Cummins parts

Renegade_Master

Renegade_Master

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Anyone recomend a good source for Cummins engine service parts, capable of depatching em to Spain. They are fairly old about 89-90 model type VT903M

Or a web site where they can list the parts from the given engine numbers
 
Renegade_Master said:
Anyone recomend a good source for Cummins engine service parts, capable of depatching em to Spain. They are fairly old about 89-90 model type VT903M

Or a web site where they can list the parts from the given engine numbers
Click to expand...

I would be surprised if the engines are as late as 1989, the only yacht builder who stood any chance of getting engines this late was Riva and they had to fight for them.

VT903 is a 14.8 litre short stroke V8 of the 1960's. Very popular with military airport crash tenders and very large Stieger ag tractors. Therein is the rub, Cummins wanted to stop production of the engine in the mid 80's, the U.S Government have 1,000's in service with Army and Coastguard, they wanted production to continue.

A deal was stuck whereby U.S Government purchased all 903 tooling and Cummins production was restricted for military customers only only. US Goverenment gets a kick back on the parts buisiness, as a result lead times are long. Expensive by Cummins standards, however no worse than MAN. Due to majority of engines in service with military very limited aftermarket.

This is no DIY motor, best bet is to get hold of experienced 903 tec, certainly a 903 Shop Manual. Sold my last 903 Big Cam manuals to Serco, they took over running RAF bases in Germany and were horrified that the MOD had binned all the manuals for the Thornycroft crash tenders when they moved out.

Your only real source of parts is from Cummins Spain. If you PM me with the CPL# off the dataplate I MAY be able to help you with some limited contacts for parts, Jabsco stopped making the raw water pump way back, however I was still able to get good quality pattern ones a year or two back.

If you have Big Cam VTA903's I have the fuel pump calibration for the British Army Braveheart AS90, makes the transom a tad sooty, but they do GO!
 
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Certainly know your engines Latestarter. I have reconditioned a few of these motors back in the day, old buggers even then (out of the Euclid crane/ excavator?). The main rub IIRC was the bottom of the block where the liner crevice seals fitted corroding and coolant getting into the oil. Had to machine the liner beds out and machine up some sleeve inserts, of which I broke a disreputable number on fitting em.

IIRC the 903 was manufactured in the US, Shotts also, but also made by Mercedes or MAN or someone in Germany for fitment in their trucks.

Vital to know which version it is.

Oh if the OP is looking for a camshaft, NEVER have the cam on the 903 reground, I once fitted a reground cam and the timing on one bank was way off, much diesel vapour from one exhaust, about 50 bhp on the dyno and a lot of head scratching.

About all I can recall about the 903.
 
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Thanks for your help huys.


quote from Latestarter
This is no DIY motor, best bet is to get hold of experienced 903 tec

Its only a change of filters type service oil, fuel prefilter etc. check impellors and V belts
 
VT903

Fleetguard filters are available from dealers thoughout Europe.

You will also need to check DCA (water treatment) and replace the water filter. If you Google Fleetguard DCA it will tell you everything you need to know. Tinkicker, slapped wrists, liner seat corrosion only sets in if DCA level is too low, years ago phospor bronze shims were a service part to prop up liner when couterbore was machined.

There is another vocabulary that you need to learn with a PT motor, like 'top set' 'DTI' 'Injector crush'. To anybody in the know a 'top set' is a breeze, however you need the knowledge, just like a cabbie. Without a top set engine will be a smokey old slug, once injectors are right motor will run with a Cummins crackle!

You would do well to get belts from Cummins, many people do NOT realise that they have to be replaced IN MATCHED PAIRS, if not one will fail and then take out the other. Cummins parts system ensures belts are held in pairs.

Check out impellers via Jabsco, far less expensive than Cummins.

Oils, a cooking ACEA E5 15W40, do not use synthetics or you will likely spin a cam bearing.

Tinkickers memory is bang on again, engine derived from earlier motor developed in conjunction with Krupp in Essen Germany, then they changed direction and dropped truck production. V8 903 is as good as Cummins V8 504/555 was bad. Powerboat racers in the 60's loved them.

PM me with an ESN# I will give you what I have.
 
Latestarter1 said:
Fleetguard filters are available from dealers thoughout Europe.

You will also need to check DCA (water treatment) and replace the water filter. If you Google Fleetguard DCA it will tell you everything you need to know. Tinkicker, slapped wrists, liner seat corrosion only sets in if DCA level is too low, years ago phospor bronze shims were a service part to prop up liner when couterbore was machined.

There is another vocabulary that you need to learn with a PT motor, like 'top set' 'DTI' 'Injector crush'. To anybody in the know a 'top set' is a breeze, however you need the knowledge, just like a cabbie. Without a top set engine will be a smokey old slug, once injectors are right motor will run with a Cummins crackle!

You would do well to get belts from Cummins, many people do NOT realise that they have to be replaced IN MATCHED PAIRS, if not one will fail and then take out the other. Cummins parts system ensures belts are held in pairs.

Check out impellers via Jabsco, far less expensive than Cummins.

Oils, a cooking ACEA E5 15W40, do not use synthetics or you will likely spin a cam bearing.

Tinkickers memory is bang on again, engine derived from earlier motor developed in conjunction with Krupp in Essen Germany, then they changed direction and dropped truck production. V8 903 is as good as Cummins V8 504/555 was bad. Powerboat racers in the 60's loved them.

PM me with an ESN# I will give you what I have.
Click to expand...

Damn that cummins timing fixture. HATED IT. Top stop injectors much better, On L10s, after about the 20th motor, was confident enough to be able to set the pushrod preload by feel, even doing away with the silly torquey screwdriver.

Acc pulley C - 1 and 6 topped out, set inj 5, blah blah blah, a littany still remembered after 20 years.

....and none of that rocking bacwkard and forward marlarky to take the lash out of the geartrain with the fixture in place.

Then you wonder......did I change that stepped key in the cam keyway as it makes its first fires in the test cell.

295 bhp, thats ok then phew!
 
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