QSK 45/60 – Fuel

FAMILIARISATION
SCEN AUDIO
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The QSK 45 and 60 engines utilize the QUANTUM – High Pressure Injection – fuel system. This full authority fuel
10001
system controls injection timing and fueling using a simple, efficient design, with high injection pressures.
The fuel system features a mechanically actuated, open nozzle type injector and the latest generation of Cummins
10010
electronic controls. This provides precise fuel management and infinitely variable injection timing.
10100 This section covers the Fuel System components, and fuel flow through the QSK 45 and 60 engines.
10205 The fuel filter head mounts on the pan rail. The filter head assembly has a provision for an optional fuel warmer.
A combination fuel filter/water separator is standard for The QSK 45 and 60 engines. The filters use a StrataPore 10
10210 micron filtering media and a water drain. Water separator elements in the fuel filters are mandatory due to the
cooling and lubricating needs of the actuators in the fuel system.
The fuel filter strips any water out of the fuel and collects it in the bottom of the filter canister. The water can then be
10215
periodically drained from the filter as needed.
The fuel pump is gear driven through the front gear train through the accessory drive. The fuel pump provides fuel
10220
pressure and approximately three times the fuel flow when compared with KV engines.
10500 The pressure sensor mounted on the fuel pump supply signals to the ECM to indicate the fuel pump output pressure.
The ECM uses these signals, along with other operating characteristics, such as engine speed, to determine the signal
10600 sent to the actuator to achieve the desired fuel output pressure. This confirmation of the desired pressure by a sensor
installed at the fuel pump outlet is referred to as a “closed loop” system.
The core of the QSK 45 and 60 fuel system is the Electronic Fuel Control Valve Assembly, or ECVA. Fuel flow produced
by the pump is delivered to the control valve assembly. The assembly consists of a shutoff solenoid valve, two timing
11000
actuators, one metering rail actuator, a fuel timing pressure sensor, a fuel metering rail pressure sensor, an ambient
air pressure sensor, and a fuel temperature sensor.
The rapid restart style fuel shutoff valve shuts off the flow of fuel to the metering rail actuator when it is deactivated.
11050 This valve is capable of stopping fuel flow in case of engine overspeed, shut-down, or other problems detected by the
ECM. This normally closed valve receives a signal from the ECM to open.
The control valve assembly has one fuel inlet port and two outlet ports. Actuators control fuel flow though each outlet
port.
11100
The fuel metering rail actuator controls the fuel required for combustion.

The two timing fuel actuators control the fuel necessary to control the infinitely variable injection timing.
The QSK 45 and 60 fuel system utilizes the Pressure/Time concept like the previous PT fuel system. The PT system is
completely mechanical and relies on mechanically adjusted flow areas to regulate fuel pressure.
11200
However, the QSK 45 and 60 fuel system controls fuel pressure by electronically adjusting flow areas of the actuators.
For an example of the Pressure/Time concept, let’s consider the following:

With equal sources of pressure connected to passages of different flow areas, if both systems are allowed to flow for
11300
the same amount of time, more fluid will be collected in the container of the system with the larger flow area.

Therefore, with fluid pressure and flow time held constant, the flow area determines the quantity of fluid collected.
If passages of equal flow area are connected to unequal sources of pressure and the time the fluid is allowed to flow is
held constant, more fluid will be collected in the container of the system that has a greater source of pressure.
11400
Therefore, if the flow area and flow time are held constant, the pressure determines the amount of fluid collected.
Finally, if passages of equal flow area are connected to equal sources of pressure, the time the fluid is allowed to flow
determines the amount of fluid collected.
11500
Therefore, if the flow area and the fluid pressure are held constant, the time determines the amount of fluid collected.
There are different flow rates in the actuators used on the QSK 45 and 60 engines: low, mid, and high flow. For the
11600
engine to perform correctly, the correct actuator must be installed in each part of the fuel system.
The actuators control the pressure/time flow in the fuel system. The signal received by the coil in the actuator from
11700 the ECM causes the spool valve in the actuator to change position. This varies the flow area in the actuator. The ECM
uses the actuators to control operation of the fuel system.
11800 Actuators control fuel flow for the fuel pump, timing rail, and metering rail.
The fuel manifold contains fuel timing, metering, and drain rifles used to direct the flow of fuel to and from the
14000
injectors.
The injectors used on the QSK 45 and 60 engines all function similarly. However, the injector flow rates may vary
14200 depending on the engine horsepower range. The maximum capacity of the injectors is 725 cubic mm of fuel per
stroke.
These camshaft actuated injectors contain timing and metering chambers, and drain passages. Four o-ring seals on
14800
the injector body separate the passages. These o-rings also maintain separation between the fuel and lubricating oil.
The sealing ring installed on the end of the injector, seals the combustion chamber around the injector. Four
14900
thicknesses of seal rings are available to achieve the correct injector protrusion after cylinder head machining.
A fuel cooler is required on most QSK 45 and 60 engines. The correct fuel temperature is critical to the proper
15000 operation of the fuel system. A fuel temperature derate begins if the temperature at the inlet of fuel pump reaches 71
degrees Celsius.

1
 QSK 45/60 – Fuel
FLOW

20000 In this section we will look at fuel flow through the overall system, the fuel pump and the injectors.

Please click on the available section to continue. (generic clip C)

FAMILIARISATION
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21001 Fuel flow begins as the fuel pump pulls fuel from the fuel tank to the fuel filter.
Fuel flows through the three combination fuel filter/water separators. These filters are 98% efficient 10 micron filters.
22001
After water and contaminants are removed, the filtered fuel flows to the gear pump section of the fuel pump.
The QSK 45 and 60 engines utilize a fuel pump which pulls the fuel from the tank and generates the system fuel flow
23001
and pressure. The pump output pressure is controlled by the ECM through a pressure regulating actuator.
The ECM receives a signal from the fuel pressure sensor indicating the fuel pressure from the pump. The ECM then
23020 adjusts the PWM signal it sends to the fuel pump actuator to increase or decrease fuel pressure. This is accomplished
by adjusting the actuator flow area to control the amount of fuel bypassed to the inlet side of the fuel pump .
The fuel pump supplies fuel to the Electronic Fuel Control Valve Assembly, or ECVA. Fuel flow through the assembly is
23100 controlled by a shutoff solenoid valve, and three fuel actuator valves. The ECVA uses these devices to control the fuel
flow into the timing and metering passages.
The fuel metering flow is controlled by the fuel shutoff valve and the fuel metering actuator. Fuel from the inlet first
23200 flows to the rapid restart fuel shutoff valve. When the valve is energized, it opens and allows fuel to flow to the fuel
metering actuator.
The actuator is an electronically controlled spool type control valve. The coil receives a PWM signal from the ECM.
23300 Depending on the duty cycle of the PWM signal from the ECM, the spool uncovers a portion of the inlet port and allows
fuel flow.
The fuel metering rail pressure sensor monitors this pressure and sends this information to the ECM. The QSK 45
23400
engine has a medium flow metering rail actuator and the QSK 60 engine has a high flow metering rail actuator.
The two timing rail actuators receive fuel flow from the fuel inlet. The ECM sends a common signal received by these
23500
actuators to control fuel flow to the common timing rail.
The timing rail pressure sensor monitors the pressure in the timing rail and sends this information to the ECM. The
23600
QSK 45 engine utilizes medium flow timing actuators and the QSK 60 engine utilizes high flow timing actuators.
Fuel flows from the ECVA to drillings in the cylinder block. These drillings direct the flow of fuel to the left and right
23700
bank of the engine.
At the top surface of the engine block on each bank, the fuel rails connect to a Fuel Transfer Head Deck Block. This
23800 connection transfers the fuel from the engine block to one of the two common fuel manifolds through a Fuel Transfer
Manifold Block. The fuel manifolds are connected to the cylinder heads on each bank of the engine.
Passages in the cylinder heads deliver timing and metering fuel to the injectors. Unburned fuel from the injectors
23900
returns to the fuel drain in the fuel manifolds.

The lines connected to the fuel drain direct the fuel to the OEM supplied fuel cooler. The OEM is responsible to ensure
that the maximum fuel inlet temperature at the fuel pump does not exceed 71 degrees Celsius.
24000
The maximum drain fuel flow rate is 1,510.5 kilograms of fuel per hour for the QSK 45 and 2,014 kilograms of fuel per
hour for the QSK 60 engine.
24100
From the fuel cooler, the fuel flows back to the fuel tank.

At cranking where we need maximum fuel going to the engine, the actuator is closed. The supply pressure and the
25000 controlled pressure are both equal. Hence the bypass valve is closed and all the fuel goes to the engine.

For cranking the engine, the pressure should be approximately 241 kilo-Pascals.

As the pressure increases the bypass valve, the actuator, and the relief valve work together, simultaneously.
25100
The pressure is sensed by the sensor and is read by the ECM. The actuator opens causing the controlled pressure to
decrease. This causes the bypass valve plunger to open allowing the fuel to pass through that valve and back to the
pump inlet.

25200 The relief pressure valve is always open above 241 kilo-Pascals, so this means that it is always open above cranking.
Some of the fuel is also bypassed through that valve.
The maximum pressure valve is normally closed. When the pressure goes above 2896 kilo-Pascals, for example
during motoring or maximum speed, then the engine does not need fuel and that valve opens to let the fuel
recirculate back to the inlet again.
25300
All these numbers and data are based on the type of pump and whether the pump is the low flow, high flow or
medium flow.
INJECTOR
29000
In this section we will take a look at injector operation and the fuel flow through the injector.

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 QSK 45/60 – Fuel
The QSK 45 and 60 injector assembly contains three individual moving sections: the lower plunger, the timing
30100 plunger, and the upper plunger. All of the plungers are coated with Titanium Nitride to resist scuffing wear and
provide maximum service life.
The lower part of the injector is very similar to the PT injector.

30200 One important difference is that the lower barrel and nozzle are one piece. This design eliminates a high pressure
joint. The lower section consists of a lower plunger, lower plunger return spring, nozzle, nozzle retainer, spring
retainer, and a non-adjustable spring housing.
FAMILIARISATION
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The open nozzle design of the injector provides the ideal rate and shape of injection. A slow start of injection allows a
slower burn at the beginning of combustion for reduced combustion noise. The sharp end of injection, eliminates
secondary injection and provides reduced hydro-carbon emissions.
30300
Additionally, the QSK injector incorporates an angle drilling in the lower plunger that enhances plunger seating. This
drilling allows fuel, which is trapped in the seat, to escape and spill back into the drain passage. This process is
referred to as trapped volume spill or TVS.
The QSK 45 and 60 fuel system provides infinitely variable injection timing. The timing is varied by controlling fuel
30400 pressure to the injector timing chamber. The timing section consists of a balance orifice, timing plunger, bias spring,
and deflector ring. The timing plunger is positioned in the barrel bore below the upper plunger.
30500 The upper section of the injector consists of the barrel, spring housing, return spring, upper plunger, and plunger link.
Now let’s take a look at an injection cycle.

We will start the injection cycle with the cam follower on the outer base circle. All three plungers are in contact with
30600
each other. As the camshaft rotates, the follower rolls toward the inner base circle. All three of the plungers begin to
retract. When the lower plunger retracts far enough, the rail feed port is uncovered and fuel is Pressure-Time metered
through an orifice into the cup.
Remember from PT theory, the “P” is rail pressure and “T” is the time that the feed port is uncovered. The rail
30700 pressure is controlled electronically and can be as high as 1379 kilo-pascals or as low as 14 kilo-pascals. The time
depends on engine speed.
As the plungers continue traveling up, the lower plunger is in its fully retracted position when the spring retainer
30800
contacts the ledge on the barrel.
The cam follower continues to roll toward the inner base circle, allowing the timing and upper plungers to continue
30900 moving upward under spring force from the return spring and bias spring. When the upper plunger retracts far
enough, it uncovers the timing feed port and fuel is PT metered through an orifice into the timing chamber.
As the cam follower starts up the injection ramp of the camshaft, the upper plunger moves down and closes the
31000 timing feed port to end timing metering. The fuel that was metered into the timing chamber is now trapped between
the upper plunger and the timing plunger.
The amount, or volume, of fuel metered into the timing chamber determines the separation between the upper and
timing plungers. The amount of separation determines the effective combined length of the upper and timing
plungers. This length determines when injection starts. Changing the overall combined plunger length changes the
31100 start of injection.

The separation between the plungers varies from 2 mm at minimum timing advance to around 9 mm at maximum
timing advance. This separation is sometimes referred to as “overtravel”.
The trapped fuel becomes a solid hydraulic link between the upper plunger and timing plunger. When the timing
31200
plunger contacts the lower plunger, all three plungers move down together.
As the lower plunger moves down, the rail feed port is also closed. This ends the metering of fuel in the cup. The
31250
quantity of fuel trapped in the cup is the amount of fuel that will be injected.
The timing and upper plungers have a diameter of 15 mm, compared to the 12 mm diameter of the lower plunger.
31300 This difference in diameter reduces the pressures in the timing chamber to approximately 60 percent of the injection
pressures.
Because of this difference in pressure, the pressure in the cup can be as high as 172,000 kilo-pascals with only
31400 104,000 kilo-pascals in the timing chamber. This reduction ratio allows the injector train to operate with minimum
stress and wear yet still produce extremely high injection pressures.
The downward velocity of the plungers increases as the follower continues up the injection ramp of the camshaft.
31500
When the pressure in the cup exceeds the pressure in the cylinder, injection begins.
Injection ends as the lower plunger makes contact with the nozzle seat. For every injection cycle, the stroke of the
31600 lower plunger is 10.5 mm. At approximately the same time, the groove in the timing plunger aligns with the groove in
the barrel, opening the spill port. The timing fuel then spills as the upper plunger continues its downward movement.
During this spill process, the flow area between the timing plunger and the spill port regulates the fuel pressure in the
timing chamber to keep a load on the lower plunger. This pressure is necessary to prevent the lower plunger from
lifting before mechanical contact occurs between the upper and timing plungers.
31700
A spill ring is positioned over the spill port to act as a pressure deflector to prevent damage to the injector bore in the
cylinder head from continual release of high pressure fuel.
32000 As all of the timing fuel spills from the chamber, the plungers make mechanical contact. The downward travel of the
injector train continues, creating a mechanical crush condition on the lower plunger. This ensures that the plunger

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 QSK 45/60 – Fuel
remains seated in the nozzle during combustion.
32100 Now that we have seen each step of the injection cycle, let’s take a look at the complete cycle again.
In this section we will look at some of the troubleshooting and repair procedures for the QSK 45 and 60 engine fuel
10000
system.
FUEL INLET RESTRICTION
The fuel pump must receive an adequate supply of fuel.
15000
To check for a fuel inlet restriction. Install the pressure transducer at the quick connect fitting.
15100 Start the engine and operate it at rated speed and no load.
Check the fuel inlet restriction. The inlet restriction must not exceed 100 mm of mercury with a new filter and 203
15200
mm of mercury with a used filter.
If the inlet restriction exceeds this specification. Locate the component or components causing the restriction and
15300
replace the necessary components.
FAMILIARISATION
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FUEL RETURN RESTRICTION
16000
Begin checking for a fuel return restriction by inspecting the drain lines. Make sure that none of the lines have loops
or are crimped.
Attach the pressure transducer to the quick connect fitting where the two drain line manifolds join together at the fuel
16100
drain block.
Operate the engine at high idle and no load and check the restriction. The maximum allowable fuel return line
16200
restriction is 254 mm of mercury when the engine is operating at high idle.
16300 If the restriction is above the maximum specification, remove the fuel tank fill cap and check the restriction again.
If the restriction is below the specification when the cap is removed, replace the fuel tank vents.
16400
If the restriction is above the specification, inspect the drain lines for restrictions.
The fuel cooler is installed in the drain line between the fuel manifold and the fuel tank. If the engine has an excessive
16500
fuel return restriction, check the restriction after the fuel cooler to be sure that it is not causing the restriction.
AIR IN FUEL
18000
There are two methods of checking for in air the fuel system: the gear pump drain method and the sight glass
method.
For the gear pump drain method, connect a quick disconnect fitting, high pressure hose, pressure valve, and clear
18100
tubing to the fuel pump outlet. Put the end of the hose in a clear container.
Operate the engine at high idle with no load. Slowly open the valve until a steady stream of fuel is visible. Place the
18200
end of the hose below the surface of the fuel. If there is an air leak, bubbles will be visible in the container.
For the sight glass method, a sight glass is installed in the fuel supply lines.
18300
The engine is then operated at high idle with no load.
18400 A small air leak will have a “milky” appearance to the fuel. A large air leak will look like bubbles in the fuel.
If an air leak is found, tighten the hose connections from the fuel tank. Check the drop tube in the fuel tank for
18500
damage. Check the o-rings for damage.
SLOW SHUTDOWN
20000
Slow shutdown can be caused by an injector check ball that is not functioning properly. To verify that the checkballs
are functioning properly install a water manometer into the rail line on one bank of the engine.
Manually bar the engine in the direction of normal engine rotation two complete revolutions. If one or more of the
20100
check balls are not functioning properly, the reading on the manometer will show a large increase.

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 QSK 45/60 – Fuel
TROUBLESHOOTING & REPAIR
SCEN AUDIO
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Once it has been determined that one of the injectors in an engine bank is not functioning properly, the next step is to
determine which injector is causing the problem.

20150 Remove the plugs and hand start a cylinder cutout tool into the rocker covers for each cylinder for the opposite bank
from the suspected cylinder.

Turn the injector cut out tools down to shut down one complete bank of the engine.
Install a single cylinder cutout tool in the first rocker cover. Tighten the tool against the rocker cover to seat the
plunger in the injector.
20200
Repeat the test. If the reading again shows a large increase, one of the other injectors is malfunctioning.
Continue the procedure until the problem injector is located.
20300
However, if more than one injector is not functioning properly, this test will not indicate which injectors should be
repaired or replaced.
20400 Repeat the procedure for the opposite engine bank to locate any malfunctioning injectors on that side of the engine.
INJECTOR REMOVAL AND REPLACEMENT
25000
To remove the injectors, first remove the rocker lever covers and the rocker lever assemblies.
25100 Remove the injector holddown clamp capscrew.
25200 Use the appropriate injector puller and remove the injector and holddown clamp from the engine.
Remove the sealing ring from the end of the injector and make note of the ring thickness. The sealing ring thickness
may vary from one cylinder to the next within an engine. It is important to check the thickness of each sealing ring as
25300 it is removed. Inspect the area where the injector contacts the sealing ring to determine if it can be reused.

Remove the four o-rings from the injector body.

Inspect the rail and timing filter screens, installed on the injector body, for debris, tears, or punctures. Replace the
screen if it is damaged or dirty.
25320
The screens can be cleaned using a solvent. However, the screen must be completely dry before installation.
If the screen needs to be removed, use a small screwdriver or knife blade and gently separate the connector clip.
25340
When installing a screen, wrap the filter screen around the inlet groove. Apply pressure on the filter screen connector
clip until a single “snap” is heard.
Before installing the injector install the four new o-rings. The black o-ring with the largest diameter and the largest
cross section installs into the top groove in the injector body above the screen covering the timing port. The white o-
25400 ring installs into the next groove in the injector body between the timing screen and the drain port. The green o-ring
installs between the drain port and the screen covering the metering port. The remaining black o-ring is the smallest
diameter and installs in the groove below the metering port.
Install the proper thickness sealing ring. Four sizes of sealing rings are available. These rings are unique to QSK 45
25450
and 60 engines and cannot be interchanged with the sealing rings used on QSK19 engines.
Lubricate the injector o-rings with clean engine oil. Install the holddown clamp on the injector and position the injector
25500
in the bore. Use the installation tool to seat the injector in the bore.
25600 Install and tighten the holddown clamp capscrew to the torque specification listed in the service literature.
Next, install the rocker levers and then set the intake and exhaust valves and the injectors. Refer to Cylinder Head
25700
troubleshooting and repair in this program for more information on this procedure.
In additions to setting the injectors whenever they are removed from the engine, the injector set procedure is
26000
performed at the 1,500 hour maintenance interval. After this initial adjustment, no further adjustment is needed.
ACTUATOR REMOVAL & INSTALLATION

QSK 45 and 60 engines use four fueling actuators. The two actuators positioned above the fuel shutoff valve on the
27000
ECVA control the fuel flow to the timing rail. The actuator positioned below the fuel shutoff valve on the ECVA controls
the fuel flow to the metering rail. The fourth actuator is installed in the fuel pump to control the output pressure from
the pump.
To remove and replace any of the actuators, thoroughly clean the area around the actuator.
27100
Disconnect the actuator connector from the engine harness.
27200 Remove the actuator using a ratchet and a 32 mm deep well socket.
Inspect the filter screen, installed on the actuator body, for debris, tears, or punctures. Replace the screen if it is
27225
damaged or dirty.
27300 If the actuator screen needs to be replaced, use quick-dry contact cleaner to thoroughly clean the screen filter area.
Use a fine blade screwdriver or knife edge to separate the snap connection on the screen filter. Remove and discard
27400
the screen filter.
Wrap a new screen filter around the actuator. Make sure that the screen filter is in its groove and the two ends are
27500
nearly joined. Then, use a pair of needle nose pliers to carefully join the screen filter ends.
27600 Inspect the actuator to be sure that the o-rings are in place and lubricate the o-rings with clean engine oil.

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 QSK 45/60 – Fuel
TROUBLESHOOTING & REPAIR
SCEN AUDIO
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Install the actuator and torque it to the proper specification.
27700
Connect the engine wiring harness to the actuator.
PRIMING THE FUEL SYSTEM
28000
To prime the fuel system, use clean diesel fuel and fill the fuel filters.
28100 Fill the fuel pump suction hose with clean diesel fuel.
28200 With the filters and the suction hose full of fuel the engine is primed and should start normally.
FAULT INFORMATION SYSTEM

The Fault Information system for QSK 45 and 60 engines records 20 faults concerning the Quantum fuel system.
30100
Click on the next arrow in the lower right hand corner of the screen after you have reviewed each of these faults and
the reason each is recorded.
30101 (NO AUDIO – Fault Code #112)
30102 (NO AUDIO – Fault Code #113)
30103 (NO AUDIO – Fault Code #116)
30104 (NO AUDIO – Fault Code #117)
30105 (NO AUDIO – Fault Code #118)
30106 (NO AUDIO – Fault Code #119)
30107 (NO AUDIO – Fault Code #254)
30108 (NO AUDIO – Fault Code #259)
30109 (NO AUDIO – Fault Code #261)
30110 (NO AUDIO - Fault Code #263)
30111 (NO AUDIO - Fault Code #265)
30112 (NO AUDIO - Fault Code #316)
30113 (NO AUDIO - Fault Code #318)
30114 (NO AUDIO - Fault Code #451)
30115 (NO AUDIO - Fault Code #452)
30116 (NO AUDIO - Fault Code #455)
30117 (NO AUDIO - Fault Code #467)
30118 (NO AUDIO - Fault Code #468)
30119 (NO AUDIO - Fault Code #514)
30120 (NO AUDIO - Fault Code #553)
30121 (NO AUDIO - Fault Code #554)
SINGLE CYLINDER CUTOUT TEST
89200
The single cylinder tool is used to determine injectors that are not functioning properly and to prevent the
unnecessary removal of injectors that are functioning properly.
The Single Cylinder Cutout Tools install into a 27 mm hole in the topside of the production cast-iron valve covers.
89300 Although similar in function with its QSK19 counterpart, this new tool is needed to reach to the proper depth on the
new, taller QSK 45 and 60 cylinder heads.
Rotate the tool by hand clockwise until it bottoms out on the top of the valve cover. When the cylinder cutout tool is
installed in this port, it holds the injector plunger so that the metering plunger is seated in the cup. This prevents fuel
from metering into the injector and prevents combustion for that cylinder.
89400
Seven of these cutout tools are needed to diagnose a faulty injector on the QSK 45 engine and 9 tools are needed for
the QSK 60 engine.
To begin the diagnostic procedure, start and operate the engine until the coolant temperature reaches the normal
89700
range. Then shut off the engine.
89800 Use a 12 mm hex socket or Allen wrench to loosen the existing plugs from the top side of the cast-iron valve covers.
Remove the plugs and hand start a cylinder cutout tool into the rocker covers for each cylinder for the opposite bank
89900
from the suspected cylinder.
Install a fluke PV350 transducer on the metering rail Compuchek fittings located on the fuel manifold on the side of
90000
the engine being checked.
Start and operate the engine at the idle speed. The tool is not designed to be operated above 900 rpm or engine
90100
damage may result.
Turn the injector cut out tools down to shut down one complete bank of the engine. Let the engine idle for
90200
approximately 30 seconds. Then, record the metering rail pressure on the bank being tested as a baseline.
With the injector cutout tools down in one bank, install and turn down the tool on the first injector on the opposite
90300
bank. Let the engine idle for 30 seconds and record the metering rail pressure.
Repeat the procedure for each of the remaining injectors on that bank and record the metering rail pressure. Make
90400
sure that the injector is cutout in only one cylinder at a time on this bank.
If the cylinder being tested is working properly, the fuel metering rail pressure will be significantly higher than the
90500
reading recorded at the engine baseline.

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TROUBLESHOOTING & REPAIR
SCEN AUDIO
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If the cylinder being tested is weak or it is not firing, the fuel rail pressure will show little or no change from the
90600
baseline reading.
Shut off the engine. Move the PV350 transducer to the opposite bank. Move the cutout tools to the bank previously
90700
tested. Repeat the above procedure for the other bank of the engine.
90800 Replace any faulty injector or injectors. Refer to Injector Removal and Installation procedure in this section.
After completing the testing, remove the injector cutout tools from the valve covers, and install the plugs. Torque the
90900
plugs to specification.