Cummins K19 Series Diesel Engine Troubleshooting and Repair Manual (P/N 3810307-00)

• 713-page Cummins factory publication, Bulletin No. 3810307-00, printed September 1986.
• Covers K19-family KT19, KTA19, and KTTA19 configurations used in automotive, construction, stationary power, agricultural, military, locomotive, marine, and generator applications.
• Contains 44 troubleshooting logic charts, system flow diagrams, component identification views, service-tool references, and valve/injector adjustment data.
• Written for in-chassis troubleshooting and repair. Cummins places full component and assembly rebuild procedures in separate shop/rebuild publications, and vehicle or equipment problems are outside this manual’s scope.

Engine Troubleshooting and Identification

The offered PDF contains the Cummins Troubleshooting and Repair Manual — K19 Engines. Engine identification is tied to the dataplate: Engine Serial Number (ESN), Control Parts List (CPL), model, horsepower, and rated RPM identify the correct parts and service information, while the fuel-pump dataplate supplies calibration data.

The configuration tables go well beyond a generic KT/KTA listing. Examples include automotive KT19-450 and KTA19-450/525/600; construction KT19-C, KTA19-C, and KTTA19-C ratings through 700 hp; stationary KTTA19-P 650; military KTA19-T 730; locomotive KT19-L/KTA19-L; marine KT19-M/KTA19-M; and KTTA19-G/GS/GC generator builds. The tables also flag variable-timing engines and one-piece aluminum versus two-piece cast-iron front covers. One documented serial break changes the camshaft-bushing bore specification at ESN 31103629.

Troubleshooting is organized by cooling, lubricating oil, combustion air, compressed air, fuel, electrical, and base-engine systems. The 44 logic charts cover coolant loss, coolant or fuel in the oil, high/low oil pressure, turbocharger noise and low boost, air-compressor faults, no-start conditions, rough running and misfire, surging, low power, excessive fuel consumption, white smoke, blowby, vibration, alternator faults, and slow cranking. Named technical views include Cooling System Flow Charts (01-03), Lubricating Oil System Flow Diagrams (02-03), KTTA Intake and KTTA Exhaust, PT (Type G) AFC Connection and Adjustment Locations, and STC Flow Diagrams.

Specification Highlights

General K19 data includes 18.7 L [1150 CID] displacement, a 158.75 x 158.75 mm [6.25 x 6.25 in] bore and stroke, and firing order 1-5-3-6-2-4. Compression ratio varies by build: KT 15.5:1, KTA 14.5:1 or 15.5:1, KTA-C(700) 13.8:1, and KTTA 13.8:1.

Valve settings are 0.36 mm [0.014 in] intake and 0.69 mm [0.027 in] exhaust. Injector data is configuration-specific, with separate PTD Non-Top Stop, HVT Non-Top Stop, STC Top Stop, and Premium K STC adjustments.

Cooling specifications correct an important model difference: KT engine-only capacity is 26 L [28 U.S. qt], while KTA/KTTA capacity is 30 L [32 U.S. qt]. Standard thermostat range is 80-90°C [175-195°F], minimum pressure-cap rating is 50 kPa [7 psi], and maximum top-tank temperature is 95°C [203°F]. Main oil pressure is specified at a 138 kPa [20 psi] minimum at low idle and 345 kPa [50 psi] minimum at rated RPM. Oil-pan tables identify capacities by pan part number from 32 to 72 liters, with 7.6 liters [2 U.S. gal] added for the rear-gear-train option.

The specification section also covers intake restriction, exhaust backpressure, fuel-line restriction, turbocharger axial/radial clearance, liner protrusion, gear backlash, flywheel runout, and system-specific torque values. Cylinder-head mounting capscrews, for example, are listed at 490 N·m [360 ft-lb] for black capscrews and 345 N·m [255 ft-lb] for silver capscrews; main-bearing-cap capscrews are listed at 605 N·m [445 ft-lb].

Factory Repair Procedures and Shop Scope

Factory procedures cover cooling-system pressure and combustion-gas testing, water-pump and thermostat work, oil-cooler and oil-pump testing, turbocharger seal and clearance checks, single and series turbocharger replacement, aftercooler pressure testing, air-compressor head repair, fuel-system restriction and air-leak testing, fuel-rate/AFC checks, STC controls, valve/injector and Jacobs brake adjustment, injection-timing measurement, cylinder-head work, failed-cylinder isolation, piston/liner and bearing repair, liner-protrusion checks, camshaft and gear-train work, flywheel-housing service, in-chassis dynamometer testing and run-in, plus engine removal and installation.

Dedicated tooling is identified where needed, including optical tachometer P/N 3377462, ST-537 dial depth gauge for turbocharger axial motion, ST-998 sight glass for fuel-suction air checks, P/N 3375140 AFC no-air adjustment tool, and ST-1258 or P/N 3822512 engine lifting fixtures.

Several cautions are specific to these assemblies. Applying more than 140 kPa [20 psi] during the cooling-system pressure test can damage the water-pump seal. On overhead-tank fuel installations, omitted or incorrectly used check valves can allow fuel into a cylinder and create hydraulic lock. Injector plungers and barrels are precision-fit parts that the manual warns are easily damaged; injector sealing-ring thickness also controls protrusion.

Scope is equally important. Cummins states that component and assembly rebuild procedures belong in the separate K19 Shop Manual, while injector calibration requires an injector test stand and the Injector Rebuild Manual. Section 12 identifies related publications including K19 Shop Manual Bulletin 3810258, Fuel Pump Rebuild Manual 3379084, Injector Rebuild Manual 3379071, and separate T18A/HC-5A turbocharger rebuild manuals. Vehicle and equipment-manufacturer repair procedures are referenced where this engine manual intentionally stops.

Before repair work, follow the manual’s safety requirements for battery isolation, relieving air/oil/cooling-system pressure, hot coolant, rotating components, and lifting. Components of 23 kg [50 lb] or more are marked for hoist or assisted handling; the engine-removal section also gives lifting-fixture capacities for the K19 assembly.