarify What Causes Liner Pitting
a. What To Do
Lead a class discussion aimed at finding the cause of liner pitting. Make certain
that the following key points are discussed.

May 2005 Page 3
• Air bubbles - Another type of cooling system contamination is the intrusion of
air. It doesn't matter how the air bubbles get into the coolant, they are still
contaminants. Air can enter the system through a loose hose clamp or
through a pinhole. The motion of water creates air bubbles as it passes the
water pump impeller. The heat, particularly around the top of the cylinder
liners, will release oxygen molecules from the water.
• Piston slap - Most cylinder liners are installed into the block using a press fit
at the top, and crevice seals and o-rings at the bottom. The coolant circulates
around the liner between these sealing areas. The pistons strike the liners as
they travel up and down due to the side thrust imparted to them by the
connecting rods. This piston striking is called piston slap. As the piston rings
wear, this slap will intensify.
• The cause of liner pitting - The clearance between the piston, liner, and
block allows the piston slap to be translated into high frequency vibration,
much like the vibration of a bell when it is struck. The side of the liner first
moves toward the coolant and then away from it. This rapid movement
causes small vapor voids to form as the liner moves away. The voids collapse
or implode as the liner moves back. This process is sometimes described as
a form of cavitation.
The violent shock waves, caused by the bubble collapse, hammer the liner
surface. The resulting erosion is highly localized and can drill holes through
the liner.
• The solution - Supplemental coolant additives are used to prevent liner
pitting. An anti-foaming agent is used to reduce the formation of air or vapor
voids. Another additive helps form a protective microscopic film on the coolant
side of the liner. This very hard film resists damage from the implosion of air
voids.
b. Why Do It
To teach the students how liners become pitted.
c. How To Do It
Class discussion and use of a transparency 6-4. Also, use the flip chart to show
the typical wear pattern of pits on the thrust and anti-thrust side of a liner.
5. Discuss Cooling System Additives
a. What To Do
Tell the students what additives are used and how best to maintain these
additives at the proper levels within the coolant. Emphasize the following points.

Page 4 May 2005
• Conditioning of the coolant - Because of the many chemicals present in
natural and municipal water, it is necessary to condition the water used in the
coolant mixture. Following is a partial listing of the additives used in the
cooling systems of Komatsu and Cummins engines.
• Buffering agents to reduce acidity.

• A chemical to limit hardness (calcium magnesium) to 300 PPM.
• Chemicals to limit chloride and sulfate to less than 100 PPM.
• A de-foaming agent.
• A chemical to form a protective film on the liners.
• A scale inhibitor.
• Maintaining coolant additives - The easiest and most effective means of
maintaining diesel engine cooling system additives is through the use of
chemical coolant filters. These chemical coolant filters, sometimes called
corrosion resistors, are effective in controlling the addition of supplemental
coolant additives, (providing they are changed at the recommended time
intervals). They also provide the benefits of mechanical filtration of rust and
other solids.
To prevent excessive liner pitting, coolant should be tested a minimum of
twice a year. When excessive coolant loss occurs and coolant is replaced,
dilutions of additive chemicals result. If excessive coolant loss is suspected,
coolant should be tested at every oil drain and corrections made to
compensate for the chemicals lost due to dilution. For Cummins engines,
liquid DCA4 is used to obtain the correct chemical to coolant balance as
follows:
DCA4 Concentration What to Do
Below 1.2 units per gal. Replace the service filter and add 1 pint of
liquid DCA4 (5 units) for each 4 gallons of
coolant (1.2 units per gallon of coolant).
1.2 to 3 units per gal. Replace the service filter at each oil drain
interval.
Above 3 units per gal. Do not replace the service filter or add
DCA4 until SCA level falls below 3 units
per gallon.
• Antifreeze - Another additive required for all engines is antifreeze. The

purpose of antifreeze is to prevent the coolant from freezing. The antifreeze
specified for use in all engines in Komatsu products is LOW SILICATE,
SINGLE PHASE, ETHYLENE GLYCOL BASE antifreeze. The maximum
freezing point with a solution of 50% water and 50% antifreeze should be -
37°C (-34°F). Never use automobile antifreeze.
It is recommended that the amount of freezing protection should be set to
10°F lower than the lowest recorded temperature in the operating area. When

May 2005 Page 5
adding antifreeze, it is also recommended that a refractometer (Komatsu part
no. 795-500-1000) be used to check the protection level.
b. Why Do It
To teach the students what additives are used in the cooling systems of Komatsu
product lines.
c. How To Do It
Lecture using transparency 6-5 as a teaching aid. Also use the flip chart to list, in
2" letters, the additives and their function.
6. Discuss the Structure and Function of the Cooling System Components
a. What To Do
Show and explain the structure and function of the cooling system components.
Emphasize the following points about each part.
• Radiator - The radiator consists of an upper tank, a filler cap, a pressure

valve, a radiator core, and a bottom tank.
The upper tank consists of a baffle plate, a fill tube with cap, a coolant inlet
connection from the engine's thermostat housing, a vent line from the engine,
and a pressure valve.
The pressure valve can either be made a part of the radiator fill cap or be a
separate bolt-on unit. There are several reasons for keeping the engine's
cooling system under positive pressure. One is that it assures a solid flow of
coolant into the far reaches of the system. Another is that when the pressure
in the cooling system is higher than atmospheric pressure, any leaks will be
external, and therefore more easily detected. Perhaps the best-known reason
is to raise the boiling point of the coolant. This is desirable because at sea
level, water boils at 212°F. Most diesel engines are designed to operate at a
temperature of 200°F. This leaves very little margin for changes in operation
or ambient temperatures. It has been demonstrated that at sea level, 1 psi of
pressure added to the cooling system will raise its boiling point 3°F. Most
radiator pressure caps or valves in the engines of Komatsu machines are
rated at .7 kg/cm² (about 10 psi). The actual boiling point at sea level is
242°F, which gives us an extra margin of safety in the prevention of boil over.
This is especially important at altitudes where the boiling point is lower, due to
a decrease in atmospheric pressure.
There are three different designs of radiator cores; the in-line, the canted or
staggered type, and the herringbone type. The design used depends on the
application. It is recommended that an anemometer be used to locate
blockages of airflow through the radiator.
• Water pump - The centrifugal water pump can be belt or gear driven. The
drive pulley or gear is keyed to a shaft. At the other end of the shaft is an

Page 6 May 2005
impeller. As the impeller rotates, a low-pressure area is created at its center.
Coolant is drawn into this area and then whirled to the outside by centrifugal
force, and forced out into the coolant passages.
• Thermostat - The thermostat, which opens and closes with the coolant
temperature, controls the coolant flow to the radiator automatically so proper
coolant temperature can be maintained. There are two designs in use. Both
use expansive wax as the control element.
• Oil cooler and after cooler - Oil coolers are heat exchangers which use the
engine coolant to remove heat from the engine lubricant. There are two basic
types of oil coolers; one bolts on to the engine block, and one has its water
cavity cast into the side of the block. Water passes through the cores of the
bolt on type, and flows around the outside of the one formed into the block.
The after cooler is another form of heat exchanger, which was previously
discussed in the chapter on Air Intake & Exhaust Systems. The engine
coolant takes heat out of the intake air to make it denser.
• Water filter - The water filter, or corrosion resistor, has a resin coated paper
element to filter out solid contaminants and a variety of additives (as
discussed previously). Its replacement at the optimum time is the easiest
method of maintaining cooling system additives.
• Fans - There are three types of fans which can be found on construction
equipment; the blower, the suction, and the reversible. Of the three, the
suction fan is the most efficient at helping the radiator to get rid of heat in the
coolant. However, the suction fan is not always the best type for the
application. For example; a suction fan mounted on a bulldozer, would only
contribute to complaints of overheating. It would draw in dirt dug by the blade,
causing an exterior plugging of the radiator.
• Fan belts and pulleys - There are two types of belts used; the poly-V and
the cog-type. Poly-V types have several channels. Cog-types are made to
bend around a small radius. When belts become frayed, cracked, or worn
they should be replaced. At the same time, check belt pulleys as they wear
with the belts. Sets of belts are always replaced at the same time.
• Hoses and pipes - Hoses, tubing, pipes, and fittings should be of the correct
size and have smooth interior passages. There should be an absence of tight
bends.
b. Why Do It
To teach the structure and function of the cooling system components.
c. How To Do It
Lecture using transparencies 6-6 through 6-20 as teaching aids.

May 2005 Page 7
possible.
• Describe the coolant flow during normal operation.

Answer: From the water pump, through the engine passages, to the thermo-
stat where part of the coolant goes to the radiator and the other part
goes to the pump.
• What causes pitting of cylinder liners?
Answer: Imploding vapor voids.
• What is the recommended freezing protection point for the antifreeze added to
coolant in Komatsu machines?
Answer: 10°F below the lowest recorded temperature in the area of operation.
D. SUMMARY
1. The flow of the coolant through the engine when it is cold, when it is hot, and during
normal operation.
2. What the quality of source water should be for use in the coolant mix.
3. What the proper level of freeze protection should be.
4. What additives are used in the coolant and their purpose.
5. The structure and function of the cooling system components.

Page 8 May 2005
Company
PowerPoint
Slide Show
Slide Show can be found on CD/DVD
Tab 5
Company
Student
Handout
(Can be found on CD/DVD)
Tab 6
Company
Assessments
Tab 7
For Instructor Use Only
Score: ________
IMPORTANT: This is a multi purpose answer sheet designed especially for the Basic Service Training Materials series. This
answer sheet can be used for in-house and/or self study manuals. This answer sheet is used to validate your
study of each chapter or lesson.
BASIC SUBJECT TITLE: BASIC ENGINE - 4004 STUDENT’S NAME: __________________________________

DISTRIBUTOR NAME: _______________________________ DISTRIBUTOR BRANCH: ______________________________
INSTRUCTIONS:
NOTE: If you are taking this Basic Subject course online – you will not need to use this form.
A. All answers are based upon the contents of the Basic Service Training Manual.
B. Read each question and all answers carefully.
C. When there are fewer than 12 questions, mark your answer for the number of questions asked per chapter and leave remaining boxes
blank.
D. There is only one correct answer for each question. If there appears to be more than one correct answer - select the most correct answer.
E. Please circle the appropriate letter for each answer.
F. Make corrections by drawing a BOLD "X" through any incorrect answer and place a circle around new selection.
G. Upon completion, turn the answer sheet in to your instructor or KLMS Administrator.
H: DO NOT MAIL YOUR ANSWER SHEET TO KOMATSU.
Chapter 1 Chapter 5 Chapter 9

1. A B C D 1. A B C D 1. A B C D
2. A B C D 2. A B C D 2. A B C D
3. A B C D 3. A B C D 3. A B C D
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7. A B C D 7. A B C D 7. A B C D
8. A B C D 8. A B C D 8. A B C D
9. A B C D 9. A B C D 9. A B C D
10. A B C D 10. A B C D 10. A B C D
11. A B C D 11. A B C D 11. A B C D
12. A B C D 12. A B C D 12. A B C D
Chapter 1 - Assessment
Engine Fundamentals
Instructions: There is only one correct answer to each question. If there appears to be
more than one answer, select the most correct answer.
If an in-house instructor is administering this test, turn your answers in to the
instructor when you are finished. Your instructor will input your scores into the
Komatsu Learning Management System.
If you are taking the Basic Engine course as self-study, mark your answers in
the appropriate space on the answer sheet provided in the back of the
booklet. When you have completed all of the assessments for the entire book,
either:
a. Turn the assessments into your instructor along with your Answer Sheet.
The instructor is provided with an answer key and will grade your
assessment and also input your scores into the Komatsu Learning
Management System. Or,
b. Log-in to the Komatsu Learning Management System (KLMS), using your
extranet username and password. Go to the KLMS site, enroll in this Basic
Subject course, after your enrollment has been approved, you can launch
the course, then click on the Assessment link and answer each question.
Your grade will be scored and tracked automatically. Note: The online
assessment questions are in random order.
1. In a 4-cycle diesel engine, which of the following strokes would be occurring if
both valves are closed and the piston is moving downward?
a. Intake.
b. Compression.
c. Expansion.
d. Exhaust.
2. Which statement is true regarding the operating principle of a 2-cycle diesel
engine?
a. One crankshaft revolution is required for each power cycle.
b. Two crankshaft revolutions are required for each power cycle.
c. The exhaust valve or port is closed when the intake port is open.
d. Intake and exhaust occur during separate strokes.

Page 1-1 May 2005
3. Which type of combustion chamber is the most widely adopted?
a. Side valve type.
b. Overhead valve type.
c. F - head type.
d. T - head type.
4. Which of the following statements is true when comparing the characteristics of a
pre-combustion chamber type engine with a direct injection type?
a. The fuel consumption rate is lower than that of direct injection engines.
b. There is less thermal loss than that of direct injection engines.
c. It is easier to increase the temperature of the intake air in a pre-combustion chamber
type engine.
d. Engines with the pre-combustion chamber design have the ability to burn low-grade
fuels.
5. Which of the following firing orders is most common for 6 cylinder engines found
in Komatsu products?
a. 1-4-2-6-3-5.
b. 1-5-3-6-2-4.
c. 1-2-5-6-3-4.
d. 1-3-6-4-5-2.
6. At sea level, about how much of the composition of air is oxygen?
a. 20%.
b. 30%.
c. 40%.
d. 50%.
7. What is the maximum percentage of horsepower increase that is possible by
supercharging and adding fuel to an engine?
a. 10%.
b. 20%.
c. 30%.
d. 40%.
8. Which statement is true regarding the fuel used in a diesel engine?
a. The spray mist can never be too fine.
b. The larger the fuel globules, the faster the fuel will burn.
c. Advancing fuel injection timing increases horsepower and therefore has no adverse
effects.
d. Many factors affect the burning of fuel, particularly correct spray pattern, injection
pressure, and injection timing.

Page 1-2 May 2005
9. Which of the following best describes compression ratio?
a. The volume in a cylinder with the piston at bottom dead center divided by the volume
with the piston at top dead center.
b. The volume in a cylinder figured by multiplying the length of the stroke by the area of a
circle having the diameter of the cylinder bore.
c. The amount of pressure felt on the human body at sea level.
d. The ratio between the air fuel mixture that actually enters a cylinder compared to the
amount that could enter under ideal conditions.
10. Which of the following is the best description of one horsepower?
a. A horse lifting a weight of 550 pounds a distance of one foot in 1 second.
b. A horse lifting a weight of 75 kilograms a distance of one meter in 1 second.
c. A horse lifting a weight of 1,100 pounds a distance of two feet in 2 seconds.
d. All of the above.
11. Which of the following statements best describes “rated speed“?
a. The highest speed the engine can achieve.
b. High free idle speed.
c. The speed at which the governor is set.
d. The speed which SAE rates the engine commercially.
12. Why is no engine 100% efficient?
a. Friction occurs at all moving parts.
b. Brake horsepower is always less than indicated horsepower.
c. Only a small part of the heat in the burning fuel can contribute anything toward
pushing down on the piston and thereby causing the engine to produce power.
d. All of the above are contributing factors.

May 2005 Page 1-3
Page 1-4 May 2005
Engine Fundamentals
either:
1. Which of the following is added to cylinder head molten iron to give the finished
casting increased toughness?
a. Carbon.
b. Silicon.
c. Manganese.
2. Which of the parts listed below is subjected to the greatest combustion heat?
a. Piston pin.
b. Valve.
c. Turbocharger.
d. Exhaust manifold.

May 2005 Page 2-1
3. Why is there a clearance between the rocker arm and the valve stem?
a. To protect against thermal expansion.
b. To prevent the entire movement transmitting mechanism from being subjected to
excessive force.
c. To prevent the valve from being kept open.
4. Why do most diesel engines have wet type cylinder liners?

a. They have high cooling efficiency and can be replaced should the piston-sliding
surface become worn.
b. Wet liners are subjected to less combustion temperatures than dry liners or piston
bores machined into the block.
c. They are subjected to less friction than dry liners or piston bores machined into the
cylinder block.
d. No special seals are needed between a wet liner and the block.
5. A "mid-fit" cylinder liner uses which of the following to prevent leaking?

a. A press fit surface at the top and a clevis seal plus two o-rings at the bottom.
b. A press fit surface at the top and three o-rings at the bottom.
c. A press fit surface at the top and a single o-ring near the middle.
d. Two press fit surfaces, one at the top and one at the bottom, plus a single o-ring in the
middle.
6. Which of the following is the most important function of the piston?

a. Compressing the air so combustion can occur.
b. To transfer the pressure of combustion to the crankshaft to turn the shaft.
c. To rapidly pass heat to the rings and out through the liner to the coolant.
7. Main bearings have a tin plating (overlay). What is its purpose?

a. It provides initial run-in protection.
b. It adds hardness to the bearing, thereby increasing its life.
c. It transfers heat rapidly, which allows the bearing to run cooler.
d. It protects the bearing from rough handling during packaging and shipping.
8. Which of the following parts govern the opening and closing of the valves?
a. Rocker arm.
b. Push rod.
c. Camshaft.
d. Crankshaft.

Page 2-2 May 2005
9. What is the purpose of a damper?
a. To balance the crankshaft at the front end.
b. To counteract torsional vibrations.
c. To counteract secondary vibrations
d. Absorbs unevenness of torque and makes power transmission smooth.
10. Which of the following may be used to control the thrust of a rotating shaft?
a. Thrust plate.
b. Thrust washers.
c. An end plate with adjustable shim pack.

May 2005 Page 2-3
Page 2-4 May 2005
Air Intake and Exhaust Systems
either:
1. Which of the following best describes an engine whose intake manifold air
pressure never exceeds atmospheric pressure?
a. Naturally aspirated engine.
b. Turbocharged engine.
c. Turbocharged and after cooled engine.
d. Supercharged with a belt driven blower and inter cooled engine.
2. What is the function (s) of a turbocharger?
a. Increase horsepower.
b. Cool the intake air.
c. Increase the quantity of intake air and minimize the amount of unburned fuel in the
exhaust.

May 2005 Page 3-1
3. Paper air filter elements are designed to block passage of all dust particles larger
than __________?
a. 3 microns.
b. 5 microns.
c. 8 microns.
d. 10 microns.
4. At what point does the electronic type dust indicator activate?
a. When the weight of the intake air filter element reaches 10 pounds.
b. When positive pressure in the intake manifold reaches 5 kg/cm².
c. When negative pressure in the intake manifold reaches 635mm Ag.
d. When negative pressure in the air inlet pipe reaches 635mm Ag.
5. How much does an after cooler cool the intake air?
a. 10o to 20o C.
b. 20o to 30o C.
c. 30o to 40o C.
d. 40o to 50o C.

Page 3-2 May 2005
Lubrication Systems
either:
1. How is oil classified?
a. By its weight.
b. By its SAE viscosity number.
c. By its service classification.
d. Both answers b and c above.
2. Assuming that the service classification is CC, CD, or CE, which of the following
types of engine oil is suitable for use in Komatsu manufactured engines found in
Komatsu products?
a. SAE 30.
b. SAE 15W-40.
c. SAE 10W-30.
d. Any of the above is possible depending upon the ambient temperature and the recom-
mendation in the Operation and Maintenance manual.

May 2005 Page 4-1
3. Which of the following components is used for reducing the load of the oil pump
when running at high speed?
a. Main pressure regulator valve.
b. Oil pump relief valve.
c. Scavenging oil pump.
d. Filter by-pass valve.
4. An oil filter is designed to filter out undesirable elements circulating in the oil
system. Which of the following is the micron rating of the full-flow oil filters used in
Komatsu engines?
a. 5 micron absolute.
b. 10 micron absolute.
c. 40 micron absolute.
d. 45.8 micron absolute.
5. The external appearance of the new style spin-on canister type by-pass filter is
identical to the appearance of the full-flow filter. If the customer paints over the
labels on the filters, how could you identify the by-pass filter?
a. The size of the by-pass filter is larger than the full-flow filter.
b. Viewed from the top, the full-flow filter has more holes than the by-pass filter.
c. Viewed from the top, the by-pass filter has more holes than the full-flow filter.
d. This is no problem because by-pass filters are never used in construction equipment.

Page 4-2 May 2005
Fuel Systems
either:
1. Who originally designed the High Pressure Fuel System found on some Komatsu
products?
a. Diesel Kiki of Japan.
b. Nippon Denso of Japan.
c. Robert Bosch of Germany.
d. International Harvester of the United States.
2. The High Pressure Fuel Systems found on some Komatsu products are equipped
with a pump that takes fuel from the tank and delivers it under pressure to the
multi-pump (injection pump). What is its name?
a. Feed pump.
b. Transfer pump.
c. Lift pump.
d. Depending upon the text, any of the above names could be correct.

May 2005 Page 5-1
3. Which of the following is most likely to happen when the fuel pressure between the
fuel transfer pump and main injection multi-pump assembly reaches a pressure
greater than 3 kg/cm² (43 psi)?
a. The transfer pump will stop pumping.
b. The transfer pump inlet valve will open and the outlet valve will close.
c. The transfer pump outlet valve will open and the inlet valve will close.
d. Both lift pump valves will be open.
4. Which of the following statements is true regarding the Komatsu engine stop
motor?
a. Current only flows through it when the ignition key is in the "ON" position.
b. The motor turns in one (clockwise) direction.
c. The motor works like a windshield wiper motor. It turns a specified amount in one
direction when the ignition key is turned on and turns an equal distance in the
opposite direction when the key is turned off.
d. The motor turns in one (counter-clockwise) direction.
5. Which of the following fuel systems supplies fuel to its injectors at all times if the
engine is running?
a. The Robert Bosch system.
b. The Cummins Pressure-Time (PT) system.
c. The Rotary Distribution system.
d. None of the above.
6. Multi-pumps have individual plungers and barrels for each cylinder. Which of the
following best describes when injection begins for each cylinder?
a. When the inlet/outlet port opens.
b. When the inlet/outlet port closes.
c. When the plunger is at its lowest point in the barrel.
d. When the plunger is at its highest point in the barrel.
7. Where does the metering of fuel take place in a high-pressure fuel system?
a. Injector.
b. Nozzle.
c. Injection multi-pump.
d. PT pump.
8. Where does the metering of fuel take place in a low-pressure fuel system?
a. Injector.
b. Nozzle.
d. PT pump.

Page 5-2 May 2005
9. Which of the following statements is true regarding injection timing in the PT
system?
a. Injection occurs when the cam follower roller rolls over the part of the camshaft
surface called the "injection ramp."
b. Injection occurs when the cam follower roller rolls over the part of the camshaft
surface called the "retraction ramp."
c. Injection occurs when the cam follower roller rolls over the part of the camshaft
surface called the "outer base circle."
d. Injection occurs when the cam follower roller rolls over the part of the camshaft
surface called the "inner base circle."
10. Which component listed below needs to be adjusted using a dial indicator when re-
installing on the engine?
a. Injection nozzle.
b. PTD type injector.
c. PTD Top Stop injector.
d. Both a. and c. above.

May 2005 Page 5-3
Page 5-4 May 2005
Cooling Systems
either:
1. Which of the following best describes the flow of coolant during normal engine
operation?
a. From the water pump, through the engine passages, to the thermostat, and back to
the pump.
b. From the water pump, through the engine passages, to the thermostat, to the radiator,
and back to the pump.
c. From the water pump, through the engine passages, to the thermostat where part of
the flow goes to the radiator and the remainder goes to the pump.
d. From the water pump, to the radiator, to the thermostat, through the engine passages,
2. What is the ideal pH level for the source water used in the coolant mix?
a. Between 2 and 4.
b. Between 5 and 7.
c. Between 8 and 10.
d. Any tap or drinking water source is good.

May 2005 Page 6-1
3. What causes pitting of cylinder liners?
a. Aeration.
b. Electrolysis.
c. Air bubbles.
d. Imploding vapor voids.
4. Which of the following is the correct freezing protection point the diesel engine
technician should use when adding antifreeze to the coolant?
a. Provide freezing protection to 10°F lower than the lowest recorded temperature in the
area of operation.
b. Provide freezing protection to -37°C (-34°F), which is obtained with a solution of 50%
water and 50% antifreeze.
c. Provide freezing protection to -58°C (-50°F), which is obtained with a solution of 32%
d. Provide freezing protection to -82°C (-68°F), which is coolant consisting of straight
antifreeze.
5. What is/are the reason(s) for pressurizing the cooling system?
a. To control the boiling point of the coolant.
b. To assure solid coolant flow into the extreme reaches of the system.
c. By maintaining a positive pressure in the system, most leaks will be obvious to the
outside and easier to detect.
d. All of the above are reasons.
6. In an engine operating at sea level, each psi of pressure above atmospheric
pressure will raise the coolant boiling point by how much?
a. 1°F.
b. 3°F.
c. 3°C.
d. 1°C.
7. How many different types of radiator core tube arrangements are found in Komatsu
products?
a. One.
b. Two.
c. Three.
d. Four.
8. What component of a thermostat causes it to open and allow coolant to flow
through the thermostat?
a. A heat sensitive spring.
b. Expansive wax.
c. A heat sensitive thermostat housing.

Page 6-2 May 2005
9. Which of the following is the purpose of an after cooler mounted on a
turbocharged engine?
a. To heat the coolant.
b. To heat the inlet air during engine warm-up.
c. To cool the inlet air during normal engine operation.
d. Both answers b and c above are correct.
10. Which of the following types of cooling fans are the most effective when
considering the transference of heat from the coolant to the atmosphere?
a. Suction.
b. Blower.
c. Reversible.
d. Multi-blade.

May 2005 Page 6-3
Page 6-4 May 2005
Company
Assessment
Keys/References
Tab 8
KEY KEY
IMPORTANT: This is a multi purpose answer sheet designed especially for the Basic Service Training Materials series. This
answer sheet can be used for in-house and/or self study manuals. This answer sheet is used to validate your
study of each chapter or lesson.
BASIC SUBJECT TITLE: BASIC ENGINE - 4004 - KEY STUDENT’S NAME: __________________________________
DISTRIBUTOR NAME: _______________________________ DISTRIBUTOR BRANCH: ______________________________
INSTRUCTIONS:
NOTE: If you are taking this Basic Subject course online – you will not need to use this form.
A. All answers are based upon the contents of the Basic Service Training Manual.
B. Read each question and all answers carefully.
C. When there are fewer than 12 questions, mark your answer for the number of questions asked per chapter and leave remaining boxes
blank.
D. There is only one correct answer for each question. If there appears to be more than one correct answer - select the most correct answer.
E. Please circle the appropriate letter for each answer.
F. Make corrections by drawing a BOLD "X" through any incorrect answer and place a circle around new selection.
G. Upon completion, turn the answer sheet in to your instructor or KLMS Administrator.
H: DO NOT MAIL YOUR ANSWER SHEET TO KOMATSU.

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4. A B C Dz 4. A B C D 4. A B C D
5. A Bz C D 5. A B C D 5. A B C D
6. A B C D 6. A B C D 6. A B C D
7. A B C D 7. A B C D 7. A B C D
8. A B C D 8. A B C D 8. A B C D
9. A B C D 9. A B C D 9. A B C D
10. A B C D 10. A B C D 10. A B C D
11. A B C D 11. A B C D 11. A B C D
12. A B C D 12. A B C D 12. A B C D
1. A B C Dz 1. A B C D 1. A B C D
2. A B C Dz 2. A B C D 2. A B C D
3. A Bz C D 3. A B C D 3. A B C D
4. A B Cz D 4. A B C D 4. A B C D
5. A Bz C D 5. A B C D 5. A B C D
6. A B C D 6. A B C D 6. A B C D
7. A B C D 7. A B C D 7. A B C D
8. A B C D 8. A B C D 8. A B C D
9. A B C D 9. A B C D 9. A B C D
10. A B C D 10. A B C D 10. A B C D
11. A B C D 11. A B C D 11. A B C D
12. A B C D 12. A B C D 12. A B C D
Chapter 1 Assessment – Key
Engine Fundamentals
either:
1. In a 4-cycle diesel engine, which of the following strokes would be occurring if both valves
are closed and the piston is moving downward?
a. Intake.
b. Compression.
► c. Expansion.
d. Exhaust.
(Ref: Page 1-3)
2. Which statement is true regarding the operating principle of a 2-cycle diesel engine?
► a. One crankshaft revolution is required for each power cycle.
b. Two crankshaft revolutions are required for each power cycle.
c. The exhaust valve or port is closed when the intake port is open.
d. Intake and exhaust occur during separate strokes.
(Ref: Page 1-4)

May 2005 Page 1-1
3. Which type of combustion chamber is the most widely adopted?
a. Side valve type.
► b. Overhead valve type.
c. F - head type.
d. T - head type.
e. (Ref: Page 1-5)
4. Which of the following statements is true when comparing the characteristics of a pre-
combustion chamber type engine with a direct injection type?
a. The fuel consumption rate is lower than that of direct injection engines.
b. There is less thermal loss than that of direct injection engines.
c. It is easier to increase the temperature of the intake air in a pre-combustion chamber
type engine.
► d. Engines with the pre-combustion chamber design have the ability to burn low-
grade fuels.
(Ref: Page 1-7)
5. Which of the following firing orders is most common for 6 cylinder engines found in
Komatsu products?
a. 1-4-2-6-3-5.
► b. 1-5-3-6-2-4.
c. 1-2-5-6-3-4.
d. 1-3-6-4-5-2.
(Ref: Page 1-10)
6. At sea level, about how much of the composition of air is oxygen?
► a. 20%.
b. 30%.
c. 40%.
d. 50%.
(Ref: Page 1-12)
7. What is the maximum percentage of horsepower increase that is possible by
supercharging and adding fuel to an engine?
a. 10%.
b. 20%.
► c. 30%.
d. 40%.
(Ref: Page 1-14)
8. Which statement is true regarding the fuel used in a diesel engine?
a. The spray mist can never be too fine.
b. The larger the fuel globules, the faster the fuel will burn.
c. Advancing fuel injection timing increases horsepower and therefore has no adverse
effects.
► d. Many factors affect the burning of fuel, particularly correct spray pattern,
injection pressure, and injection timing.
(Ref: Page 1-14 through 1-17)

Page 1-2 May 2005
9. Which of the following best describes compression ratio?
► a. The volume in a cylinder with the piston at bottom dead center divided by the
volume with the piston at top dead center.
b. The volume in a cylinder figured by multiplying the length of the stroke by the area of a
circle having the diameter of the cylinder bore.
c. The amount of pressure felt on the human body at sea level.
d. The ratio between the air fuel mixture that actually enters a cylinder compared to the
amount that could enter under ideal conditions.
(Ref: Page 1-19)
10. Which of the following is the best description of one horsepower?
a. A horse lifting a weight of 550 pounds a distance of one foot in 1 second.
b. A horse lifting a weight of 75 kilograms a distance of one meter in 1 second.
c. A horse lifting a weight of 1,100 pounds a distance of two feet in 2 seconds.
► d. All of the above.
(Ref: Page 1-20)
11. Which of the following statements best describes “rated speed“?
a. The highest speed the engine can achieve.
b. High free idle speed.
► c. The speed at which the governor is set.
d. The speed which SAE rates the engine commercially.
(Ref: Page 1-23)
12. Why is no engine 100% efficient?
a. Friction occurs at all moving parts.
b. Brake horsepower is always less than indicated horsepower.
c. Only a small part of the heat in the burning fuel can contribute anything toward
pushing down on the piston and thereby causing the engine to produce power.
► d. All of the above are contributing factors.
(Ref: Page 1-24 and 1-25)

May 2005 Page 1-3
Page 1-4 May 2005
Chapter 2 Assessment - Key
Engine Fundamentals
either:
1. Which of the following is added to cylinder head molten iron to give the finished casting
increased toughness?
a. Carbon.
b. Silicon.
c. Manganese.
(Ref: Page 2-3)
2. Which of the parts listed below is subjected to the greatest combustion heat?
a. Piston pin.
► b. Valve.
c. Turbocharger.
d. Exhaust manifold.
(Ref: Page 2-4)

May 2005 Page 2-1
3. Why is there a clearance between the rocker arm and the valve stem?
a. To protect against thermal expansion.
b. To prevent the entire movement transmitting mechanism from being subjected to
excessive force.
c. To prevent the valve from being kept open.
(Ref: Page 2-6)
4. Why do most diesel engines have wet type cylinder liners?

► a. They have high cooling efficiency and can be replaced should the piston sliding
surface become worn.
b. Wet liners are subjected to less combustion temperatures than dry liners or piston
bores machined into the block.
c. They are subjected to less friction than dry liners or piston bores machined into the
cylinder block.
d. No special seals are needed between a wet liner and the block.
(Ref: Page 2-10 thru 2-12)
5. A "mid-fit" cylinder liner uses which of the following to prevent leaking?
a. A press fit surface at the top and a clevis seal plus two o-rings at the bottom.
b. A press fit surface at the top and three o-rings at the bottom.
► c. A press fit surface at the top and a single o-ring near the middle.
d. Two press fit surfaces, one at the top and one at the bottom, plus a single o-ring in the
middle.
(Ref: Page 2-11)
6. Which of the following is the most important function of the piston?

a. Compressing the air so combustion can occur.
► b. To transfer the pressure of combustion to the crankshaft to turn the shaft.
c. To rapidly pass heat to the rings and out through the liner to the coolant.
(Ref: Page 2-12)
7. Main bearings have a tin plating (overlay). What is its purpose?

► a. It provides initial run-in protection.
b. It adds hardness to the bearing, thereby increasing its life.
c. It transfers heat rapidly which allows the bearing to run cooler.
d. It protects the bearing from rough handling during packaging and shipping.
(Ref: Page 2-18)
8. Which of the following parts govern the opening and closing of the valves?
a. Rocker arm.
b. Push rod.
► c. Camshaft.
d. Crankshaft.
(Ref: Page 2-19)

Page 2-2 May 2005
9. What is the purpose of a damper?
a. To balance the crankshaft at the front end.
► b. To counteract torsional vibrations.
c. To counteract secondary vibrations
d. Absorbs unevenness of torque and makes power transmission smooth.
(Ref: Page 2-23)
10. Which of the following may be used to control the thrust of a rotating shaft?
a. Thrust plate.
b. Thrust washers.
c. An end plate with adjustable shim pack.
(Ref: Page 2-25)

May 2005 Page 2-3
Page 2-4 May 2005
Air Intake and Exhaust Systems
either:
1. Which of the following best describes an engine whose intake manifold air pressure never
exceeds atmospheric pressure?
► a. Naturally aspirated engine.
b. Turbocharged engine.
c. Turbocharged and after cooled engine.
d. Supercharged with a belt driven blower and inter cooled engine.
(Ref: Page 3-1)
2. What is the function (s) of a turbocharger?
a. Increase horsepower.
b. Cool the intake air.
► c. Increase the quantity of intake air and minimize the amount of unburned fuel in
the exhaust.
(Ref: Page 3-2)

May 2005 Page 3-1
3. Paper air filter elements are designed to block passage of all dust particles larger
than........?
a. 3 microns.
► b. 5 microns.
c. 8 microns.
d. 10 microns.
(Ref: Page 3-5)
4. At what point does the electronic type dust indicator activate?
a. When the weight of the intake air filter element reaches 10 pounds.
b. When positive pressure in the intake manifold reaches 5 kg/cm².
c. When negative pressure in the intake manifold reaches 635mm Ag.
► d. When negative pressure in the air inlet pipe reaches 635mm Ag.
(Ref: Page 3-6)
5. How much does an after cooler cool the intake air?

a. 10o to 20o C.
► b. 20o to 30o C.
c. 30o to 40o C.
d. 40o to 50o C.
(Ref: Page 3-7)

Page 3-2 May 2005
Lubrication Systems
either:
1. How is oil classified?
a. By its weight.
b. By its SAE viscosity number.
c. By its service classification.
► d. Both answers b and c above.
(Ref: Page 4-1)
2. Assuming that the service classification is CC, CD, or CE, which of the following types of
engine oil is suitable for use in Komatsu manufactured engines found in Komatsu
products?
a. SAE 30.
b. SAE 15W-40.
c. SAE 10W-30.
► d. Any of the above is possible depending upon the ambient temperature and the
recommendation in the Operation and Maintenance manual.
(Ref: Page 4-2)

May 2005 Page 4-1
3. Which of the following components is used for reducing the load of the oil pump when
running at high speed?
a. Main pressure regulator valve.
► b. Oil pump relief valve.
c. Scavenging oil pump.
d. Filter by-pass valve.
(Ref: Page 4-5)
4. An oil filter is designed to filter out undesirable elements circulating in the oil system.
Which of the following is the micron rating of the full-flow oil filters used in Komatsu
engines?
a. 5 micron absolute.
b. 10 micron absolute.
► c. 40 micron absolute.
d. 45.8 micron absolute.
(Ref: Page 4-8)
5. The external appearance of the new style spin-on canister type by-pass filter is identical
to the appearance of the full-flow filter. If the customer paints over the labels on the filters,
how could you identify the by-pass filter?
a. The size of the by-pass filter is larger than the full-flow filter.
► b. Viewed from the top, the full-flow filter has more holes than the by-pass filter.
c. Viewed from the top, the by-pass filter has more holes than the full-flow filter.
d. This is no problem because by-pass filters are never used in construction equipment.
(Ref: Page 4-9)

Page 4-2 May 2005
Fuel Systems
either:
1. Who originally designed the High Pressure Fuel System found on some Komatsu
products?
a. Diesel Kiki of Japan.
b. Nippon Denso of Japan.
► c. Robert Bosch of Germany.
d. International Harvester of the United States.
(Ref: Page 5-1)
2. The High Pressure Fuel Systems found on some Komatsu products are equipped with a
pump that takes fuel from the tank and delivers it under pressure to the multi-pump
(injection pump). What is its name?
a. Feed pump.
b. Transfer pump.
c. Lift pump.
► d. Depending upon the text, any of the above names could be correct.
(Ref: Page 5-4)

May 2005 Page 5-1
3. Which of the following is most likely to happen when the fuel pressure between the fuel
transfer pump and main injection multi-pump assembly reaches a pressure greater than 3
kg/cm² (43 psi)?
► a. The transfer pump will stop pumping.
b. The transfer pump inlet valve will open and the outlet valve will close.
c. The transfer pump outlet valve will open and the inlet valve will close.
d. Both lift pump valves will be open.
(Ref: Page 5-6)
4. Which of the following statements is true regarding the Komatsu engine stop motor?
a. Current only flows through it when the ignition key is in the "ON" position.
b. The motor turns in one (clockwise) direction.
► c. The motor works like a windshield wiper motor. It turns a specified amount in
one direction when the ignition key is turned on and turns an equal distance in
the opposite direction when the key is turned off.
d. The motor turns in one (counter-clockwise) direction.
(Ref: Page 5-8)
5. Which of the following fuel systems supplies fuel to its injectors at all times if the engine is
running?
a. The Robert Bosch system.
► b. The Cummins Pressure-Time (PT) system.
c. The Rotary Distribution system.
d. None of the above.
(Ref: Page 5-23)
6. Multi-pumps have individual plungers and barrels for each cylinder. Which of the following
best describes when injection begins for each cylinder?
a. When the inlet/outlet port opens.
► b. When the inlet/outlet port closes.
c. When the plunger is at its lowest point in the barrel.
d. When the plunger is at its highest point in the barrel.
(Ref: Page 5-11)
7. Where does the metering of fuel take place in a high-pressure fuel system?
a. Injector.
b. Nozzle.
► c. Injection multi-pump.
d. PT pump.
(Ref: Pages 5-11 and 5-12)

Page 5-2 May 2005
8. Where does the metering of fuel take place in a low-pressure fuel system?
► a. Injector.
b. Nozzle.
d. PT pump.
9. Which of the following statements is true regarding injection timing in the PT system?
► a. Injection occurs when the cam follower roller rolls over the part of the camshaft
surface called the "injection ramp."
b. Injection occurs when the cam follower roller rolls over the part of the camshaft
surface called the "retraction ramp."
c. Injection occurs when the cam follower roller rolls over the part of the camshaft
surface called the "outer base circle."
d. Injection occurs when the cam follower roller rolls over the part of the camshaft
surface called the "inner base circle."
(Ref: Page 5-28)
10. Which component listed below needs to be adjusted using a dial indicator when re-
installing on the engine?
a. Injection nozzle.
► b. PTD type injector.
c. PTD Top Stop injector.
d. Both a. and c. above.
(Ref: Page 5-31)

May 2005 Page 5-3
Page 5-4 May 2005
Cooling Systems
either:
1. Which of the following best describes the flow of coolant during normal engine operation?
a. From the water pump, through the engine passages, to the thermostat, and back to
the pump.
b. From the water pump, through the engine passages, to the thermostat, to the radiator,
► c. From the water pump, through the engine passages, to the thermostat where
part of the flow goes to the radiator and the remainder goes to the pump.
d. From the water pump, to the radiator, to the thermostat, through the engine passages,
(Ref: Pages 6-2, 6-12, 6-13, and 6-14)
2. What is the ideal pH level for the source water used in the coolant mix?
a. Between 2 and 4.
b. Between 5 and 7.
► c. Between 8 and 10.
d. Any tap or drinking water source is good.
(Ref: Page 6-3)

May 2005 Page 6-1
3. What causes pitting of cylinder liners?
a. Aeration.
b. Electrolysis.
c. Air bubbles.
► d. Imploding vapor voids.
(Ref: Page 6-4)
4. Which of the following is the correct freezing protection point the diesel engine technician
should use when adding antifreeze to the coolant?
► a. Provide freezing protection to 10°F lower than the lowest recorded temperature
in the area of operation.
b. Provide freezing protection to -37°C (-34°F), which is obtained with a solution of 50%
c. Provide freezing protection to -58°C (-50°F), which is obtained with a solution of 32%
d. Provide freezing protection to -82°C (-68°F), which is coolant consisting of straight
antifreeze.
(Ref: Page 6-7)
5. What is/are the reason(s) for pressurizing the cooling system?

a. To control the boiling point of the coolant.
b. To assure solid coolant flow into the extreme reaches of the system.
c. By maintaining a positive pressure in the system, most leaks will be obvious to the
outside and easier to detect.
► d. All of the above are reasons.
(Ref: Page 6-8)
6. In an engine operating at sea level, each psi of pressure above atmospheric pressure will
raise the coolant boiling point by how much?
a. 1°F.
► b. 3°F.
c. 3°C.
d. 1°C.
(Ref: Page 6-8)
7. How many different types of radiator core tube arrangements are found in Komatsu
products?
a. One.
b. Two.
► c. Three.
d. Four.
8. What component of a thermostat causes it to open and allow coolant to flow through the
thermostat?
a. A heat sensitive spring.

Page 6-2 May 2005
► b. Expansive wax.
c. A heat sensitive thermostat housing.
(Ref: Page 6-12)
9. Which of the following is the purpose of an after cooler mounted on a turbocharged
engine?
a. To heat the coolant.
b. To heat the inlet air during engine warm-up.
c. To cool the inlet air during normal engine operation.
► d. Both answers b and c above are correct.
10. Which of the following types of cooling fans are the most effective when considering the
transference of heat from the coolant to the atmosphere?
► a. Suction.
b. Blower.
c. Reversible.
d. Multi-blade.
(Ref: Page 6-16)

May 2005 Page 6-3
Page 6-4 May 2005

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Basic Service Training Materials

KT800393-R1 Basic Engine - 4004

F. Student Handout (on CD/DVD)

• Chapter 1 – Engine Fundamentals

1. The operating principle of a four cycle engine.

Preparation For Training

KT800393-R1 Basic Engine – 4004

Komatsu Learning Management System Input

Basic Engine – 4004 KT800393-R1

Chapter 1 – Engine Fundamentals

Part 4 A summary of what was taught in the class.

KT800393-R1 Basic Engine – 4004

TYPE LESSON: Lecture with visual aids

LESSON LENGTH: 110 minutes

KT800393-R1 Basic Engine – 4004

LESSON LENGTH: 80 minutes

KT800393-R1 Basic Engine – 4004

TYPE LESSON: Lecture with visual aids

LESSON LENGTH: 50 minutes

KT800393-R1 Basic Engine – 4004

TYPE LESSON: Lecture with visual aids

LESSON LENGTH: 50 minutes

KT800393-R1 Basic Engine – 4004

TYPE LESSON: Lecture with visual aids

LESSON LENGTH: 180 minutes

KT800393-R1 Basic Engine – 4004

TYPE LESSON: Lecture with visual aids

LESSON LENGTH: 50 minutes

KT800393-R1 Basic Engine – 4004

TYPE LESSON: Lecture with visual aids

LESSON LENGTH: 110 minutes

KT800393-R1 Basic Engine - 4004

Basic Engine - 4004 KT800393-R1

4. Compare the Two Types of Injection

KT800393-R1 Basic Engine - 4004

• Heat - Air trapped in a vessel will increase in temperature if compressed. The

• Piston displacement - The volume of space the piston displaces as it moves

Basic Engine - 4004 KT800393-R1

• Work - Work is the movement of a body against an opposing force.

• Energy - Energy is the ability to do work.

• Power - Power is the rate of speed at which work is done.

• Horsepower - A term used for rating engine power.

• Dynamometer - A device used to measure an engine's horsepower.

• Torque Effect - Torque is a twisting or turning force. Engines produce torque.

KT800393-R1 Basic Engine - 4004

• Gross and Net Horsepower - Gross horsepower is the amount of power an

• Indicated Horsepower - The horsepower actually developed inside the

• SAE Horsepower - A simplified method of calculating horsepower, based on

• Friction Loss - Friction is resistance to movement. In an engine, friction

• Mechanical Efficiency - The mechanical efficiency of an engine is a com-

Basic Engine - 4004 KT800393-R1

C. OPPORTUNITY FOR QUESTIONS

• What is the most common type of combustion chamber?

1. The difference between a two cycle and a four cycle engine.

2. The different types of combustion chambers.

3. The different types of injection.

KT800393-R1 Basic Engine - 4004

5. The meanings of terms used to measure an engine.