Cummins ISF3.8 diesel four-stroke, four-cylinder, in-line, sixteen-valve, liquid-cooled, turbocharged engine

The engine is equipped with an electronic fuel supply system.

Cummins ISF3.8 Engine SpecificationsCummins ISF3.8 Engine Specifications

In figure 1, ISF3.8 CM2220, ISF3.8 CM2220 AN, ISF3.8 CM2220 LAN engines with a closed crankcase ventilation system - front view

In figure 2, ISF3.8 CM2220, ISF3.8 CM2220 AN, ISF3.8 CM2220 LAN engines - left view

Cummins ISF3.8 Engine SpecificationsCummins ISF3.8 Engine Specifications

In Figure 3, ISF3.8 CM2220, ISF3.8 CM2220 AN, ISF3.8 CM2220 LAN engines with an open crankcase ventilation system - front view

In figure 4, ISF3.8 CM2220, ISF3.8 CM2220 AN, ISF3.8 CM2220 LAN engines - rear view

Cummins ISF3.8 Engine SpecificationsCummins ISF3.8 Engine Specifications

In figure 5, ISF3.8 CM2220, ISF3.8 CM2220 AN, ISF3.8 CM2220 LAN engines - right side view

In Figure 6, ISF3.8 CM2220, ISFЗ.8 CM2220 AN, ISF3.8 CM2220 LAN engines - top view

Engine Specifications

Note: The given power and torque values are indicative and may vary significantly depending on the specific model, gearbox, year of manufacture, computer software version and method of measurement.

engine

ISF3.8s3154

(Евро-3) (ГАЗ)

ISF3.8еR154

Евро-4) (ГАЗ)

ISF3.8е4168

(Евро-4) (МАЗ)

ISF3.8е4168

(Евро-4) (ПАЗ)

Working volume, cm 3

3760

Cylinder diameter

stroke

102х115

Power, kW (hp) at rpm

112(152,3)/2600

112(152,3)/2600

125(170)/2600

122(168)/2600

Torque, Nm at rpm

491/1200-1900

491/1200-1900

-

592/1300-1700

Compression ratio

17,2

17,2

17,2

17,2

Operating procedure

1-3-4-2

Minimum speed x.x. rpm

800

800

-

-

Maximum speed x.x. rpm

2950

2950

-

-

injection pump 

BOSCH CR/

CP3S3L110-30-789S

DENSO HP

-

-

The cylinder block is made of gray cast iron.

The cylinders are bored in the block itself.

Coolant channels are bored between the cylinders.

ISF3.8 cylinder block

The cylinder block has lugs and holes for attaching parts and assemblies.

Five main bearing supports are made at the bottom of the cylinder block.

The main bearing caps are attached to the block with two bolts each.

The covers are processed together with the block, they cannot be interchanged.

The cover of the fourth bearing is machined for the installation of liners with shoulders to limit the axial movement of the crankshaft.

Serial numbers are embossed on each cover.

An oil pump is attached to the front end of the block.

ISF3.8 oil pump

The oil pump housing is made of aluminum alloy.

The front crankshaft oil seal is pressed into the oil pump housing.

The flywheel housing is attached to the rear end of the block, Figure 1, to which the clutch housing is attached.

The flywheel housing is made of cast iron and the clutch housing is made of aluminum alloy.

The cylinder head is attached to the top of the block, and a pallet made of plastic is attached to the bottom.

ISF3.8 cylinder head

The cylinder head (cylinder head) is made of gray cast iron according to the transverse cylinder purge pattern.

A metal-reinforced, non-shrink gasket is installed between the cylinder block and the head.

Inlet and outlet valves made of heat-resistant steel are installed in the head.

Chrome-plated valve stems.

The valves are equipped with one spring each and are fixed through the plate with two crackers.

The springs are made of transformer steel.

The valve guides are made directly in the cylinder head and do not have bushings, therefore, when the valve guides are worn, the cylinder head is replaced.

ISF3.8 camshaft

The camshaft is made of cast iron and has five bearing journals, and two cams per cylinder.

The camshaft is installed in the cylinder block.

Cummins ISF3.8 Engine Specifications

The camshaft is driven through a gear that meshes with the crankshaft gear (Fig. 7).

Camshaft lobes act on tappets.

Push rods actuate valves through rocker arms.

The rocker arms are bolted to the block head.

The clearances in the valve drive are adjusted using bolts with locknuts screwed into the rocker.

There are no combustion chambers in the lower part of the head, as they are made in the piston bottoms. From above, the cylinder head is closed with a plastic cover.

The valve seats are installed with an interference fit in the cylinder head.

Crankshaftsteel five-bearing, rotates in main bearings with thin-walled steel liners with an anti-friction layer.

Bottom liners are bi-metal and top liners are tri-metal. Oil drain holes are only in the upper liners.

A hexagon is made on the front toe of the crankshaft to drive the oil pump.

A gear is made on the rear toe of the crankshaft to drive the fuel pump and camshaft.

The axial displacement of the crankshaft is fixed by the shoulders of the upper shell of the fourth main bearing.

The groove on the rear neck of the camshaft is made to install a thrust plate into it in order to fix the shaft from axial movement.

At the rear end of the camshaft, a shank with an internal thread is made to install the sprocket of its drive.

The camshaft is rotated by a gear that meshes with the crankshaft gear.

The entire timing gear is assembled in the timing gear housing.

Pistons are made of aluminum alloy. A combustion chamber is made in the bottoms of the pistons.

In order to correctly install the piston in the cylinder, an arrow is marked on the upper surface.

The piston is installed so that the arrow is facing the front of the engine.

There are three rings on the pistons. Two compression rings and one oil scraper ring.

Trapezoid top ring.

The second compression ring has a groove. The ring must be installed with this groove down.

The oil scraper ring consists of a cast ring and an expander.

The piston is attached to the connecting rod with a floating type piston pin. The pin is kept from axial movement by retaining rings in the piston bosses.

To cool the pistons, nozzles are installed on the bottom of the cylinder block, which are connected to the oil line. Oil from the nozzles is sprayed onto the piston skirts.

Steel forged connecting rods. A tin bronze bushing is pressed into the upper head of the connecting rod.

The connecting rod cap is attached with two bolts.

Cylinder numbers are embossed on the connecting rod caps. The connecting rod caps and the connecting rods themselves are made as one piece.

Therefore, you can not change places. Connecting rod bearings are inserted into the lower head of the connecting rod.

Flywheel cast iron, with steel gear. It is attached to the crankshaft with eight bolts.

In the central part, the thrust bearing of the input shaft of the gearbox is pressed in.

The engine lubrication system is combined: the most loaded parts are lubricated under pressure, while the rest are lubricated either by directed spraying or spraying of oil flowing from the gaps between mating parts.

The pressure in the lubrication system is generated by an oil pump installed in the front cover of the cylinder block and driven from the front end of the crankshaft.

The pump sucks oil from the engine oil sump through the oil receiver and delivers it through the oil filter to the main oil line.

The channels for supplying oil to the main bearings of the crankshaft depart from the main line.

In the beds of the main bearings, nozzles are installed through which oil is sprayed onto the cylinder walls and piston bottoms.

Oil is supplied to the connecting rod bearings through channels made in the body of the crankshaft.

A channel for supplying oil to the camshaft bearings departs from the main oil line.

Part of the oil is discharged through a hose to the turbocharger, after which it returns back to the crankcase.

Excess oil is drained from the head of the block into the oil sump through the drainage channels.