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V28 REBUILD GUIDELINES Page 1 of 33
Service Bulletin
Service Bulletin Number: 3666454-01 Released Date: 01-jan-2002

V28 REBUILD GUIDELINES
V28 REBUILD GUIDELINES

Purpose
Table of Contents
Section I - Failure Analysis of Camshaft, Tappets, and Other Components Page 1
Section II - Component Inspection for Re-Use and Root Causes Investigation Page 6
Section III - Rebuild Facility Requirements Page 8
Section IV - Engine Assembly and Latest Updates Page 9

Group 1 - Cylinder Block Page 9
Group 2 - Cylinder Head Page 9
Group 3 - Rocker Levers Page 10
Group 4 - Cam Followers and Tappets Page 11
Group 6 - Injectors and Fuel Lines Page 14
Group 7 - Lubricating Oil System Page 15
Group 10 - Air Intake System Page 15
Section V - Customer Practices Page 18
Section VI - Recent History of the V28 Engine Relative to Camshafts Page 19
Introduction
This bulletin provides the distributor and end customer with detailed guidelines for
achieving the best possible camshaft life on rebuilt V28 engines.
This bulletin will aid the distributor in the rebuilding process and will outline specific
actions the customer can take to obtain maximum camshaft life. Although the focus is on
camshaft life, these practices will also benefit the general life of V28 rebuilds.
https://quickserve.cummins.com/qs3/pubsys2/xml/en/bulletin/3666454.html 21/02/2018
Since technicians typically work at the customer's location, it is critical that they be
familiar with the V28 rebuild guidelines outlined in this bulletin. Furthermore, it is
imperative that technicians assist with failure analysis in the shop and in the field during
disassembly and troubleshooting phases.
Notes about this bulletin:
1. The Shop Manual V28 Engines, Bulletin 3666014 is referenced throughout this
bulletin. A copy of the shop manual needs to be on hand to support this bulletin.
2. Procedures and specifications are often not, spelled out completely in this bulletin.
For complete procedures, consult the Shop Manual V28 Engines, Bulletin 3666014.
Section I - Failure Analysis of Camshaft, Tappets, and Other Components

Since there are many factors that can contribute to lobe deterioration, it is critical that a
thorough failure analysis be performed. Inspection of unfailed parts can also lead to the
root cause of the failed components.
Note : Before the engine is disassembled, the checks must be performed on

the Pre-Disassembly Checklist for the V28 (see page 3) and the results
recorded.
1. Overhead settings on the unfailed cylinders for indications of why the others have
failed. Worn overheads or incorrect overhead sets can lead to premature lobe wear.
All values must be recorded for future reference.
2. Static injection timing on both banks. In the case of camshaft failures, check the
timing on two unfailed cylinders per bank (preferably, one per head). If the
camshafts have not failed, check the timing on one cylinder per bank. All values
must be recorded for future reference.
3. Fuel pump calibration. Remove the fuel pump and check on a calibration stand to
see if the following parameters meet specification. All values must be recorded for
future reference.
◦ Rated rail pressure
◦ Torque peak rail pressure
◦ Governor breakpoint
◦ 40-psi checkpoint.
4. Check for aftercooler core leaks that would lead to coolant in the oil. Check for
lubrication issues (i.e., bearing wear).
5. Identify and mark the injectors as they are removed from the engine to aid in further
investigation (i.e., Number 1 left bank).
6. Review the engine failure history for previous camshaft failures and note which
cylinders were involved. The customer records must also be reviewed for overhead
set intervals and other maintenance practices.
Pre-Disassembly Checklist for the V28

Engine Serial Number:
CPL:
Hours:
Record lobe failures (i.e., 1LB exhaust, 2RB injector, and so forth):
Was there evidence of aftercooler leakage?
Was there evidence of lubrication issues?
Do the injector part numbers match CPL requirement?
Tab
le
1,
Ov
erh
ead
Set
ting
s
1R 2R 3R 4R 5R 6R 1L 2L 3L 4L 5L 6L
Inta
ke
Exh
aus
t
Tim
ing
Inje
ctor
Flo
w
Dat
a
Inje
ctor
Da
ma
ge/
Co
ndit
ion
Fuel Pump Calibration Data:

Does the fuel pump data tag match the engine CPL?
Rated Rail Pressure:
Torque Peak Rail Pressure:
Governor Breakpoint:
40-psi Checkpoint:
As the engine is disassembled, thoroughly inspect the used camshafts and tappet rollers
and record locations (right bank, left bank, cylinder number, intake, exhaust, injector
lobes). Check the camshaft lobes and tappets for any signs of scratching, pitting,
wearing, or edge-loading.
• For a single lobe failure (valve or injector): Repeated failures on one cylinder can
indicate an isolated problem with that power cylinder that is manifesting itself as a
camshaft failure.
1. If the failure occurred on an injector lobe, check the injector from that cylinder on a
calibration test stand (i.e., Number 1 left bank as noted above) to determine whether
the flow rate is higher than specification. High injector flow rate increases hertz
stress on the injector lobe, which can lead to premature lobe failure.
2. Inspect the tappet roller pin bore for wear in the vertical direction on the oil supply
side. Wear on the oil supply side of the bore allows the tappet roller to run at an
angle and can lead to edge loading on the camshaft lobe.
• For multiple lobes failed on the same camshaft (valve and/or injectors): The fuel pump
calibration and governor setting must be verified to check for overfueling and
overspeeding. The injector calibration must also be tested to verify proper flow rate.
Check to see whether the wear was initiated on the front or rear edge of the roller contact
area. If there is a cylinder block tappet bore alignment issue, the lobes on one camshaft
can break down on the front edge while the break down can occur on the rear edge of
the other camshaft. See Figure 1, Cam Follower Lobe Position.
Figure 1, Cam Follower Lobe Position
• Although the tappets must be inspected to help determine the root cause of the
camshaft failure, it is recommended that new or ReCon® tappets be used at rebuild.
Cummins does not recommend rebuilding tappets in the field. However, if
circumstances dictate that the tappets be rebuilt, liquid nitrogen must be used to
freeze the tappet pin prior to installation. Care must be taken to make certain each
pin remains in the liquid nitrogen until just before (within 30 seconds) of installation.
This action is required to prevent damage to the pin during installation in the tappet
pin bores. If material is removed from the pin during installation, an early tappet or
camshaft failure is more likely.
The tappets must be inspected according to the Shop Manual V28 Engines, Bulletin
3666014. The most critical measurements are the roller-to-pin clearance and pin-to-
body wear.
Section II - Component Inspection for Reuse and Root Causes Investigation

1. Cylinder Block Inspection:
a. Measure the tappet bores (valve and injectors) 1/2 inch from the top of the
bore and 1/2 inch from the bottom
of the bore as indicated in Figure 2, Cylinder Block Injector Tappet Bore and
Figure 3, Cylinder Block Valve Tappet Bore. If the tappet bores are oversize,
the block must be replaced.
Figure 2, Cylinder Block Injector Tappet Bore
Figure 3, Cylinder Block Valve Tappet Bore

a. Tappet bore alignment must be verified as discussed in Section 1. If multiple lobes
failed, look for a pattern in the edge-loading. The edge-loading can be on the same
edge of each lobe of the camshaft. Regarding the engine, one camshaft can fail on
the front edge of the lobes, and the other camshaft can fail on the rear edge of the
lobes (see Figure 1, Cam Follower Lobe Position). There is no field service tool that
can accurately measure this misalignment.
However, the following technique can be used in the field:
If the camshafts have multiple lobe failures and the block needs to be verified, put a
very thin coat of blueing ink on the new or ReCon® tappet rollers and insert them
into the bores with the new camshafts already in place. Too much blueing gives a
false indication. Apply pressure to the tappets and bar the engine over. The blueing
indicates the tappet roller-to-camshaft lobe contact. The contact must be in the
center of the lobe and roller. If the tappet bore is misaligned, the blueing is only
located on the edge of the lobe.
b. Inspect and measure the camshaft bushings according to the Shop Manual V28
Engines, Bulletin 3666014, and verify proper oil hole alignment.
Camshaft Bushing I.D.
mm in
53.962 MIN 2.1245
54.089 MAX 2.1295
2. Camshaft Inspection (if reused):

Consult the Shop Manual V28 Engines, Bulletin 3666014 , for relevant specifications
and procedures.
a. Inspect the journal tolerances against specification.
Camshaft Bushing Journal O.D.
mm in
53.85 MIN 2.120
53.92 MAX 2.123
a. Inspect the thrust washer thickness. A severely worn thrust bearing leads to
excessive end play.
Thrust Bearing Thickness
mm in
2.29 MIN 0.090
2.49 MAX 0.098
a. Inspect the camshaft gear for excessive wear.

b. Measure the clearance between the camshaft gear and the shoulder of the
camshaft.
Maximum clearance must not exceed 0.13 mm [0.005 in].
3. Fuel Pump Calibration: Consult the Shop Manual V28 Engines, Bulletin 3666014,
and the Fuel Pump PT (Type R) Rebuild and Calibration Instructions, Bulletin
3379133.
Verify that the CPL on the fuel pump matches the engine CPL. If it does not, the
pump will have to be recalibrated and sealed to prevent tampering.
Before reusing the fuel pump, it needs to be calibrated to make sure it meets the
specifications. Zero excess is permitted as overfueling increases the hertz stresses
on the injector lobes. The fuel pump must be checked for the following:
a. Rated rail pressure
b. Torque peak rail pressure
c. Governor breakpoint
d. 40-psi checkpoint.
Note : If there is evidence of overfueling, both camshafts must be replaced,

regardless of hours on the camshafts or their condition. Overfueling can cause
damage that is not immediately obvious in a inspection.
4. Injector Calibration/Assembly
a. Verify that the injector part numbers match up with the engine CPL.
b. Verify Injector flow rates.
c. Verify injector cup part numbers are correct. The number of spray holes and
the size of the spray holes can drastically affect the injection characteristics, as
well as stress on the camshaft lobe.
5. Valve Collet, Retainer, and Stem Inspection:

Excessive wear on the valve collets, retainers, and stems typically indicates the
engine has been subjected to overspeed conditions. With excessive overspeed, a
"no-follow" condition can occur where the camshaft tappet roller momentarily "floats"
away from the camshaft. When the roller contacts the lobe again, skidding occurs,
which leads to premature breakdown. Check for valve indentations on the piston
crown, bent valves, and bent pushtubes. Engine overspeed can be caused by any of
the following conditions:
a. Downhill, loaded operation using too low of a gear or transmission shift points
set too high
b. Governor set too high
c. Incorrect pump calibration.
Section III - Rebuild Facility Requirements

1. Cleanliness:
Internal components of the V28 engine, particularly the camshafts and tappets, can
be very sensitive to built-in dirt. To make certain that the amount of built-in dirt is
minimized during rebuild, it is recommended that the shop meet the following
guidelines:
a. The assembly area needs to be separated from steam rooms, forklift traffic,
wash bays, machining areas (i.e., grinders), and outside air. Ideally, the
assembly area is located in an enclosed area with a controlled environment.
b. Capacity to thoroughly clean engine blocks and components.
c. The engine and all cleaned components must be covered to prevent dirt from
collecting in the assembly when no work is being done.
d. The wash tanks and hot tanks used to clean the components must be properly
maintained. The effectiveness of the wash tanks are affected by chemical
concentration, solution temperature, cleanliness level of the solution, and
residence time of the parts in the tank. The component cleaning process must
be well documented to maintain consistency.
e. Oil drillings in the cylinder block must be cleaned using steel brushes on rods
that are long enough to extend completely through the longest drilling. Often,
compressed air or high pressure water alone does not remove all the dirt that
can cause damage.
2. Engine Run-in Period with Engine Dynamometer:

Consult Shop Manual V28 Engines, Bulletin 3666014. The procedure outlined in the
shop manual detects assembly errors and identifies final adjustments needed for
correct engine performance.
The lubrication system must be primed before starting the engine.
Once the engine has been run in, the overhead settings must be verified.
If the engine is stored (short or long term), the procedure outlined in the Shop
Manual V28 Engines, Bulletin 3666014, must be followed. Before starting an engine
that has been in storage, the following steps must be taken:
◦ Fill the oil pan sump, oil filters, and fuel filters.
◦ Fill the coolant system if necessary.
◦ Prime the lubricating system.
Section IV - Engine Assembly and Latest Updates
Note : During rebuild, it is recommended that the engine be updated to the

most recent CPL. See Group 4, Cam Followers and Tappets in this section for
the latest CPL changes. The following information gives all of the latest
updates to the V28 engines (arranged in order of component group) and must
be used for any repair work that is undertaken. This information can also be
used as a reference to supply customers with latest information.
Group 1 - Cylinder Block
1. Block Cleanliness
Before assembly begins, the cleanliness of the block must be checked (specifically oil
holes and rifles that feed the camshaft bushings). It is strongly recommended that all cup
plugs and pipe plugs be removed during the cleaning process.
Group 2 - Cylinder Head

Premium Cylinder Heads
Cummins recommends the use of premium cylinder heads to replace the standard
cylinder heads. Standard cylinder heads can be reworked to convert them to premium
cylinder heads. See Cylinder Heads (prior to 1994) Upfit procedure on page 10. Premium
cylinder heads utilize tribaloy intake valves and inserts. Valve rotators are also used on
the intake valves in premium cylinder heads which means that the intake valve springs
are a different height than the standard cylinder heads. The purpose of these changes is
to reduce valve beat in and overhead wear on high duty cycle, constant speed engines.
This product was introduced January 1995, on ESN first 25207547.
Chrome Plated Exhaust Valves

A new exhaust valve with a chrome plated stem has been released for V28 engines. This
new valve provides increased durability through reduced valve stem and valve guide
wear. The old exhaust valve is Part Number 145701 and the new exhaust valve is Part
Number 3803524.
The non-generator drive engines with chrome plated exhaust valves was effective
November 1994 with ESN first 25193909.
The generator drive engines with chrome plated exhaust valves was effective February
1995 with ESN first 25205528.
Table 2, Premium Cylinder Head Components

Part Number Part Name Quantity
3088264 Premium dry application head 1
3088267 Premium wet application head 1
3084186 Tribaloy intake valve (chrome stem) 6
3084185 Tribaloy intake insert 6
219091 Rotocoil (intake) 6
219092 Spring (intake) 6
3803524 Exhaust valve (chrome stem) 6
127930 Exhaust insert 6
211999 Exhaust spring 6
Premium cylinder heads are mandatory for power units and marine engines, but are
optional for construction and generator drive engines.
Cylinder Heads (prior to 1994) Upfit Instructions

Cylinder heads produced prior to 1994 must be
machined to provide clearance for the installation of
rotators under the intake valve spring. A clearance cut,
centered on the existing valve guide bore (A), of 38.10
mm ± 0.025 mm [1.500 ± 0.010 in] diameter, must be
machined to the existing valve spring seat surface (B).
Overhead Settings
1. Set the overheads according to the Shop Manual V28 Engines, Bulletin 3666014.
2. Examine the height of the adjusting screws above the locknuts. Variation in the
height of the adjusting screws (extra threads showing) can indicate an incorrectly
seated socket or other defect.
Group 3 -Rocker Levers

Injector Timing
The injector timing must be verified to match the CPL codes. Consult Shop Manual V28
Engines, Bulletin 3666014, for the procedures.
Note : Engines stamped with CPL 1595 and 0.052 timing require an offset
pointer, see to the Shop Manual V28 Engines, Bulletin 3666014.
Note : The timing pointer on the V28 engine has been revised. See the new
timing pointer section below for the revisions.
New Timing Pointer
The timing pointer on the V28 engine has been revised to improve the accuracy of the
exhaust valve lash settings on engines with revised exhaust valve lobe profiles. The new
camshaft lobe profile was designed to avoid a no-follow condition between camshaft
lobes and rollers. No-follow conditions can lead to camshaft roller skidding and
subsequent camshaft lobe damage.
The setting point has been advanced 22.2 mm [0.88 in].
This can be done by turning the existing pointer over or installing a new pointer, Part
Number 3095002. Engines manufactured after May 1995 have been equipped with the
new pointer on ESN first 25207706.
Note : This overhead setting location can be used on all V28 engines.
Figure 4, Old Pointer
Figure 5, New Pointer
Note : New pointers have a raised lip to prevent mis-assembly.

Table 3, Revised Exhaust Lobe Camshaft Part Numbers
ID 21 Camshaft Part Number CPL Number
3801020 1597
3801021 1597
0679, 0680, 0759, 1689, 1690, 1692,
3801307
1693, 2950, 1195, 1651, 1176, and 21024
0679, 0680, 0759, 1689, 1690, 1692,
3801308
1693, 2950, 1195, 1651, 1176, and 21024
3803587 1691 and 1595
3803588 1691 and 1595
Group 4 - Cam Followers and Tappets

Note : This group introduces:
• New camshaft for VTA28 engines rated at 635 bhp at 2100 rpm
• New fuel pump codes used with new camshaft

• Rumbled camshaft
• Camshafts with revised exhaust lobes.
Camshafts
Extreme caution must be taken not to damage the camshaft or bushings while inserting
the camshaft into the block. Lubricate each camshaft lobe and all of the camshaft
bushings with 15W-40 engine oil. Verify the camshaft bushing oil hole alignment is
correct. This allows the maximum amount of oil flow to the camshaft bushing.
New Camshafts
Two new camshafts, Part Numbers 3078018 and 3078019, have been released to
reduce soot formation in engines built to CPL 680 rated at 635 bhp at 2100 rpm. The new
camshafts have the injector lobe timing advanced approximately 3-camshaft degrees
from the previously used camshafts, Part Numbers 3070838 and 3070837. New CPL
1595 has been released to include these new camshafts. See Table 4, Control Parts List
for CPL 1595.
Note : New engines built to CPL 680 rated at 635 bhp at 2100 rpm are no
longer available. Camshafts, Part Numbers 3070837 and 3070838, remain for
other CPLs and for CPL 680 engines that are not rated at 635 bhp at 2100
rpm.
CAUTION
Do not use the new camshaft, Part Numbers 3078018 and 3078019, in engines
originally built to CPL 680 that have a nominal horsepower rating other than 635
bhp at 2100 rpm. Using the new camshafts with a fuel pump code other than the
one listed in Table 5 results in excessive cylinder pressure and decreased
durability. Do not use the new camshafts unless the fuel pump calibration is
changed to the appropriate code in Table 5 or the cylinder pressure can be
excessive and engine durability can decrease.
Table 4,
Control Parts
List for CPL
1595
Engine
Injector Camshaft Piston Turbocharger
Models
Table 4,
Control Parts
List for CPL
1595
Engine
Injector Camshaft Piston Turbocharger
Models
VTA28-C
3054255- 3078018 RB
3040097 3523590 (635) VTA28-
156BK 3080819 LB
L3 (635)
Cylinder AFC
Timing Exhaust Aftercooler Yes
Head
ASA
133573 U (0.0525) Dry 3411460
No
Notice that the injector timing for CPL 1595 is different from that for CPL 680. The
standard 0.0115-inch offset key, Part Number 3021595, installed in the retard position
(offset in the direction of camshaft rotation) will normally result in the injection timing
being within the specification of 0.050 to 0.055. A slip-fit camshaft gear can be used to
more quickly select the proper keys. If a slip-fit camshaft gear is used, always confirm
the injection timing is within specification after the standard camshaft gears have been
installed.
Table 5, Fuel Pump Code Supercession

New Code Old Code Torque Rise
10 percent torque rise
V095 V056
with check valves
V096 V054
with check valves
V097 V054
without check valves
V098 V080
without check valves
Rumbled Camshafts
All V28 camshafts are now rumbled to improve durability. The rumbling precess induces
residual compressive stress to the camshaft surface, making it stronger. Rumbling also
changes the surface texture so that the lobe surface retains more lubricating oil, even
under high loads during fuel injection.
Rumbled camshafts can be visually distinguished from the old lapped camshafts (Figure
6, Lapped Camshaft-Left, Rumbled Camshaft-Right). The camshaft lobes and bearing
journals on rumbled camshafts have a dull gray or brownish-gray appearance. The
camshaft lobes and bearing journals on lapped camshafts are bright and shiny. The
appearance caused by the rumbling is not unlike that of a part that has been bead
blasted. The part number has not been changed for the rumbled camshafts.
Figure 6, Lapped Camshaft (Left), Rumbled Camshaft (Right) Comparison
Exhaust Valve Lobe

In October 1991, new camshafts with a revised exhaust lobe profile were released to
improve camshaft durability. The new lobe profile provides for an improvement in the
exhaust valve train no-follow speed, thus decreasing the possibility of the tappet roller
skidding on the camshaft lobe. Repetitive tappet roller skidding can lead to failure of the
tappet roller and/or the camshaft. The change in the exhaust valve profile does not
increase engine-rated speed or overspeed capabilities. Only the camshafts for right-
handed rotation engines were changed. Camshafts for left-handed rotation engines
have not changed. Refer to Table 6, V28 Camshaft Progression, for camshaft part
number supersession and ESN first information.
General
The following intermixing guidance is to be used with camshafts that are within the same
CPL.
1. Rumbled and non rumbled camshafts can be intermixed.

2. Camshafts with and without the revised exhaust lobe can be intermixed.
3. Camshafts with and without the revised injector lobe must not be intermixed.
CAUTION
Do not attempt to advance the injection timing on camshafts that do not have the
revised injector lobes on CPL 680 engines, or the pistons can hit the valves.
Camshafts with the revised injector lobe must be installed in pairs if they are installed in
an engine originally built to CPL 680. If the camshafts are installed in an engine originally
built to CPL 680, change the data tag to show CPL 1595.
Table
6, V28
Cams
haft
Progr
essio
n
Super
Cams Servic Revis Revis
Engin seded Date
haft e Kit Engin Rumbl ed ed
e by in
Part Part e ed *3 Exhau Inject
Rotati Part Produ
Numb Numb Bank *6 st or
on Numb ction
er er Lobe Lobe
er
17334 38010 Prese
Right Left Yes No No
0 22 nt
17335 38010 Prese
Left Left Yes No No
0 23 nt
19550 38010 Prese
Right Right Yes No No
0 24 nt
19551 38010 Prese
Left Right Yes No No
0 25 nt
16388 38010 30708
Right Right No No No
0 20 40
16393 38010 30708

Left Right No No No
0 21 41
Octob
30708 38010 Prese
Right Right Yes Yes No er 91
40 20 nt
*4
Octob
30708 38010 Prese
Left Right Yes Yes No er 91
41 21 nt
*4
30264 38013 30708
Right Right No No No
51 07 37
30265 38013 30708
Left Right No No No
42 08 38
Octob
30708 38013 Prese
Right Right Yes Yes No er 91
37 07 nt *1
*4
Octob
30708 38013 Prese
Left Right Yes Yes No er 91
38 08 nt *2
*4
30780 38035 Prese May
Right Right Yes Yes Yes
18 87 nt *7 92 *5
30780 38035 Prese May
Left Right Yes Yes Yes
19 88 nt *7 92 *5
*1
Super
seded
by
30780
18 for
engine
s rated
at 635
bhp at
2100
rpm
origina
lly built
to CPL
680
*2
Super
seded
by
30780
19 for
engine
s rated
at 635
bhp at
2100
rpm
origina
lly built
to CPL
680
*3 All
produc
tion
engine
s from
25185
949 12
May
92
have
rumble
d
camsh
afts
*4
ESN
first
25182
212
*5
ESN
first
25185
822;
refer
to
Table
7,
Engine
s
Chang
ed at
Cumm
ins
Plants
From
CPL
680 to
CPL
1595
*6 All
servic
e
camsh
afts
have
been
rumble
d
startin
g1
Nove
mber
91
excep
t
30708
37 and
30708
38
which
started
15
Febru
ary 92
*7
Only
used
in CPL
1595
The camshafts have been changed in some engines built prior to the ESN first 25185822
as they were processed through Cummins plants other than the original manufacturing
plant. Refer to Table 7, Engines Changed at Cummins Plants From CPL 680 to CPL
1595, for the engine serial numbers of these engines.
Table 7, Engines Changed at Cummins Plants From CPL 680 to CPL 1595
25173985
Table 7, Engines Changed at Cummins Plants From CPL 680 to CPL 1595
25176052
25176107, 25176108, and 2517609
25176605
25180977
25182717 and 25182718
25183003
25183739
25184489, 25484491, and 25184492
25185354, 25185355, 25185356, and 25185357
25185620
25185818, 25185819, 25185820, and 25185821
The engine and fuel pump dataplates on all engines were changed. However, OEPL data
will reflect CPL 680 and the original build pump codes.
Note :
• Cummins recommends adjusting the V28 valves and injectors at 1500-
hour intervals.
• If the injector tappets have crowned rollers, adjust the injector to 8 N•m
[70 in-lb] torque. All injector tappet rollers made after January 1985, ESN
first 37109220, have crowned rollers. All engines with ESN first starting
with 25 have crowned injector tappet rollers also.
• Cummins recommends that injectors be removed and rebuilt or replaced
at 6000-hour intervals.
Tappets
Tappet Installations:
1. Drilled Hole Tappets

Replace non-drilled valve and injector tappets with new style tappets with drilled
holes. The newer drilled oil hole tappets provide pressurized oil to the camshaft
lobes and tappet rollers
Puller holes have been added to aid the removal of the valve tappets.
A pressurized lubricating oil hole has been added to the V28 injector and valve tappets to
improve the life of the camshaft and roller. The addition of the oil supply hole does not
change the engine oil pressure specifications.
The tappets that are drilled and the tappets that are not drilled can be used in the same
engine.
Table 8, Parts Status

Old Stock
New Part Number Part Name Old Part Number
Disposition
3019155 Valve tappet 3019155 Use
3019156 Injector tappet 3019156 Use
ESN first is 25166293, March 21,1989.
It has been determined through extensive testing that the tappet guide retaining ring, Part
Number 135530, is not required to retain the tappet guide on the injector tappet, Part
Number 3019156, in the V28 Series Engines.
Table 9, Parts Status

Part Number Part Name Part Status
Injector tappet with
3019156 Use
retaining ring
Injector tappet without
3019156 Use
retaining ring
The retaining ring can remain on the tappet if it is already installed.
ESN first is 25165697, February 11,1989.
2. Pin Material Change

Significantly more wear resistance is gained with the release of a new tappet roller
pin material. New material CMS 54030 (manganese phosphor bronze) will replace
old material CMS 54000 (phosphor bronze). Camshaft life will also improve. The
new material will be marked with an 'M' on the pin. New injector tappet pins, Part
Number 4071444, and new valve tappet pins, Part Number 4071443 began
installation on 9 August 2001 (ESN first 25273489).
3. Rebuilding Tappets
Cummins recommends using new or Cummins Recon™ manufactured tappets
during repairs and engine overhauls. This is to make certain that a quality tappet
assembly is used and protects the customer if a failure occurs. If it is deemed
necessary to rebuild tappets, new tappet pins and rollers must always be used.
Never re-use a tappet pin that has been removed from a tappet. Proper inspection
of the tappet body is also critical. New tappet pins in a worn tappet body eventually
result in tappet failure. Rebuilt tappets must follow Cummins recommendation to
freeze the tappet pin prior to installing it into the tappet body. The tappet pin must
slide freely into the tappet body to prevent any scuffing of pin material.
The following items must be verified when installing tappets into the block:
1. The tappet assemblies must be pre-cleaned.

2. The tappet pin oil hole alignment is correct.
3. The tappet socket oil hole is open.
Push Rods
Push rod installation:
The ball and socket wear must be checked against the specifications outlined in the
Shop Manual V28 Engines, Bulletin 3666014.
Group 6 - Injectors and Fuel Lines

Top-Stop injectors must replace non top-stop injectors where applicable. Top-Stop
injectors reduce injector lobe loading and wear on camshafts.
Top-Stop injectors have the identical cup and flow specifications as the existing PTD
injectors so that there is not a change in engine performance. The top-stop injectors
require a different hold down clamp, Part Number 3028171.
The overhead setting procedure and values do not change.
Table 10, Overhead Settings

Component to Set Setting
Outer base circle injector set 8 N•m [70 in-lb]
Intake lash 0.35 mm [0.014 in]
Exhaust lash 0.68 mm [0.027 in]
The top-stop injector change for these engines causes the CPL to change. When top-
stop injector assemblies are installed, the new CPL must be stamped on the engine
dataplate and the fuel pump dataplate for future service reference. The fuel pump does
not require recalibration, only the fuel pump code will change.
Do not mix the injector assemblies. Cummins Inc., recommends that the injectors only
be exchanged as a complete set.
Table 11,
Injector
Conversi
ons
PTD Top-Stop
Configur PTD Top-Stop
Engine Injector Injector Effective
ation Injector Injector
Model Part Part Date
Number CPL CPL
Number Number
VTA28- D153091 28 April
0679 3054255 1689 3084108
C800 CX02 93
VTA28- D153094 28 April
0680 3054255 1690 3084108
C725 CX02 93
VTA28- D153094 28 April
1595 3054255 1691 3084108
C635 CX02 93
VTA28- D153099 28 April
0759 3054258 1692 3084109
C900 CX02 93
VTA28- D153045 01 June
1593 3078016 1693 3084110
M2 (675) MX02 93
The ESN first to reflect this change is 25192043.
Group 7 - Lubricating Oil System

Lubricating Oil Cooler
Lubricating oil cooler elements must be pressure tested to enable detection of any leaks.
Any leaks require the element be replaced with a new one. Do not attempt to make
repairs to the element.
Prelube Starter Option

Cummins encourages customers to install this option. The option allows the lubrication
system to be pressurized prior to engine start up. This allows for maximum lubrication
availability to critical components at the moment the engine is started. Cummins highly
recommends this option to reduce potential wear on tappet roller pins and prevent
camshaft damage. See the Prelubrication Device for High Horse Power Engine Service
Bulletin 3666091, for more information.
Group 10 - Air Intake System

Flanged Aftercooler Core
A new flanged design aftercooler core design has been released for improved durability
on severe applications. The new aftercooler core Part Number is 3001519. This new core
is more durable and has a higher cooling efficiency which reduces combustion and
exhaust gas temperatures. This in turn improves engine efficiency and durability. This
change is effective for service only on industrial engines.
The following procedure provides installation instructions for updating V28 industrial
engines in service that experience aftercooler failures on the flange mounted aftercooler
cores.
Aftercooler Assembly Upgrade

Consult Shop Manual V28 Engines, Bulletin 3666014, for
disassembly, cleaning, and inspection procedures.
WARNING
Wear appropriate eye and face protection when

using compressed air. Flying debris and dirt can
cause personal injury.
Using a 7/16 inch drill, drill the existing 8 cross bolt holes.
Using a 1/4 inch pipe tap, tap the 8 cross bolt holes.
Clean the housing using compressed air.
Apply thread locking compound to a 1/4 inch pipe plug.
Install the pipe plug into the housing.
Tighten the pipe plug.
Torque Value: 20 n•m [ 177 in-lb ]

Repeat the above procedure for the remaining cross bolt
mounting holes.
Assembly
Place the aftercooler housing in a horizontal position with

the cover plate mating surface positioned upward.
Install guide pins in opposing corners to assist in the

assembly of parts.
Apply a light film of RTV, Part Number 3823494, to the

gasket and mating surface to hold the gasket in place
during assembly.
Place a new gasket, Part Number 3077201, on the after

cooler housing.
Install new o-rings on the aftercooler core inlet and outlet

connections.
Place the aftercooler core into the housing.
Place a new gasket, Part Number 3077201, on top of the

aftercooler core.
Install the aftercooler cover.
Remove the guide pins.
Place RTV under the head of each capscrew and install

the 24 capscrews into the cover.
Tighten the capscrews in the sequence shown.
Torque Value: 34 n•m [ 25 ft-lb ]
Slot the lower portion of the coolant inlet tube flange

mounting holes downward 3.81 mm [0.150 in].
Install the inlet and outlet connections and tighten the

capscrews.
Inlet connection:

Outlet connection:
Section V - Customer Practices

The end users or customers of the V28 engine can increase the life of their engines by
following some simple guidelines.
1. Oil Quality:
Cummins Inc. recommends the use of 15W-40 oil. Oils with an API classification of
CH-4 are preferred if they are available. Lower API classification oils (CG-4, CF-4)
can be used if CH-4 is unavailable. To optimize camshaft and engine life, the
customer must use the highest quality oil available in their region. For more
information on oil specifications, refer to Cummins Engine Oil Recommendations,
Bulletin 3810340 .
The use of a 15W-40 oil (API CH-4) will provide the following benefits for the engine:
a. Better cold pumpability, which means oil is supplied to camshaft and tappets
faster during cold starts.
b. More stable viscosity over a wider temperature range. Stable viscosity is
critical to maintain the oil film at high temperature.
c. Better oxidation resistance. Exhaust gases cause oxidation, which breaks
down oil. The acid level in the oil (usually expressed as TAN) will increase with
oxidation. Higher acid levels in the oil cause more aggressive wear toward
bearing and wear surfaces.
d. More stable additive package.
e. Better dirt dispersing capability, which allows the oil to carry the dirt to the
lubrication filters where it is removed.
2. Service Intervals:
Cummins Inc. recommendations for service intervals for the V28 engine are as
follows:
a. 250-hour oil drain and filter change intervals for API CD oils and above.
b. 125-hour oil drain and filter change intervals for API CC oils.
c. Must have bypass filtration.
d. Do not extend service intervals by any method.
e. Use name-brand, high-quality lubrication filters (full-flow and bypass), such as
Fleetguard®.
3. Maintenance:
In addition to oil and filter changes, the customer must make sure the following
items are part of their routine maintenance practices:
a. The overheads must be adjusted at 1500-hour intervals by a qualified
technician. Check the valves, injectors, and crossheads and record excessive
wear.
b. Clean and calibrate the fuel pump and injectors at D-check intervals.
c. Utilize an oil analysis program to detect fuel, coolant, dirt, excessive metal
particles, and oil deterioration.
4. Operator Training:
Operators must be trained to understand how their operating practices affect the
engine life of the equipment. Specific areas that affects camshaft life directly are:
a. Proper operating procedures. These procedures need to be in place to avoid
engine overspeed where the load drives the engine. Overspeed occurs at 2400
rpm for the V28 engine.
b. Effects of engine overspeed:
i. Tappet roller reaches no-follow conditions
ii. Oil film breakdown
iii. Valve collet, retainer, stem wear, bent valves, and bent push tubes
iv. Possible dropped valves.
a. Proper warm-up and cooldown cycles. Allow the engine to idle 3 to 5 minutes after a
full-load operation before shutting down. This allows the engine to cool gradually and
uniformly. Likewise, the engine must be allowed to warm up at idle until the coolant
temperature reaches 71° C [160° F] (approximately 3 to 5 minutes).
5. Changes to fuel pump calibration:

Any adjustments to the fuel pump calibration or governor setting can drastically
influence the life of the V28 camshafts. As mentioned earlier, overfueling increases
the hertz stresses on the camshaft injector lobes, which leads to premature failure.
6. Prelube starters:
Prelube starters can be used to make certain the engine has immediate oil pressure
to the camshaft at start-up. Having oil at the camshaft at start-up prevents the
normal wear and tear associated with "dry starts." A prelube starter needs to be
considered at rebuild. The V28 Prelub™ integral starter kit is Part Number 3803791,
and the remote starter kit is Part Number 3803793.
Section VI - Recent History of the V28 Engine Relative to Camshafts

The table below outlines the changes that have taken place to increase the durability of
the V28 camshaft.
Table 12, Major Product Changes (timeline summary)

Jan 89 First V28s produced in India.
Oil drilling added to valve and injector
Feb 89
tappets
Began rumbling process for service
Nov 91
camshaft
Pin material improved at Cummins India
20 Feb 92
Ltd
27 Mar 92 Oil drilling added to ReCon® process
Began rumbling process for production
camshafts at Cummins India Ltd. See
Section IV, Engine Assembly and Latest
12 May 92
Updates, Group 4, Cam Follower and
Tappets for details of the rumbled cam
introduction
Exhaust lobe redesigned to reduce
Jan 93
skidding at 2300 rpm
Improvements made at Cummins India
Jan 93
Ltd to improve tappet bore quality
ReCon® implemented 25-ft-lb torque test
Jan 94
for top retainers
Tappet guide plate alignment inspection
Jun 94
implemented at ReCon®
New tooling at Cummins India Ltd
Jun 94
improved tappet bore capabilities
Started drilling valve tappet bodies at

Oct 94
ReCon®
Improved assembly and measurement
May 96 process implemented at ReCon® (tappets
marked with an "M")
Atlas tempering furnace temperature
10 Oct 98 adjusted to increase cam hardness.
MCR No. 98-203
Last Modified: 12-Apr-2007

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V28 REBUILD GUIDELINES Page 1 of 33

Service Bulletin Number: 3666454-01 Released Date: 01-jan-2002

V28 REBUILD GUIDELINES

Section III - Rebuild Facility Requirements Page 8

Section IV - Engine Assembly and Latest Updates Page 9

Section V - Customer Practices Page 18

Section VI - Recent History of the V28 Engine Relative to Camshafts Page 19

Notes about this bulletin:

Section I - Failure Analysis of Camshaft, Tappets, and Other Components

Note : Before the engine is disassembled, the checks must be performed on

Pre-Disassembly Checklist for the V28

Fuel Pump Calibration Data:

Figure 1, Cam Follower Lobe Position

Section II - Component Inspection for Reuse and Root Causes Investigation

Figure 2, Cylinder Block Injector Tappet Bore

Figure 3, Cylinder Block Valve Tappet Bore

Camshaft Bushing I.D.

2. Camshaft Inspection (if reused):

Camshaft Bushing Journal O.D.

Thrust Bearing Thickness

a. Inspect the camshaft gear for excessive wear.

Note : If there is evidence of overfueling, both camshafts must be replaced,

5. Valve Collet, Retainer, and Stem Inspection:

Section III - Rebuild Facility Requirements

2. Engine Run-in Period with Engine Dynamometer:

Section IV - Engine Assembly and Latest Updates

Note : During rebuild, it is recommended that the engine be updated to the

Group 2 - Cylinder Head

Chrome Plated Exhaust Valves

Table 2, Premium Cylinder Head Components

Cylinder Heads (prior to 1994) Upfit Instructions

Group 3 -Rocker Levers

The setting point has been advanced 22.2 mm [0.88 in].

Figure 4, Old Pointer

Figure 5, New Pointer

Note : New pointers have a raised lip to prevent mis-assembly.

Group 4 - Cam Followers and Tappets

• New fuel pump codes used with new camshaft

Table 5, Fuel Pump Code Supercession

Figure 6, Lapped Camshaft (Left), Rumbled Camshaft (Right) Comparison

Exhaust Valve Lobe

1. Rumbled and non rumbled camshafts can be intermixed.

16393 38010 30708

1. Drilled Hole Tappets

Table 8, Parts Status

ESN first is 25166293, March 21,1989.

Table 9, Parts Status

The retaining ring can remain on the tappet if it is already installed.

ESN first is 25165697, February 11,1989.

2. Pin Material Change

1. The tappet assemblies must be pre-cleaned.

Group 6 - Injectors and Fuel Lines

The overhead setting procedure and values do not change.

Table 10, Overhead Settings

The ESN first to reflect this change is 25192043.

Group 7 - Lubricating Oil System

Prelube Starter Option

Group 10 - Air Intake System

Aftercooler Assembly Upgrade

Wear appropriate eye and face protection when

Clean the housing using compressed air.

Apply thread locking compound to a 1/4 inch pipe plug.

Install the pipe plug into the housing.