Detroit Diesel Series 60 Service Manual Espa Ol

1. Detroit Diesel Series 60 Service Manual
2. Detroit Diesel Series 60 Service Manual Espa Ol L

Section 1.28
Camshaft and Camshaft Bearing

Detroit Diesel Series 60 engines equipped with DDEC III or DDEC IV electronic control systems are identified by a 'K' in the sixth position of the model number. Example: 6067GK60. Detroit Diesel Electronic Controlled Series 60 engines can be equipped with a variety of options designed to warn the operator of an engine malfunction. # 1 source of Detroit Diesel series 60 12.7 L engine service, troubleshooting and operating manuals. 24hr worldwide shipping direct to you. Detroit Diesel Series 60 Service Manual Espa Ol. Ford 601 Shop Manual on this page. Download and Read Detroit Diesel Series 60 Service Manual Espa Ol Detroit Diesel Series 60 Service Manual Espa Ol Will reading habit influence your life? View and Download Detroit Diesel Series 60 operator's manual online. Series 60 Engine pdf manual.

The Series 60 camshaft is located on top of the cylinder head, just below the valve cover. The camshaft actuates the intake and exhaust valves and injector operating mechanism. See Figure 'Camshaft and Related Parts' .

Figure 1. Camshaft and Related Parts

Note: The Series 60G camshaft has no injector lobe on the cam.

The camshaft is supported by seven bearing assemblies, consisting of precision-type, replaceable bearing shell inserts that are split at their center lines. Current non-tin-plated production bearing shells are identified by their shiny aluminum color. Current tin-plated service bearing shells have a dull gray sheen. The lower bearing shell is positioned in a saddle that is integral with the cylinder head. The upper bearing shell is held in place by a machined camshaft cap. Upper and lower bearing shells are identical and have locating tangs and oil holes. Only the upper bearing shell oil holes index with oil supply holes in the camshaft caps. See Figure 'Camshaft and Related Parts' . These camshaft caps are precision line-bored after assembly to the cylinder head. Caps are NOT interchangeable once the head is finished. Caps are numbered and must NOT be interchanged with other caps of the same part number from stock or from a different cylinder head.

Figure 2. Camshaft and Related Parts

The No. 4 camshaft cap is secured to the cylinder head with three bolts; cap numbers 2, 3, 5, and 6 use two bolts each. Caps one and seven have a stud and one bolt each. The stud and nut arrangement on the end caps (1 and 7) allows rocker arm shaft removal without disturbing the gasket eliminator seal from the end camshaft caps to the cylinder head. There are four different camshaft cap configurations. Only the intermediate caps No. 2, 3, 5, and 6 are identical but must not be interchanged during re-assembly. See Figure 'Camshaft Bolt and Cap Location' .

Figure 3. Camshaft Bolt and Cap Location

The camshaft is driven by a camshaft drive gear, located in the gear case at the front of the engine and is driven, through a series of intermediate gears, by the crankshaft timing gear. Refer to '1.24.2.1 Check Engine Timing' for gear train information and camshaft drive gear lash measurement and adjustment procedures. See Figure 'Engine Gear Train' .

Figure 4. Engine Gear Train

The camshaft drive gear is indexed to the camshaft drive gear hub by a Woodruff key and retained by a bolt which goes through the camshaft drive gear and hub and threads into the end of the camshaft. The camshaft has a dowel which indexes and fits into the mating hole in the camshaft hub. See Figure 'Cross-Section of Camshaft Drive Gear and Related Parts' .

Figure 5. Cross-Section of Camshaft Drive Gear and Related Parts

The camshaft hub is located in the camshaft thrust plate, which is positioned in an opening in the gear case housing. See Figure 'Camshaft Thrust Plate and Related Parts' .

Figure 6. Camshaft Thrust Plate and Related Parts

Access openings are provided in the gear case cover for camshaft drive gear lash adjustment and camshaft retaining bolt removal. See Figure 'Camshaft Drive Gear Access Cover and Adjustable Idler Gear Access' .

Figure 7. Camshaft Drive Gear Access Cover and Adjustable Idler Gear Access

A cover is provided at the rear end of the camshaft and is secured to the No. 7 camshaft bearing cap and the cylinder head by three bolts.See Figure 'Rear Camshaft Access Cover' .

Figure 8. Rear Camshaft Access Cover

Vertical oil passages at the front and rear of the cylinder head deliver oil from the cylinder block front and rear oil galleries to the No. 1 and 7 lower camshaft bearing saddles. From there, the oil is directed up ward ( through the enlarged stud hole) to the No. 1 and 7 upper bearing caps. A drilled passage in each of these caps exits at the rocker arm shaft seat area, where it indexes with a hole in each rocker arm shaft. The rocker arm shafts have internal oil passages that deliver oil to the rocker arm bushings and intermediate upper camshaft bearings. Some of the oil supplied to the rocker arm bushing passes through the oil hole in the bushing to the rocker arm. The rocker is drilled to supply oil to the camshaft follower, roller pin, and bushing. The rocker is also drilled to supply oil to the valve adjusting screw, valve button, retainer clip, intake, and exhaust valve stems and the fuel injector follower. The No. 4 camshaft cap is 'Y' drilled, forming an oil path connection between the front and rear rocker arm shafts, to ensure complete lubrication. See Figure 'Cylinder Head Lubrication Schematic' .

Figure 9. Cylinder Head Lubrication Schematic

Section 1.28.1
Repair or Replacement of Camshaft and Camshaft Bearing

To determine if repair or replacement of the camshaft and camshaft bearings is necessary, perform the following procedure. See Figure 'Flowchart for Repair or Replacement of Camshaft and Related Parts' .

Figure 10. Flowchart for Repair or Replacement of Camshaft and Related Parts

Section 1.28.2
Removal of Camshaft and Camshaft Bearing

Removal of camshaft and camshaft bearings as follows:

1. Remove the valve rocker cover. Refer to '1.6.2 Removal and Cleaning of One-piece Rocker Cover For Diesel Engines Only' (one-piece), refer to '1.6.3 Removal and Cleaning of Two-piece Rocker Cover For Diesel Engines Only' (two-piece), refer to '1.6.5 Removal and Cleaning of Three-piece Rocker Cover' (three-piece).
2. Remove the five bolts that secure the camshaft drive gear access cover to the gear case. See Figure 'Camshaft Drive Gear Access Cover and Adjustable Idler Gear Access' .
3. Remove both rocker arm shaft assemblies. Refer to '1.3.2 Removal of Rocker Arm Assembly' .

   NOTICE:

   Only retaining tool (J–35652–B) , should be used to hold the camshaft drive gear stationary while loosening or tightening the camshaft drive gear-to-camshaft bolt. Other tools or devices can cause engine damage.

4. Insert the shoe of the camshaft drive gear torque retaining tool (J–35652–B) through a lightening hole of the camshaft drive gear.
5. Bar the engine over slightly to position the camshaft drive gear holding tool so that the bolt holes in the holding tool align with the access cover bolt holes in the gear case cover, using the 3/4 in. square hole in the center of the crankshaft pulley.
6. Install retaining tool (J–35652–B) to the gear case, engaging one of the lightening holes in the camshaft drive gear. Use two of the access cover bolts to secure the tool to the gear case. See Figure 'Camshaft Drive Gear Torque Holding Tool Installation' .

   Figure 11. Camshaft Drive Gear Torque Holding Tool Installation

7. Use a long 3/4 in. drive breaker bar and a 27 mm impact socket to remove the camshaft drive gear-to-camshaft bolt.
8. Remove the camshaft drive gear torque holding tool from the gear case.
9. Rotate the crankshaft, using the square hole in the middle of the crankshaft pulley, to align the lightening holes in the camshaft drive gear to the camshaft thrust plate mounting bolts.
10. Remove the camshaft thrust plate mounting bolts carefully, to avoid dropping them into the gear case. The current plate uses three bolts, the former plate requires two bolts. See Figure 'Camshaft Thrust Plate Mounting Bolt Locations' .

    Note: A clean shop towel may be inserted into the gear case opening to trap the bolts in case they are dropped. Do not allow the shop towel to drop into the gear case.

    1. Camshaft Thrust Plate Mounting Bolt Locations

    Figure 12. Camshaft Thrust Plate Mounting Bolt Locations

11. Install pilot tool (J–35906) to the camshaft drive gear access opening using three of the access cover bolt holes. Engage the puller screw in the threads of the camshaft drive gear hub, until the screw is tight. See Figure 'Camshaft Thrust Plate Remover' .

    Figure 13. Camshaft Thrust Plate Remover

12. Continue turning the puller screw to pull the camshaft drive gear hub and thrust plate forward approximately 6-7 mm (1/4 in.) until the thrust plate seal is clear of the camshaft front bearing cap and cylinder head. See Figure 'Camshaft Thrust Plate Clearance' .

    Figure 14. Camshaft Thrust Plate Clearance

13. Remove the three bolts that secure the rear camshaft cover to the engine and remove the cover.
14. Remove the remaining seven camshaft cap bolts. Remove the No. 1 and 7 studs using socket tool (J–44706) . See Figure 'Camshaft Cap Stud Removal' .

    Figure 15. Camshaft Cap Stud Removal

15. Remove the seven camshaft bearing caps and the upper bearing shells. Keep the caps and shells together for possible later installation. Tag the bearing cap location, as they must always be installed in the same location.
16. The camshaft gear pilot tool will remain in place, holding the camshaft drive gear in contact with the adjustable idler gear, to prevent accidental disengagement. This arrangement makes it unnecessary to re-time the gear train.

    Note: The camshaft gear can go out of time if the pilot tool is removed.

17. Slide the camshaft rearward to completely disengage the dowel from the hub. Lift out the camshaft.
18. Remove the lower camshaft bearing shells, and group them with the upper shells and caps for possible reuse.

Section 1.28.3
Disassembly of Camshaft and Camshaft Bearing

Refer to '1.29.2 Removal of Camshaft Drive Gear' for disassembly of camshaft drive gear, camshaft hub and thrust plate assembly.

Note: Disassembly of camshaft and drive gear assembly is not required for inspection. Disassembly will require timing of the camshaft gear again.

For Series 60 engines equipped with Compact Gear Train Assembly disassemble camshaft from the camshaft gear as follows.

Detroit Diesel Series 60 Service Manual

1. Use suitable fixture to secure the camshaft assembly from movement.
2. Install a heavy duty gear puller capable of withstanding the 48260 kPa (7000 psi) required to remove the gear from the camshaft. Support the backside of the camshaft gear cover as close to the camshaft as possible to prevent damaging the gear cover and gently press the camshaft off the gear holding the camshaft as it is pressed through the gear. Removing the camshaft gear and cover together.

   NOTICE

   Extreme care must be taken not to support the camshaft gear cover at the outer edges.

Inspect camshaft and camshaft bearings as follows:

1. Clean all of the removed parts in clean fuel oil.
2. Ensure all oil passages are clear.

   EYE INJURY

   To avoid injury from flying debris when using compressed air, wear adequate eye protection (face shield or safety goggles) and do not exceed 276 kPa (40 psi) air pressure.

3. Dry with compressed air.
4. Inspect the rocker arm components for scoring. Refer to '1.3.2.2 Inspection of Rocker Arm Assemblies and Camshaft Lobes' .
5. Replace damaged rocker arm components.
6. Inspect the camshaft lobes and journals for scoring, pitting, or flat spots.

   Note: Camshafts may exhibit surface pits on the exhaust lobes. See Figure 'Camshafts Acceptable for Reuse' . Extensive durability and field testing has shown that surface pits on the exhaust lobes can occur early in the operation of the engine. These blemishes do not adversely affect engine performance or the durability of the camshaft and followers. Camshafts with this condition may be reused.

   Figure 16. Camshafts Acceptable for Reuse

   Note: Camshafts exhibiting extensive wear and pitting must be replaced. See Figure 'Camshafts Not Acceptable for Reuse' .

   Figure 17. Camshafts Not Acceptable for Reuse

7. If the camshaft is scored, inspect the camshaft follower rollers.
8. Replace damaged camshaft followers.
9. If there is a doubt as to the acceptability of the camshaft for further service, determine the extent of camshaft lobe wear as follows:

   Note: The camshaft can be in or out of the engine during this procedure.

   1. Using a feeler gage, 0.038-0.254 mm (0.0015 -0.010 in.) and a piece of square, hard material 3 x 10 x 25 mm (1/8 in. x 3/8 in. x 1 in.), measure the flat on the injector rise side of the camshaft lobes and nose of valve lobes. See Figure 'Checking Camshaft Lobe Wear' .

   Figure 18. Checking Camshaft Lobe Wear

   2. If the flats measure greater than 0.076 mm (0.003 in.) in depth and there are no other camshaft defects, replace the camshaft.
   3. Inspect the camshaft bearings for signs of excessive wear, scoring or pitting.
   4. Replace camshaft bearings as necessary.

   Note: If one camshaft bearing needs to be replaced, replace both of the camshaft bearing shells.

   5. Check the camshaft bearing clearance using plastic gaging material under each upper shell.

   Note: Check camshaft bearing clearance with bearing shells, camshaft, bearing caps and rocker arm shafts (without rocker assemblies in place) installed, and cap bolts, studs and nuts tightened to specification.

   6. Allowable clearance is 0.09 - 0.166 mm (0.0035 -0.0065 in.) or a maximum of 0.191 mm (0.0075 in.) with used parts.
   7. Replace excessively worn or scored parts.
   8. After completing the camshaft bearing clearance measurements, remove the rocker arm shafts, bearing caps, camshaft, and camshaft bearings. Keep the caps and shells together for possible reuse.
   9. Clean all of the plastic gaging material from the bearing shells and camshaft journals if used parts are to be reused.
   10. Remove all of the Gasket Eliminator from both the cylinder head and camshaft caps. Refer to 'Cleaning' in the 'General Information' section at the beginning of this manual.
   11. Coat the No. 1 and 7 bearing shell inserts with clean engine oil and install them to their respective locations in the cylinder head and camshaft caps.
   12. Install the camshaft to its normal position in the bearing saddles. Install the No. 1 and 7 camshaft caps to the cylinder head.
   13. Install the No. 1 and 7 camshaft cap outboard bolts and inboard studs and torque, using socket tool (J–44706) to the studs to 126–146 N·m (93–108 lb·ft).
   14. Using a dial indicator with magnetic base, check the run-out of the camshaft at the No. 4 bearing journal. See Figure 'Camshaft Run-out Measurement' . If camshaft run-out exceeds 0.050 mm (0.002 in.), replace the camshaft

   Figure 19. Camshaft Run-out Measurement

Section 1.28.4
Assembly of Camshaft and Camshaft Bearing

Refer to '1.29.3 Installation of Camshaft Drive Gear' for assembly of camshaft drive gear, camshaft hub and thrust plate assembly.

Section 1.28.5
Installation of Camshaft and Camshaft Bearing

Install the camshaft and camshaft bearings as follows:

1. Coat the lower camshaft bearing shells with clean engine lubricating oil, and install them to their original positions. Note the position of oil holes and locating tangs.

   Note: If new bearings are to be installed, the upper and lower shells MUST be replaced as a set.

   EYE INJURY

   To avoid injury from flying debris when using compressed air, wear adequate eye protection (face shield or safety goggles) and do not exceed 276 kPa (40 psi) air pressure.

2. When installing a new camshaft, steam clean it to remove the rust preventive and blow dry with compressed air.
3. Before installing the camshaft dowel into the camshaft hub, ensure that the dimple in the thrust plate is located at the 12 o'clock position to properly position bolt holes to cam cap and cylinder head. See Figure 'Indexing Camshaft Dowel' .

   Figure 20. Indexing Camshaft Dowel

4. Coat the lobes and journals of the camshaft with clean engine lubricating oil. Index the dowel pin in the camshaft with the dowel hole in the camshaft hub.
5. Lower the camshaft into position and slide the camshaft forward, making certain that the camshaft dowel indexes with its mating hole in the camshaft thrust plate hub.
6. Install the upper bearing shells to the No. 1, 4 and 7 camshaft caps, noting the position of the oil holes and locating tangs.

   NOTICE:

   Do not apply oil to the number 1 or number 7 camshaft bearing shells. These shells must be clean and dry for proper sealant application. Applying oil to the number 1 or number 7 shells may result in oil leakage from the camshaft bearing caps. NOTE: The camshaft will still have adequate clearance from the number 1 and number 7 shells due to the oil film thickness on bearings 2 through 6.

7. Coat the number 2 through number 6 bearing shells with clean engine lubricating oil.
8. For engines built after May 1999, a race track seal is used on the Number 1 bearing cap. For bearing cap Number 7, use one rubber O-ring in the counterbore in the cylinder head. Before assembling the camshaft cap to the cylinder head, ensure the O-ring is in place on the cylinder head.
9. For engines built prior to May 1999, install the two rubber O-rings to the counterbores in the cylinder head at the Number 1 and 7 camshaft cap locations. Before assembling the camshaft caps to the cylinder head, ensure the two O-rings are in place on the cylinder head.

   NOTICE:

   For proper adhesion, assemble parts while RTV is wet. So not allow RTV to form a skin. Gasket Eliminator must be kept from the bearing shell sets and bearing surfaces. Gasket Eliminator cures with the absence of air. The length of time between installation of the Number 1 and 7 camshaft caps, and torquing the camshaft cap bolts and nuts should be kept to a minimum or improper lubrication will result causing engine damage.

10. Clean and dry the camshaft bearing cap joint face surfaces as well as the portions of the cylinder head face that mate with. These areas must be clean and dry for proper sealant adhesion. Use LPS®, Permatex®, or an equivalent non-filming degreaser.
11. Apply a continuous 1.6 mm (1/16 in.) bead of DDC gasket eliminator part number 23523064, or equivalent, to the joint face surfaces of the No. 1 and 7 camshaft caps. The bead must extend to the front edge of both caps. See Figure 'Gasket Eliminator Application' .

    Figure 21. Gasket Eliminator Application

12. Install the No. 1, 4 and 7 camshaft caps, with bearing shells in place, to their respective locations.
13. Install and tighten the two inboard studs and outboard bolts on bearing caps No. 1 and 7 using socket tool (J–44706) , torque to 126–146 N·m (93–108 lb·ft).
14. Install the No. 4 bearing cap outboard bolt and torque it to 126-146 N·m (93-108 lb·ft).
15. Remove the three bolts holding the camshaft gear pilot tool(J–35906) to the gear case. Remove the camshaft gear pilot.
16. Working through the camshaft drive gear access hole in the front of the gear case, tap the center of the camshaft drive gear with a fiber mallet or plastic hammer to move the camshaft thrust plate, hub and camshaft drive gear rearward in the gear case until the camshaft thrust plate bolts can be started in the cylinder head and No. 1 camshaft cap.

    NOTICE:

    Use care to ensure that the camshaft dowel is not disengaged during this step or damage to engine may result.

    NOTICE:

    Use care to prevent dropping thrust plate mounting bolts into the gear case. If not removed, fasteners dropped into the gear case may cause severe engine damage during start-up.

17. Install the thrust plate mounting bolts through the thrust plate and into the cylinder head and No. 1 camshaft cap. Using a 13 mm socket and ratchet, tighten the bolts alternately and progressively to draw the thrust plate straight into the gear case. Torque the bolts to 30-38 N·m (22-28 lb·ft).
18. Coat the threads and underside of the head of the camshaft drive gear-to-camshaft bolt with International Compound #2 (or equivalent). Install the bolt to the camshaft, finger-tighten.

    Note: The camshaft should be held in place while starting the camshaft drive gear-to-camshaft bolt, to prevent disengaging the camshaft dowel from the thrust plate hub and requiring disassembly and timing of camshaft.

    NOTICE:

    Only retaining tool (J–35652–B) should be used to hold the camshaft drive gear stationary while loosening or tightening the camshaft drive gear-to-camshaft bolt to prevent component damage.

19. Insert retaining tool (J–35652–B) through a lightening hole of the camshaft drive gear.
20. Bar the engine over slightly to position the camshaft drive gear holding tool so that the bolt holes in the holding tool align with the access cover bolt holes in the gear case cover using the 3/4 in. square hole in the center of the crankshaft pulley to bar the engine over.
21. Install two of the access cover bolts to secure the tool to the gear case.
22. Torque bolt to 75 N·m (55 lb·ft).
23. Turn bolt an additional 120 degrees. See Figure 'Torque Turn Limits' .

    Figure 22. Torque Turn Limits

24. Remove the camshaft drive gear torque retaining tool (J–35652–B) .
25. Adjust the camshaft drive gear-to-adjustable idler gear lash. Refer to '1.24.2.1 Check Engine Timing' .

    Note: Correct camshaft drive gear lash adjustment depends on the bolt and stud for No. 1 and 7 camshaft caps, the outboard bolt on No. 4 camshaft cap, and the camshaft drive gear-to-camshaft retaining bolt being tightened to the specified torque. However, the valve and injector spring pressures will not allow correct camshaft rotation. Therefore, do NOT install the rocker arm shaft assemblies before the camshaft gear lash has been measured and adjusted.

Measure the camshaft end play, using a dial indicator and magnetic base, as follows:

1. Install the dial indicator so that the pointer is in contact with either the camshaft drive gear-to-camshaft retaining bolt, or at the rear end of the engine, in contact with the end of the camshaft. See Figure 'Camshaft End Play' .

   Figure 23. Camshaft End Play

2. Grasp the camshaft between the No. 1 and 4 camshaft caps, and move the cam as far forward as possible. Zero the dial indicator.
3. Move the camshaft as far as possible, to the rear. Read and record the total amount of end play as indicated.
4. Allowable camshaft end thrust specifications are 0.076 - 0.381 mm (0.003 -0.015 in.) and are listed in Table 'Camshaft' .
5. If the end play is beyond the maximum limit, loosen and re-torque the camshaft drive gear-to-camshaft retaining bolt, and the camshaft thrust plate retaining bolts, to ensure that the camshaft thrust plate is seated properly in the gear case.
6. If the end play is still beyond the maximum limit, remove and replace the camshaft thrust plate. Refer to '1.28.2 Removal of Camshaft and Camshaft Bearing' for removal and refer to '1.28.3 Disassembly of Camshaft and Camshaft Bearing' for installation.

Section 1.28.6
Installation of Camshaft and Camshaft Bearing

Continue installing camshaft and camshaft bearings as follows:

1. Install the bearing shells to the remaining No. 2, 3, 5, and 6 camshaft caps, noting the oil holes and locating tangs.
2. Coat the bearing shells with clean engine lubricating oil.
3. Install the remaining camshaft caps to their saddles on the cylinder head. Install the four outboard camshaft cap bolts for caps No. 2, 3, 5, and No. 6 finger-tight.
4. Coat the rocker arm assemblies and camshaft liberally with clean engine lubricating oil.
5. Install the rocker arm shaft assemblies to the cylinder head. Refer to '1.3.3 Installation of Rocker Arm Shaft Assembly' .
6. Install the remaining inboard camshaft cap bolts and spacers through the rocker arm shafts and into No. 2, 3, 4, 5, and 6 camshaft caps. Install the two nuts and spacers to the studs at No. 1 and 7 camshaft caps.
7. Torque the 11 bolts and two nuts to 126-146 N·m (93-108 lb·ft) using the sequence. See Figure 'Camshaft Cap Bolts and Rocker Arm Shaft Nut Torque Sequence' .

   Note: It is not necessary to tighten bolts 9, 13, and 14 if a Jake Brake is to be installed.

   Note: Jake Brakes are not on a natural gas engine.

   Figure 24. Camshaft Cap Bolts and Rocker Arm Shaft Nut Torque Sequence

8. Clean all old gasket material from the mating surfaces of the rear camshaft cover and the cylinder head. Refer to 'General Information' General Information.
9. Apply a thin 1.5 mm (1/16 in.) bead of Gasket Eliminator, PT-7276 (Loctite® 518) or equivalent to the mating surface of the cover.
10. Install the cover and torque the three bolts to 30-38 N·m (22-28 lb·ft).
11. Clean all old gasket material from the mating faces of the camshaft drive gear access cover and the gear case cover.
12. Insert a new gasket between the camshaft drive gear access cover and the gear case.
13. Torque the bolts to 30-38 N·m (22-28 lb·ft), using the tightening sequence. See Figure 'Camshaft Drive Gear Access Cover Torque Sequences' .

    Figure 25. Camshaft Drive Gear Access Cover Torque Sequences

14. Adjust the intake and exhaust valve clearances and set the injector heights. Refer to '13.2 Valve Lash, Injector Height (Timing) and Jake Brake® Lash Adjustments' .
15. Install the fan hub, fan, (refer to '4.6.6 Installation of the Engine Cooling Fan' ), and drive belts; refer to '14.6.9 Drive Belts' .
16. Install any other components that were removed for this procedure.

Check the camshaft timing as follows:

1. Remove the valve cover. Refer to '1.6.2 Removal and Cleaning of One-piece Rocker Cover For Diesel Engines Only' for one-piece rocker cover. Refer to '1.6.3 Removal and Cleaning of Two-piece Rocker Cover For Diesel Engines Only' for two-piece rocker cover. Refer to '1.6.5 Removal and Cleaning of Three-piece Rocker Cover' for three-piece rocker cover.
2. Select any cylinder for the timing check.
3. Remove the rocker arm assembly for the cylinder selected. Refer to '1.3.2 Removal of Rocker Arm Assembly' .
4. Remove the injector for that cylinder. Refer to '2.3.2 Removal of N2 Electronic Unit Injector' .
5. Carefully slide a rod, approximately 304.8 mm (12 in.) long, through the injector tube hole until the end of the rod rests on top of the piston.
6. Using the 3/4 in. square drive hole in the center of the crankshaft pulley and a 3/4 in. drive breaker bar, turn the crankshaft slowly in the direction of engine rotation. See Figure 'Barring Engine Over' . Stop when the rod reaches the end of its upward travel.

   Figure 26. Barring Engine Over

   Note: The cylinder selected must be on the compression stroke when performing this check.

7. Remove the rod and turn the crankshaft, opposite the direction of rotation, between 1/16 and 1/8 of a turn.
8. Select a dial indicator with 0.0254 mm (0.001 in.) graduations and a spindle movement of at least 25.4 mm (1 in.). Provide an extension for the indicator spindle. The extension must be long enough to contact the piston just before it reaches the end of its upward stroke.
9. Install a magnetic dial indicator base in a suitable place on the cylinder head and position the dial indicator over the injector hole tube.
10. Attach a suitable pointer to the gear case cover. The outer end of the pointer should extend over the vibration damper.
11. Turn the crankshaft slowly in the direction of engine rotation until the indicator hand just stops moving. Continue turning the crankshaft until the indicator hand starts to move again.
12. Reset the dial to zero.
13. Turn the crankshaft until the indicator reading is 0.254 mm (0.010 in.).
14. Scribe a line on the vibration damper in line with the end of the pointer.
15. Slowly turn the crankshaft opposite the direction of engine rotation until the indicator hand just stops moving. Continue turning the crankshaft until the indicator hand starts to move again.
16. Reset the dial to zero. Then turn the crankshaft in the same direction until the indicator reading is 0.254 mm (0.010 in.).
17. Scribe a second line on the vibration damper in line with the end of the pointer.
18. Scribe a third line half way between the first two lines. This is top dead center for the cylinder selected when the pointer is lined up with it.
19. Remove the dial indicator and base from the engine.
20. Install the injector that was removed. Refer to '2.3.5 Installation of the N2 Electronic Unit Injector' .
21. Install the rocker arm assemblies. Refer to '1.3.3 Installation of Rocker Arm Shaft Assembly' .
22. Turn the crankshaft opposite the direction of engine rotation while watching the injector rocker arm cam follower for the cylinder selected. Turn the crankshaft until the cam follower is on the base circle of the injector lobe of the cam.
23. Install a magnetic dial indicator base on the cylinder head. Install a dial indicator so that the spindle rests directly on the injector cam follower roller for the cylinder selected.

    Note: The spindle should be on the center line of the injector cam follower roller pin in order to get an accurate measurement of cam lift.

24. Turn the crankshaft slowly, in the direction of engine rotation, until the center mark on the vibration damper lines up with the pointer.
25. Check the dial indicator reading and compare the reading with the values listed in Table 'Camshaft Timing Setting Dimensions' to determine the correct indicator reading.

    Engine	DDEC Version	Model	Camshaft Part No.	Model Year	Low Injector Cam Roller Lift at TDC	High Injector Cam Roller Lift at TDC
    12.7 L	III	GK	23521680	1998	5.36 mm (0.211 in.)	6.76 mm (0.266 in.)
    12.7 L	IV	PK, TK	23521680	1998	5.36 mm (0.211 in.)	6.76 mm (0.266 in.)
    11.1 L	IV	EK	23522199	1998	5.46 mm (0.215 in.)	6.71 mm (0.264 in.)
    11.1 L	III	SK	23518717	1993-1997	4.95 mm (0.195 in.)	6.53 mm (0.257 in.)
    12.7 L	III	GK	23513565	1993-1997	4.95 mm (0.195 in.)	6.53 mm (0.257 in.)
    11.1 L	III	WK	23513563	1993-1997	4.95 mm (0.195 in.)	6.53 mm (0.257 in.)
    11.1 L	II	WU	8929484	1986-1993	4.39 mm (0.173 in.)	5.46 mm (0.215 in.)
    12.7 L	II	GU	Best of both worlds download. 23505194	1986-1993	4.39 mm (0.173 in.)	5.46 mm (0.215 in.)
    11.1 L	IV	LK	23524655	1999	5.21 mm (0.205 in.)	6.27 mm (0.247 in.)
    11.1 L	IV	LK	23524914	1999	5.21 mm (0.205 in.)	6.27 mm (0.247 in.)
    12.7 L	IV	BK, MK	23524292	1999	5.03 mm (0.198 in.)	6.10 mm (0.240 in.)
    12.7 L	IV	MK, BK	23524912	1999-2000	5.03 mm (0.198 in.)	6.10 mm (0.240 in.)
    12.7 L	IV	MK, BK	23528309	2000-2001	6.527 mm (0.257 in.)	7.594 mm (0.299 in.)
    12.7 L	IV	MK	23528606	2001	5.893 mm (0.232 in.)	6.960 mm (0274 in.)
    14 L	IV	HK	23524912	1999-2000	5.03 mm (0.198 in.)	6.10 mm (0.240 in.)
    14 L	IV	HK	23528309	2000-2001	6.527 mm (0.257 in.)	7.594 mm (0.299 in.)
    12.7 L	IV	MK_E	23531130	2002-2003	6.452 mm (0.254 in.)	7.214 mm (0.284 in.)
    14L	IV	HK_E	23531130	2002-2003	6.452 mm (0.254 in.)	7.214 mm (0.284 in.)
    12.7 L	V	MV_E	23532935	2004	6.655 mm (0.262 in.)	7.214 mm (0.284 in.)
    14L	V	HV_E	23532935	2004	6.655 mm (0.262 in.)	7.214 mm (0.284 in.)

    Table 17. Camshaft Timing Setting Dimensions
26. If the camshaft lift is incorrect, re-time the engine. Refer to '1.24.2.1 Check Engine Timing' .
27. Refer to '12.7 Engine Run-in Instructions' for verification of proper camshaft and camshaft bearing installation.

Check the camshaft timing as follows:

1. Remove the valve cover. Refer to '1.6.2 Removal and Cleaning of One-piece Rocker Cover For Diesel Engines Only' for one-piece rocker cover. Refer to '1.6.3 Removal and Cleaning of Two-piece Rocker Cover For Diesel Engines Only' for two-piece rocker cover. Refer to '1.6.5 Removal and Cleaning of Three-piece Rocker Cover' for three-piece rocker cover.
2. Select any cylinder for the timing check.
3. Remove the rocker arm assembly for the cylinder selected. Refer to '1.3.2 Removal of Rocker Arm Assembly' .
4. Remove the spark plug for that cylinder.
5. Carefully slide a rod, approximately 304.8 mm (12 in.) long, through the spark plug hole until the end of the rod rests on top of the piston.
6. Using the 3/4 in. square drive hole in the center of the crankshaft pulley and a 3/4 in. drive breaker bar, turn the crankshaft slowly in the direction of engine rotation. See Figure 'Barring Engine Over' . Stop when the rod reaches the end of its upward travel.

   Figure 27. Barring Engine Over

   Note: The cylinder selected must be on the compression stroke when performing this check.

7. Remove the rod and turn the crankshaft, opposite the direction of rotation, between 1/16 and 1/8 of a turn.
8. Select a dial indicator with 0.0254 mm (0.001 in.) graduations and a spindle movement of at least 25.4 mm (1 in.). Provide an extension for the indicator spindle. The extension must be long enough to contact the piston just before it reaches the end of its upward stroke.
9. Install a magnetic dial indicator base in a suitable place on the cylinder head and position the dial indicator over the spark plug hole.
10. Attach a suitable pointer to the gear case cover. The outer end of the pointer should extend over the vibration damper.
11. Turn the crankshaft slowly in the direction of engine rotation until the indicator hand just stops moving. Continue turning the crankshaft until the indicator hand starts to move again.
12. Reset the dial to zero.
13. Turn the crankshaft until the indicator reading is 0.254 mm (0.010 in.).
14. Scribe a line on the vibration damper in line with the end of the pointer.
15. Slowly turn the crankshaft opposite the direction of engine rotation until the indicator hand just stops moving. Continue turning the crankshaft until the indicator hand starts to move again.
16. Reset the dial to zero. Then turn the crankshaft in the same direction until the indicator reading is 0.254 mm (0.010 in.).
17. Scribe a second line on the vibration damper in line with the end of the pointer.
18. Scribe a third line half way between the first two lines. This is top dead center for the cylinder selected when the pointer is lined up with it.
19. Remove the dial indicator and base from the engine.
20. Install the spark plug that was removed.
21. Install the rocker arm assemblies. Refer to '1.3.3 Installation of Rocker Arm Shaft Assembly' .
22. Turn the crankshaft opposite the direction of engine rotation while watching the intake rocker arm cam follower for the cylinder selected. Turn the crankshaft until the cam follower is on the base circle of that intake lobe of the cam.
23. Install a magnetic dial indicator base on the cylinder head. Install a dial indicator so that the spindle rests directly on the intake cam follower roller for the cylinder selected.

    Note: The spindle should be on the center line of the intake cam follower roller pin in order to get an accurate measurement of cam lift.

24. Turn the crankshaft slowly, in the direction of engine rotation, until the center mark on the vibration damper lines up with the pointer.
25. Check the dial indicator reading:
    1. The dial indicator reading for gas engines is 6.47 mm-7.54 mm (0.255 in. -0.297 in.).
26. If the camshaft lift is incorrect, re-time the engine. Refer to '1.24.2.1 Check Engine Timing' .
27. Refer to '12.7 Engine Run-in Instructions' for verification of proper camshaft and camshaft bearing installation.

Detroit Diesel, or just Detroit as it's more commonly known now, is one of the best known names in diesel engines. Beginning in 1938, it used to be part of GM, before being sold to DaimlerChrysler AG in 2000. Its first engine was the two-cycle Series 71, which found its way into tanks and other equipment, particularly with the onset of WWII.

As you may know, Detroit Diesel often releases its engines in series (except for the DD line, of course). One of the more popular series is the Series 60, which includes three different engine applications, a 11.1L, a 12.7L, and a 14L. The first engine in the Series 60 line was produced in 1987 as a more fuel efficient choice than what was commonly available for heavy-duty at the time. Despite Detroit discontinuing production of the Series 60, many engines from this line are still around. In fact, a large number of city buses use these engines, especially the smaller two versions.

Series 60 engines are also Detroit Diesel's first engine to be fully electronically controlled. Their DDEC (Detroit Diesel Electronic Control) systems helped revolutionize engine controls and gave many fleet and owner-operators greater control over the management of their engines. It included engine diagnostics, as well as warning lights for the driver. The DDEC system has gone through several versions throughout the years, with changes including horsepower rating and different ECM voltages.

The 14L

The later version of the Series 60 engine, the 14L, is the focus of this blog post. More than just being larger, it's a fair bit different from the 11.1L and 12.7L. It has a larger crankshaft and increased horsepower, which also led to higher fuel consumption. The 14L completely replaced the 12.7L when the smaller engine was discontinued in 2007.

Like all Series 60 engines, the 14L features complete electronic controls in the form of the later DDEC versions. While this version of the Series 60 may not have been as popular with buses as its smaller counterparts, it did dominate the Freightliner over-the-road applications. Freightliner and Detroit even collaborated on some engine road testing.

With the 14L, engine displacement increased, leading to its increased horsepower. It was also more efficient, as it was modified several times to keep up with increased emission standards and regulations. This included changes to the ECM, particularly the move to a multiple ECM system. The 2007 changes to the engine in particular led to cleaner emissions in an effort to comply with the harsher EPA rules regarding NOx.

In 2011, the Series 60 engines were phased out, and this included the 14L. They have been replaced in production with the well-known DD line, although Series 60 as an engine line remains extremely popular. It's durability and power help keeps its place in the diesel engine history.

Popular Parts from HHP

If you have a Series 60 14L engine and are looking for parts, Highway & Heavy Parts has a large selection to help you with whatever you're looking for.

Listed below are a few of our most popular products for the 14L:

DETROIT DIESEL SERIES 60 INFRAME REBUILD KIT

P200804

About This Rebuild Kit

We aren't kidding around with this kit—it features all new parts, zero core charges, and a great warranty! This kit also includes forged steel one piece pistons, which helps lower emissions and prevent soot saturation. They also have a longer life than your average piston! Need durability? That's what these components will give you. The premium coated top fire rings are durable and give your engine max performance. With up to 50% off OEM pricing, this kit will take your engine the extra miles you need!

DETROIT DIESEL SERIES 60 14L TURBOCHARGER, NEW

P200017

About This Turbocharger

Has your engine lost power? You might need a new turbo. This turbo is all quality—and the suppliers we work with often supply the OE as well. So you end up getting the same parts for a lower price. What's not to love about that? Manufactured in an ISO certified facility, you know you're getting the best possible part for your money. So why not upgrade that old turbo? Your engine will thank you.

DETROIT DIESEL SERIES 60 INFRAME REBUILD KIT

P254175

About This Rebuild Kit

Detroit Diesel Series 60 Service Manual Espa Ol L

Want new parts? This kit has new parts. Made to OEM specifications, you'll end up paying much less for this kit. But less money doesn't mean lower quality. This kit was manufactured in an ISO certified facility, so you know it's quality. The parts included are designed to last. Take a look at the cylinder liners, for instance. They have a liner cooling design to decrease heat retention, which in turn reduces wear. This kit means business!

DETROIT DIESEL SERIES 60 14L FUEL INJECTOR, REMANUFACTURED

P028730R

About This Fuel Injector

This injector may be remanufactured, but it runs like new! That's because it's been fully disassembled, inspected, and cleaned to ensure you're getting the best. That's why all critical components have been replaced. You'll be saving money, and your engine will be more efficient. With quality equal to or better than the OE, you'll get the best possible injector for your money!

Still need help finding parts for your Detroit Diesel Series 60 14L? Our certified techs can help with that. Have your engine serial number handy and call them at 844-304-7688, or request a quote online.