V28 Rebuild Guidelines

4/8/2020 V28 REBUILD GUIDELINES
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.
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:
https://quickserve.cummins.com/qs3/pubsys2/xml/en/bulletin/3666454.html 1/26
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?
Tabl
e 1,
Ove
rhea
d
Setti
ngs
1R 2R 3R 4R 5R 6R 1L 2L 3L 4L 5L 6L
Inta
ke
Exh
aust
Timi
ng
Inje
ctor
Flo
w
Dat
a
Inje
ctor
Da
mag
e/
Con
ditio
n
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
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, 1693,
3801307
2950, 1195, 1651, 1176, and 21024
0679, 0680, 0759, 1689, 1690, 1692, 1693,
3801308
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
Injector Camshaft Piston Turbocharger Engine Models
3078018 RB VTA28-C (635)
3054255-156BK 3040097 3523590
3080819 LB VTA28-L3 (635)
AFC
Cylinder Head Timing Exhaust Aftercooler
Yes
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 with
V095 V056
check valves
36 percent torque rise with
V096 V054
check valves
36 percent torque rise
V097 V054
without check valves
10 percent torque rise
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
Camsh
aft
Progre
ssion
Supers
Camsh Service Revise Revise
Engine eded Date in
aft Part Kit Part Engine Rumbl d d
Rotatio by Part Produc
Numbe Numbe Bank ed *3 *6 Exhaus Injector
n Numbe tion
r r t Lobe Lobe
r
380102
173340 Right Left Yes No No Present
2
380102
173350 Left Left Yes No No Present
3
380102
195500 Right Right Yes No No Present
4
380102
195510 Left Right Yes No No Present
5
380102 307084
163880 Right Right No No No
0 0
380102 307084
163930 Left Right No No No
1 1
307084 380102 October
Right Right Yes Yes No Present
0 0 91 *4
307084 380102 October
Left Right Yes Yes No Present
1 1 91 *4
302645 380130 307083
Right Right No No No
1 7 7
302654 380130 307083
Left Right No No No
2 8 8
307083 380130 Present October
Right Right Yes Yes No
7 7 *1 91 *4
307083 380130 Present October
Left Right Yes Yes No
8 8 *2 91 *4
307801 380358 Present May 92
Right Right Yes Yes Yes
8 7 *7 *5
307801 380358 Present May 92
Left Right Yes Yes Yes
9 8 *7 *5
*1
Supers
eded by
307801
8 for
engines
rated at
635
bhp at
2100
rpm
originall
y built
to CPL
680
*2
Supers
eded by
307801
9 for
engines
rated at
635
bhp at
2100
rpm
originall
y built
to CPL
680
*3 All
producti
on
engines
from
251859
49 12
May 92
have
rumble
d
camsha
fts
*4 ESN
first
251822
12
*5 ESN
first
251858
22;
refer to
Table 7,
Engine
s
Change
d at
Cummi
ns
Plants
From
CPL
680 to
CPL
1595
*6 All
service
camsha
fts have
been
rumble
d
starting
1
Novem
ber 91
except
307083
7 and
307083
8 which
started
15
Februar
y 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
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 retaining
3019156 Use
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
Conversio
ns
PTD Top-Stop
Configura PTD Top-Stop
Engine Injector Injector Effective
tion Injector Injector
Model Part Part Date
Number CPL CPL
Number Number
VTA28- D153091C
0679 3054255 1689 3084108 28 April 93
C800 X02
VTA28- D153094C
0680 3054255 1690 3084108 28 April 93
C725 X02
VTA28- D153094C
1595 3054255 1691 3084108 28 April 93
C635 X02
VTA28- D153099C
0759 3054258 1692 3084109 28 April 93
C900 X02
VTA28-M2 D153045M
1593 3078016 1693 3084110 01 June 93
(675) X02
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.
Feb 89 Oil drilling added to valve and injector tappets
Nov 91 Began rumbling process for service camshaft
20 Feb 92 Pin material improved at Cummins India Ltd
27 Mar 92 Oil drilling added to ReCon® process
Began rumbling process for production
camshafts at Cummins India Ltd. See Section
12 May 92 IV, Engine Assembly and Latest Updates,
Group 4, Cam Follower and Tappets for details
of the rumbled cam introduction
Exhaust lobe redesigned to reduce skidding at
Jan 93
2300 rpm
Improvements made at Cummins India Ltd to
Jan 93
improve tappet bore quality
ReCon® implemented 25-ft-lb torque test for

Jan 94
top retainers
Tappet guide plate alignment inspection
Jun 94
implemented at ReCon®
New tooling at Cummins India Ltd improved
Jun 94
tappet bore capabilities
Oct 94 Started drilling valve tappet bodies at ReCon®
Improved assembly and measurement process
May 96 implemented at ReCon® (tappets marked with
an "M")
Atlas tempering furnace temperature adjusted
10 Oct 98 to increase cam hardness.
MCR No. 98-203
Last Modified: 12-Apr-2007

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4/8/2020 V28 REBUILD GUIDELINES

V28 REBUILD GUIDELINES

Section V - Customer Practices Page 18

Fuel Pump Calibration Data:

Figure 1, Cam Follower Lobe Position

Figure 2, Cylinder Block Injector Tappet Bore

Figure 3, Cylinder Block Valve Tappet Bore

2. Camshaft Inspection (if reused):

a. Inspect the camshaft gear for excessive wear.

5. Valve Collet, Retainer, and Stem Inspection:

Table 2, Premium Cylinder Head Components

Cylinder Heads (prior to 1994) Upfit Instructions

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

Group 4 - Cam Followers and Tappets

Table 5, Fuel Pump Code Supercession

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

Exhaust Valve Lobe

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.

Table 10, Overhead Settings

The ESN first to reflect this change is 25192043.

Aftercooler Assembly Upgrade

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

Install guide pins in opposing corners to assist in the assembly

Apply a light film of RTV, Part Number 3823494, to the gasket

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

Place a new gasket, Part Number 3077201, on top of the

Tighten the capscrews in the sequence shown.

Install the inlet and outlet connections and tighten the

Section V - Customer Practices

a. Proper operating procedures. These procedures need to be in place to avoid engine

Table 12, Major Product Changes (timeline summary)

ReCon® implemented 25-ft-lb torque test for

Last Modified: 12-Apr-2007

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