Pub Type: BULLETIN

Number: SB214015

Date: 04/17/01

Model: E-TECH™

Inlet Manifold

Depending upon chassis model and year, three different configurations of the E-Tech™ engine were used in production. In order of production implementation, the three configurations are as follows:

1. Bundle-type oil cooler, engine electronic control unit (EECU) on right-hand side, two-piece inlet manifold.

2. Plate-type oil cooler, EECU on right-hand side, two-piece inlet manifold.

3. Plate-type oil cooler, EECU on left-hand side, one-piece inlet manifold.

With the two-piece inlet manifold used in engine configurations 1 and 2 above, the bottom of the manifold is approximately at the same level as the port floor of the cylinder head. Therefore, any oil which may be introduced into the engine due to a turbocharger failure, will accumulate in the charge air cooler, but very little oil will accumulate in the inlet manifold.

In engine configuration 3 above, the bottom of the one-piece manifold is more than 2" lower than the port floor of the cylinder head. In the event of a turbocharger failure, this area of the inlet manifold can become a reservoir for oil. If oil is not removed from the inlet manifold, the engine may experience "diesel engine run-away" when it is started following a turbocharger replacement.

Whenever a turbocharger failure has introduced a volume of oil into the charge air cooler, the cooler must be thoroughly cleaned before the engine is started. Additionally, if the engine is equipped with the one-piece inlet manifold, the manifold must be checked for the presence of oil and cleaned if necessary. The manifold can be checked without removing it from the engine by removing the inlet hose from the manifold and using a flashlight to look inside. If it is not possible to see inside the manifold, a piece of wire or similar object, could be inserted into the manifold and used to check if oil is present. If oil is present, it can be removed from the manifold by a suction pump. To remove the oil, remove the air compressor boost pressure supply line and fitting located at the rear of the manifold and insert the suction pump hose into the opened port, being sure that the hose extends all the way to the bottom of the manifold. Using this method ensures that oil collected at the rear of the manifold will be removed.

In most instances, the engine is mounted in the chassis tilted toward the rear. Because of this, oil will collect at the back of the inlet manifold making it possible for some oil to enter cylinder No. 6. If enough oil enters the cylinder, hydraulic lock could occur and result in severe damage when attempting to start the engine. To avoid such damage, use the barring tool to rotate the engine several revolutions before starting. Resistance felt as the engine is rotated (as cylinder No. 6 approaches TDC of the compression stroke), indicates that oil may be present in the combustion chamber. To remove this oil, remove the injection nozzle from cylinder No. 6 and rotate the engine several more revolutions to push the oil from the cylinder. Before reinstalling the nozzle, clean the oil from the nozzle hole in the cylinder head.

Charge Air Cooler

Oil can be removed from the charge air cooler as follows (Refer to service bulletin SB-233-013 for more detailed information):

1. Remove the charge air cooler and flush the inside with a safety solvent to remove oil and other debris.

2. Shake the cooler from side-to-side to remove large pieces.

3. Wash the cooler with hot, soapy water (use liquid automatic dishwasher detergent to minimize foaming). Rinse with clean water and blow dry with compressed air in the reverse direction of flow.

4. Carefully inspect the cooler to ensure cleanliness.

   Do not use caustic cleaners when flushing the cooler. Be extremely careful when handling the cooler so as not to damage the core.

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   When flushing the charge air cooler, it is recommended that the cooler be turned upside down and a reverse flow used to flush the inside.

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Intake Air System

When a turbocharger fails, any failure pieces from the compressor wheel area have very high inertia and can travel throughout the intake air piping and the air cleaner. Additionally, small metal pieces resulting from the failure are extremely hot and will melt into and stick to the insides of the plastic hoses and tubing. If all these pieces are not removed, the result will be a foreign object failure of the replacement turbocharger. The intake air piping should be disassembled and the insides of the pipes, elbows, hoses, etc., carefully checked for oil and other debris and cleaned as necessary.