KTA38-M2 & KTA50-M2

Engine Familiarization

Sargit Singh
The KTA38-M2 & KTA50-M2 Series represents a bold and confident step forward in the marine high horsepower market.
It is the product of an extensive research and development team that blended the best of the KT, KTA, and KTTA technology.
This effort has led to an engine with uncompromising performance, reliability and operating economy.
Cummins Marine high horsepower experience started with the original K-2300 engine, which was introduced in
the seventies. Also the product enhancements of the new K2000 & K1800 have added many of state-of-the-art
design features to the new KTA38-M2 & KTA50-M2 Series.
The Cummins PT™ fuel system, legendary for its control and simplicity, is the back bone of the fuel system.
The KTA38-M2 will utilize the standard PT fuel system, while the KTA50-M2 will use the new PT fuel system
partner CENTRY™. The CENTRY electronic fuel control provides a new dimension of fuel control and fuel
economy.
Like its name implies the KTA38-M2 is in the K engine family of products. This product is turbocharged and
aftercooled with a displacement of 38 liters. The engine will be offered in several different horsepower/rpm ranges
and marine application configurations to meet varied customer requirements
The KTA50-M2 is also in the K engine family of products. This engine is turbocharged and aftercooled with a
displacement of 50 liters. The engine will also be offered in several different horsepower/rpm ranges and marine
application configurations.
The KTA38-M2 is designed for a wide range of applications like Vehicle & Passenger Ferries, Fishing, Tugs, Dredge,
Supply, Patrol and Long Haul Push Boats, etc.
The KTA38-M2 & KTA50-M2’s will typically be installed into commercial marine applications where reliability and
operating economy are essential in these operations.
During this program we’ll take an in-depth look at the KTA38-M2 & KTA50-M2 engines. We’ll review the theory of
operation for the lubrication, coolant, intake air, exhaust and the fuel system. Also, we’ll take a look at each of the
new engine components. Let's start by discussing new components that are not covered in the systems.
The nose of the KTA50-M2 crankshaft was redesigned to provide increased strength, durability, and longer service
life. This was accomplished with a smaller bolt hole circle that provided more material between the bolt holes and
the outer diameter of the crankshaft nose. Rolled threads are also used to increase strength and reduce stress.

Note: To maintain the integrity of the rolled threads, they can not be altered during the cleaning process.
 Vibration Dampers

Vibration Dampers

Dual vibration dampers with standard viscosity fluid are used on the KTA38-M2 & KTA50-M2 applications.
The two dampers are necessary for these higher ratings.
Firing Order

The KTA38-M2 has the same firing order as previous KTA38 products.
The KTA50-M2 has a revised firing order.

The new firing order provides a better match for current duty cycle and frequencies created by the ratings and
RPM requirements.
Main Cap Bolts

The main cap bolts have been redesigned to allow for the torque plus angle tightening procedure. The new torque plus angle
tightening procedure provides better mechanical integrity at the main cap to block joint, as well as more consistent clamping force
for the higher engine torque outputs. The torque specifications as well as the angle of rotation does not take the bolt to the yield
point. Therefore, bolt stretch is minimal and bolt reuse is not affected. However, the angle of rotation is critical and must be within
the twenty (20) degree window to prevent main bore distortion.
Camshaft

A new camshaft is also part of the performance package. The new cam provides higher injector lift and different
duration. The new higher lift camshaft has increased the total injector travel from 10.24 to 12.52 mm [.403 to .493
inch]. This increased injector travel provides improved fuel metering and injection timing.
Cam Followers

The injector cam followers have new wider rollers for reduced camshaft loading with the new higher lift camshaft.
The roller shafts no longer use a locking pin for oil hole alignment. The shaft and follower housing have alignment
marks for aligning the oil hole.
The cam follower shaft utilizes new 12.9 grade mounting capscrews. The capscrews have a 12 point head and a higher torque
specification. This takes the place of the previous slotted thread design capscrews. The cam follower shaft has also been changed
to a higher strength material. The oil supply drilling in the block now intersects with the shank of the capscrew to supply oil to the
follower shaft. In earlier engines the oil drilling was inline with the threaded hole and the slot in the capscrew threads was required
for oil flow.
The cam follower cover has been redesigned to provide additional clearance for the new cam follower assembly.
One of the cam follower covers will have a drilled and tapped passage so lubricating oil can be returned to the crankcase.
Correct cam follower cover positioning will be required for Step Timing Control (STC) lubricating oil return.
OBC Injector Adjustment for (STC)
The KTA38-M2 & KTA50-M2 injector train is designed for the Outer Base Circle (OBC) method of injector adjustment.
The OBC adjustment method offers many advantages over previous methods. The OBC adjustment method compensates
for any internal injector wear, remains in correct adjustment longer, extends the maintenance interval and reduces the time
spent completing the adjustment procedure.
The injector adjustment screw has a [7/16 inch] hex for easier OBC adjustment.
Pistons
To handle the higher cylinder temperatures and pressures of the new ratings, the KTA38-M2 & KTA50-M2 have a
new piston. The new piston crown has an anodized coating to resist higher cylinder temperatures. It also has a single
NiResist insert for the top ring and a free floating piston pin. The piston skirt has a new carbon impregnated
type coating to resist wear.
The pistons now have an internal "donut shaped" cooling gallery under the crown. Piston cooling oil is delivered to the
inlet port of the cooling gallery, cooling oil then cools the piston crown and then exits through the outlet port. The
location of the cooling galley in relation to the combustion surface and the continuous flow of oil provides excellent
heat dissipation.
The top piston ring has the familiar keystone shape butalso contains a new channeled chrome contact surface.
The channeled chrome surface provides improved life.
The second piston ring is a new rectangular design. The ring has a chamfer on the bottom side for better oil control.
The ring has a notch located on the top side and a two degree taper on the face.
Cylinder Heads

The cylinder heads have many new features and are configured according to the engine application. Exhaust valves are
made of Inconel. All valves have rotators located under the valve spring which provides approximately one degree of
rotation per valve actuation.
The new cylinder heads feature common intake ports. The common port has a new shape that provides improved air flow.
Additional air flow was required to support the increased fueling of the higher engine ratings. The antiswirl plate under
the valve seats are no longer used.
The cylinder heads have divided exhaust valve ports. The unique shape of the ports and the partial divider between
the ports provide improved flow characteristics and allow the full energy of the exhaust pulse to be captured.

Note: Heads are not interchangeable with earlier heads.

Injectors

The KTA38-M2 and KTA50-M2 engines now use the new Premium "K" STC injector. The Premium Injector is a top
stop design, with DFF fuel metering and reduced return flow. The new premium injector and the OBC injector
adjustment combination provide excellent reliability as well as extended life.
The injector features reduced fuel leakage, the most current STC tappets design including a ceramic link and has a
press fit plunger assembly. Also the new barrel and plunger are designed to resist wear from carboning. The new
body design utilizes the same size O-ring in all three places.
Although there are more new components that we need to talk about, let’s review the individual systems now.
During our review of the systems we will introduce and discuss the remainder of the new components.
The Lubrication System

This is a schematic of the KTA38-M2 & KTA50-M2 lubrication system.

Lubrication Pump
A new style of lubricating oil pump is used on the KTA38-M2; the KTA50-M2 will utilize the new high volume lubricating pump
developed for the K2000 series of engines.
The pumps are mounted to the lower pan flange and are driven from the rear crankshaft gear. Proper gear backlash between
the rear crankshaft gear and the lubricating pump is provided by shimming the pump mounting flanges.
The KTA38-M2 lubricating oil pump can be identified by the main drive gear. The main drive gear contains two rows of
gear teeth. The gear teeth on the large diameter of the gear mesh with the crankshaft gear. The gear teeth on the
smaller diameter of the gear mesh with a gear on the pump input shaft.
The lubricating oil pump assembly consists of a front cover and bushing assembly, a central body assembly,
two helical pumping gears and a rear cover & bushing assembly.
The KTA50-M2 lubricating oil pump can be identified by the three-piece housing and main input gear. The housing
assembly consists of a front cover and bushing assembly, a central body assembly, three straight pumping gears
and a rear cover & bushing assembly.
The system utilizes an external high pressure relief valve in place of the integral pump valve in earlier models. This
valve is located between the pump and the filter head. The valve is bolted to the block port opposite the filter head.
The valve contains a valve plunger and spring. It is calibrated to dump oil back into the pan when pressure exceeds
1103 kPa [160 psi]. Operating the engine with cold oil can sometimes cause the pressure to increase to this value.
Oil Coolers

From the high pressure relief valve, oil flow is directed through the block ports to the oil cooler, oil flows through block
ports to the filter head.
Filter Head Mounting
Before we go on, we need to understand that the filter head can be mounted on either side of the engine. The only
difference in the internal parts will be the oil supply tube from the pump to the high pressure relief valve. With a left
hand filter mounting, the oil flows through the right side of the block to the oil coolers and the opposite side of the
block with a right hand mounting.
Filter Head

On a left hand filter mounting, the oil flow enters the filter head at the rear. The oil flows through the regulator valve
cavity to the filter inlets. The oil then passes through the filter media and up to the clean-oil rifle of the filter head.
The regulator valve senses oil pressure from the clean oil rifle and regulates system pressure at 241 to 482 kPa
[35 to 70 psi]. Sensing pressure from the clean rifle allows the engine oil pressure to remain consistent, regardless
of the condition of the filter elements.
The filter head also contains a filter bypass valve. When the pressure difference between the filter inlet and filter
outlet rifles exceeds 352 kPa [51 psi], the bypass will open and oil flow will bypass the filters.
Main Oil Rifle

From the filter head the oil flows to main oil rifle in the center of the block. The main oil rifle supplies the crankshaft
and rods, the right and left camshaft oil rifles, the piston cooling nozzles and the front gear housing.
Camshaft Oil Rifles

The camshaft oil rifles supply the camshaft bushings, the turbochargers, the cam follower shafts and the rocker lever
shafts. Both intake and exhaust rocker levers have plugs in the nose oil drilling.
WARNING: Piston cooling nozzles must be
removed to remove or install a piston and
connecting rod assembly.

The KTA38-M2 & KTA50-M2 have a new cooling nozzle assembly. The new piston cooling nozzles are targeted to
provide flow to the piston cooling gallery through the complete stroke. Before the assembly the nozzles are checked on
a fixture for precise alignment. The nozzles must be handled with care to prevent mis-alignment.
The nozzle assembly contains a pressure valve and two nozzles. There are six nozzle assemblies for KTA38-M2
and eight nozzles for KTA50-M2 models, one for each opposing set of cylinders. They are located in the crankcase
of the engine between the cylinders and receive oil flow directly from the main oil rifle. The pressure valve opens and
allows flow to the nozzles at 105 to 138 kPa [15 to 20 psi]. The nozzle tubes have swaged ends.
Front Gear Housing

The front gear train receives lubrication from the main oil rifle at the front of the engine. Three idler shafts have
drillings located in the block.
The engine coolant pump, hydraulic pump drive and the accessory drive receive lubrication from the drillings
located in the front gear cover. The front cover drillings receive oil from the front of the main oil rifle.
Turbochargers

The turbochargers receive lubrication oil from the camshaft rifles.

Cooling Systems
The KTA38-M2 engines were developed with a conventional high flow cooling system design. Engines can be purchased
as Non-Low Temperature Aftercooling (Non-LTA) or Low Temperature Aftercooling (LTA) options. Note: KTA38-M2 970kW
[1300 bhp] units can only be purchased as a LTA option. The KTA50-M2 will also employ the high flow cooling
system. The LTA engine option is standard and is required to handle the new high output ratings.
Cummins Marine Engines are designed to operate with an engine coolant temperature differential of approximately 8° C (15° F)
measured across the engine under full load. The coolant entering the block after mixing with the thermostat bypass coolant
should be a maximum of 74° C (165° F). The coolant will exit at 82° to 93° C (180° to 200° F) depending on inlet temperature,
load, location, and system pressure. Engine coolant temperatures are controlled by thermostats to provide efficient engine
operation. Maximum engine cooling temperature limits are controlled by the size of the keelcoolers/heat exchangers and
coolant flow circuit.
The engine coolant pump is gear driven from the front gear housing and is located on the right hand front side of the engine.

Note: Due to the increased efficiency of the LTA cooling circuit the KTA50-M2 engine uses the lower volume KTA38-M2
engine coolant pump. This style of coolant pump will reduce engine weight and will require less horsepower demand from
the engine.
Engine coolant flows from the engine coolant pump to the center of the vee cavity where the engine oil coolers are located.
From the vee, coolant flows into both banks of the block and around the liners. From the block, coolant flows up through
the cylinder heads into the upper water manifold and on to the thermostats.
Thermostat Housing
The KTA38-M2 & KTA50-M2 engines have a new thermostat housing. The new housing contains four engine cooling
system thermostats and a optional machined passage for an additional thermostat for the Low Temperature Aftercooling
(LTA) circuit.
The engine and aftercooling system are completely separated circuits within the thermostat housing, the only common
point the two circuits have is in the coolant bypass circuit, returning coolant to the engine coolant pump.
Engine Coolant Temperature:

The thermostats direct all or part of the coolant discharged from the engine thermostat housing to the coolant bypass
circuit or keel cooler/heat exchanger. The four engine thermostats in this coolant circuit monitor and regulate coolant
flow by blocking and close off coolant flow paths to regulate the internal engine temperature.
The engine coolant system consists of:
1. Engine cylinder block 2. Liner cavities 3. Cylinder heads 4. Upper coolant manifold
5. Engine coolant cooled turbocharger turbine housings (KTA38 only) Engine coolant cooled turbocharger bearing
housing (KTA50 only) 6. Heatshields 7. Deaerating expansion tank 8. LTA design thermostat housing 9. Aftercoolers
10. Engine cylinder block center vee cavity 11. Engine coolant pump (engine driven) 12. Keel coolers/heat exchangers
13. Oil coolers located in the vee cavity
Exhaust Manifold Heat Shields:
The exhaust manifold heat shields over the exhaust manifolds allows the dry exhaust manifolds to flow higher temperature
expanding gases from the combustion chamber to the turbocharger. The increased temperature and flow increases efficiency
of the turbocharger output.
Additional benefits of the exhaust manifold heat shield are lowering the ambient air temperature above the engine and
provides an added measure of safety by covering the exhaust manifolds.
The exhaust manifold heat shield uses engine coolant flowing through internal passages to absorb the heat that is
radiating from the exhaust manifolds. The manifold heat shields receive coolant from the rear rocker housing coolant
transfer tubes, coolant flows forward and is returned to the front rocker housing coolant transfer tubes just prior to
entering the thermostat housing.
Aftercoolers
The aftercooler plumbing on the engine routes coolant from the top of the thermostat housing to the bottom of the
aftercooler on each bank. The coolant flows up through both aftercoolers in parallel and exits at the upper coolant connection.
Aftercooler plumbing then routes the coolant to the rear side of the thermostat housing to allow
the coolant to flow into the coolant bypass line.
Aftercooler Housings The aftercooler housings are a one piece design. A right and left hand version of the housing is
used. The steel cores bolt into the side of the housings and the plumbing is external. New foam type seals are used to
seal the interior passage. KTA50-M2 utilizes a Dowty Seal.
Active Cooling Pressurization (ACP)
The KTA38-M2 & KTA50-M2 engines will utilize a new concept of pressurizing the engine cooling system with a
combination of turbo boost (Intake Manifold Pressure) and coolant static head pressure applied to the water pump inlet.
The ACP system will insure a controlled engine coolant pressurize of 103 kPa [15 psi]. By pressurizing the coolant to
this level, internal air bubbles and air pockets will be reduced, which will increase the margin against the formation of cavitation
within the engine.
The ACP system receives intake manifold pressure from the front - right bank of the intake manifold assembly.
The intake manifold pressure is directed to a pressure regulator, a pressure relief valve, and on to a check valve.
The ACP pressure line is connected to the ACP check valve mounted on the top of the coolant expansion tank.

Note: The connection must be above the coolant level. The expansion tank in all marine applications must provide a
closed coolant system. The expansion tank must have a pressure/vacuum cap that corresponds to the pressure
setting of ACP and the tanks mounting height above the crankshaft center line.
Refer to Bulletins No. 3884763-00, KTA38-M2 Technical Package or 3884744-01, Installation Directions for 855,
903, V28 and K Series Engines for instructions on expansion tank mounting heights, pressure cap, pressure
and vacuum types and ACP system pressure setting procedures.
Aftercooler Venting
Aftercooler venting is obtained through the use of vent tubes brazed in the coolant transfer connections. When the
upper coolant transfer connections are correctly mounted, the vent tube protrudes into the top portions of the aftercooler
end tank. The upper tube (1) provides a route of escape for any entrapped air in the aftercooler.
Note: The lower coolant connection on the aftercoolers also has vent tubes. These tubes curve toward the bottom
and are not used for venting. This connection has a pipe plug (2) installed and is used for draining the aftercooler plumbing.
Engine Coolant Venting:
The entrapped air in the coolant is vented from the thermostat housing to the expansion tank, where it separates from
the coolant before returning it to the engine coolant pump. Air that may be trapped in the cooling system is also vented
from the aftercoolers and the turbochargers. The aftercooler vent lines run to a cross fitting installed in the top of the
thermostat housing.
The turbochargers vent directly to the top of the expansion tank.
Thermostat Housing Cross Fitting Diagram

Note: A coolant vent line from the part shown here, should be attached to the expansion tank above the coolant baffle
of tank.
Aftercooling Systems Cummins uses two types of cooling circuits for the aftercooling:
• Engine Coolant Aftercooling (Non-LTA) Non-Low Temperature Aftercooling): This type provides engine coolant for
cooling the air in the aftercooler.
• Low Temperature Aftercooling (LTA) (Low Temperature Aftercooling): This type provides a separate cooling circuit
for cooling the air in the aftercooler.
Non-LTA Coolant Aftercooling Non-LTA Cooling System Description: Non-LTA coolant aftercooling uses engine
coolant in the tube side of the aftercooler and results in inlet manifold air temperatures lower than those obtained in
non aftercooled turbocharged engines. The lower intake manifold air temperature allows the engine to achieve
Performance ratings higher than either a naturally aspirated or turbocharged-only engine.
The engine utilizes a standard flow cooling system. To improve serviceability and to commonize cooling system
hardware, these engines utilize much of the Low Temperature Aftercooling (LTA) hardware used on the LTA engine.
The four thermostats (two for each bank) receive and direct coolant from the rocker housing coolant passages
through the coolant transfer tubes on each bank as in the standard K38 and K50 engines.
The same thermostat housing is used for both Non-LTA and LTA engines. On the Non-LTA engine applications the
coolant supply and return holes reserved for remote cooling of the LTA circuit are blanked off. The LTA thermostat is
not installed and the center bore in the thermostat housing. This allows coolant to flow directly from the cylinder block
center vee cavity, to the thermostat housing and then directly to the aftercoolers without regulation. After the coolant
circulates through the aftercoolers it returns to the coolant bypass circuit and then to the engine driven coolant pump.
Therefore, because part of the engine’s coolant is diverted around the main engine cooling circuit, the resulting coolant
flow available to the main keel cooler or heat exchanger is lower in the Non-LTA applications than in the older KTA38-M
engines.
Non-LTA Coolant Flow Blanked off LTA Thermostat Housing Circuit

Note: When engine is operated as a Non-LTA application the LTA thermostat is removed. The aftercooler assemblies
will receive coolant supply from the engine center vee cavity, the aftercoolers will be supplied an unrestricted coolant flow.
All coolant will be returned to the coolant bypass passage built into the thermostat housing and then coolant is returned
to the engine coolant pump.
Non-LTA Thermostats - (Normal Cold Start-Up) Non-LTA in the (Normal Cold Start-Up):
The Engine Coolant Thermostats are in the fully closed mode, coolant temperature below 80.5° C [177° F].
All coolant is returned to the coolant bypass circuit.
Non-LTA Thermostats - (Modulation Mode) Non-LTA during the (Modulation Mode):
The Engine Coolant Thermostats are in the modulation mode, coolant temperature is 80.5° C [177° F] but 91.5° C [197° F].
Coolant is returned to the engine coolant pump from the keel cooler or heat exchanger and from the coolant bypass circuit
(aftercooler & turbocharger coolant flow only).
Non-LTA Thermostat - (Coolant Flow in Full Open Position)
Non-LTA during Coolant Flow in Full Open Position (Normal Operating Temperature): The engine coolant thermostats
are fully open, coolant temperature is greater that 91.5° C [197° F]. Coolant is returned to the engine coolant pump
from the keel cooler or heat exchanger and from the coolant bypass circuit (aftercooler & turbocharger coolant flow only).
Keel Cooling for Engine Coolant
A keel cooler is an outboard heat exchanger which is either attached to the submerged part of a vessel’s hull or built
as a part of it. Engine coolant is circulated through the keel cooler by the engine’s coolant pump. Raw water passing
through the keel cooler provides the temperature drop to cool the coolant.
Heat Exchanger Cooling
Heat exchangers will be remote mounted from the engine. Remote-mounted heat exchangers require connecting the
engine coolant inlet and outlet at the engine to the shell side of the exchanger. Shut off valves shown on each side of
the heat exchanger are used to shut off engine coolant flow while servicing the heat exchanger core.
Caution: Valves should be tagged or labeled when closed. Valves must be fully opened after servicing to prevent engine
damage.
As shown, the engine driven raw water pump is used to circulate the raw water through the tubes of the heat exchanger.
Low Temperature Aftercooling

Low temperature aftercooling (LTA) is a featured on both the KTA38-M2 & KTA50-M2’s. The LTA system insures
maximum power output and lower cylinder temperatures by maintaining low intake manifold air temperatures.
Advantages of using the LTA system are longer engine life and lower fuel consumption during a wide range of engine
operating conditions.
LTA Circuits utilizes the same coolant core type aftercooler system as the Non LTA and is an integral part of the
engine cooling system.
LTA Cooling System Description:
The LTA is a one-pump (engine coolant pump), two-loop cooling system.
Installations will require two coolers (two keel coolers or two heat exchangers or a combination of a keel cooler and a
heat exchanger). One cooler, either a keel cooler or heat exchanger, is for the high flow engine cooling loop. The
nominal design operating temperature of the main engine thermostats is 82° C [180° F]. In engine repowers the
existing cooler may be adequate.
A second cooler is required for the LTA coolant loop.
The LTA circuit provides lower coolant temperatures to the aftercoolers which lowers intake manifold air temperatures,
to approximately 66° C [150° F]. The nominal design operating temperature range of the LTA thermostat is 74° C [165° F].
LTA Thermostat Housing & Thermostat
The major function of the LTA section of the thermostat housing is to control the temperature of the coolant to the
aftercoolers.
While the flow to the aftercoolers is relatively constant, the temperature needs to be controlled to provide the coolest
possible coolant during high load operations. The design of the thermostat housing provides individual chambers and
passages to allow flow regulation and control.
The LTA thermostat has a straight knurled flange above the thermostat sealing area, thermostats will be marked with the operating
temperature range. Both thermostats are basically the same physical size, however they are manufactured to different design
specifications. The thermostat body seals are the same size and part number for both.
Note: The thermostats can be physically installed into either thermostat mounting location. Caution must be taken not to install
thermostats in the wrong location. Misinstallation could cause an engine over cooling condition or reduce the LTA system cooling
efficiency.
When the engine is cold (below operating temperature), the thermostat will be closed (retracted). In this position
the passage to the keel cooler or heat exchangers sealed and all coolant is directed through the center of the
thermostat into the aftercooler supply chamber. The coolant that passes through the aftercooler returns to the
coolant bypass chamber of the thermostat housing, leading to the engine coolant pump.
LTA Engine in the Coolant Warm-Up Operation (Cold Start-Up Mode):
Both the LTA & Engine Coolant Thermostats are in the fully closed mode, coolant temperature below 72° C [162° F].
All coolant is returned to the coolant bypass circuit. In this mode, the warm coolant will heat the cold intake air
and aid in the reduction of white smoke.
As the engine approaches operating temperature, the LTA thermostat will start to open (extend), until the engine reaches operating
temperature. As the thermostat lifts off it’s seat the coolant flowing from the engine center vee cavity will have two flow paths to take.
The coolant can flow through the center of the thermostat into the aftercooler supply cavity and the coolant can flow through the
opening that has been created by the thermostat lifting off it’s seat. This coolant will flow to the LTA keel cooler or heat exchanger.
The cooled LTA coolant will return to the top of the thermostat housing and mix with the warmer coolant in the aftercooler supply
cavity and then sent to the aftercoolers.
LTA Engine - LTA System During the Modulation Mode & Engine Coolant Thermostats in Closed Position:

LTA Thermostat in the Modulation Mode, coolant temperature greater than 72° C [162° F] but less than 80.5° C [177° F].
When the operating temperature of 86° C [187° F] is reached, the LTA thermostat will be fully open (extended),
closing off the coolant flow through the center of the thermostat. All coolant now must flow through the LTA keel cooler
or heat exchanger and return to the top of the thermostat housing (aftercooler supply chamber). The coolant temperature
supplied to the aftercoolers is controlled by the sizing of the LTA keel cooler or heat exchanger and related plumbing.
The installation directions and engine data sheets must be referenced to develop the properly sized LTA cooling circuit.
LTA Engine - LTA Thermostat in Full Open Position: (Engine Circuit During Modulation Operations)
LTA Thermostat is in the full open position when the coolant temperature greater than 86° C [187°F] all coolant flows
to LTA keel cooler or heat exchanger, aftercooler coolant inlet temperature less than 51.5° C [125° F]. Engine Coolant
Thermostats in modulation mode, coolant temperature range greater than 80.5° C [177° F] but less than 91.5° C [197° F]
coolant flowing through coolant bypass and engine keel cooler or heat exchanger circuits.
Cooling System Maintenance
Before we leave the cooling system, attention to cooling system maintenance will be especially critical with the
high power output of these new engines. The correct use of Supplemental Coolant Additive (SCA) in the cooling
system cannot be over stressed. For complete information on cooling system maintenance and the use
of SCA, refer to Bulletin 3387910.
Intake Air and Exhaust

The KTA38-M2 & KTA50-M2 are turbocharged and aftercooled. These engines employ a single-stage turbocharging
system utilizing two turbochargers. Both engines use Low Temperature Aftercooling (LTA) principles as discussed earlier.
Single-stage Turbochargers
The KTA38-M2 employs the single-stage concept of turbocharging. Two Holset HX80 turbochargers are used to supply
intake air boost to these engines. These turbochargers are designed with oil cooled bearing housings and wet turbine
housings. The KTA50-M2 also employs the single-stage concept of turbocharging. The two Holset turbochargers used
in this application employ a coolant cooled bearing housing and a dry turbine housing.
Exhaust Manifolds

The KTA38-M2 uses a divided pulse manifold for each bank of the engine.
The KTA50-M2 has a high efficiency pulse design exhaust system. The manifold assembly on each bank of the engine
is divided into two separate channels. The two channels are directed into the divided turbine housing of both turbochargers.
The manifold layout is designed according to engine firing order. Separating the exhaust pulse prevents the pulse
canceling effect of the log design.
The pulse type manifold will not provide a higher exhaust pressure than the log manifold. But, by separating the
cylinders according to firing order, the pulse energy from each exhaust will travel to the turbine housing. A good
pulse system provides more consistent turbine speed and more efficient utilization of exhaust energy.
Fuel System
Since the PT system is the base fuel system used on the
KTA38-M2 applications, let’s look at the PT fuel system.
The components on the fuel pump side of the engine are
as follows:
1. Fuel control block
2. To right hand fuel manifolds
3. Left hand fuel manifolds
4. Fuel drain
5. PT fuel pump
6. Primary fuel filter
Since the CENTRY system is the base fuel system used
on the KTA50-M2 applications, let's look at the CENTRY
fuel system. The components on the fuel pump side of
the engine are as follows:
1. Fuel control block for CENTRY sensor
2. Fuel control block
3. Passage to right hand fuel manifolds
4. Left hand fuel manifolds
5. Fuel drain
6. PT fuel pump with CENTRY module
7. Primary fuel filter
On the right side of the engine, the supply and drain lines connect the cross over drillings in the block to the fuel
manifolds.
The KTA38-M2 & KTA50-M2 engines utilize the Step
Timing Control (STC) system. The STC components are
as follows:
1. Oil supply hose
2. STC injector
3. Oil transfer tube
4. Oil manifold
5. The STC valve (CENTRY control shown)
6. Check valve
The STC system uses a mechanical control valve which is operated by fuel rail pressure.
Before we move on, let's spend a few minutes reviewing the operation of the new Premium "K" STC injector.
This illustration shows a schematic drawing of the tappet and a cross section of the tappet area of the injector. For
simplicity in the following discussions, the inner piston of the tappet is colored blue and the outer piston is orange.
In this illustration, the top row of tappets is not filled with oil. As the injector train starts the injection cycle, the outer
piston will not move until the inner compresses the spring and makes contact with it. This delay in injector travel
represents normal injection timing. In the bottom row, the tappets are filled with oil. As the injector train starts the
injection cycle, the oil filled tappets act as a solid link and there is no delay in the start of injection. This example
would represent Advance Timing.
Because of the total travel of the injector plunger, the STC tappet will collapse at the beginning or end of the injection
cycle. In the normal timing mode (no oil) the tappet collapses in the beginning of the cycle. In the advanced
mode (oil in the tappet) the tappet collapses at the end of the cycle.

In this illustration, the tappet on the left is starting to collapse. On the right. as the tappet collapses the trapped
oil will be forced by the check ball the injector body.
As you can see, when the tappet is filled with oil, the injector plunger contacts the fuel earlier, and the injection
timing is advanced.
On the other hand, when the tappet is empty the tappet will collapse in the beginning of the injection cycle and the
injection timing will be normal.
The STC system allows the engine to operate with advance injection timing during cold-starting and warm idle conditions,
and at normal timing during medium to high engine load conditions.
As we mentioned earlier, the PT fuel system is used on the KTA38-M2. This design supplies the dependability
and durability demands for market flexibility.
The KTA50-M2 advances the KTA Vee Engine series into the electronically control fuel system design with the
CENTRY control system. This system provides more flexibility in engine and vessel interface, while providing a
durable and dependable fuel system.
Questions ?
Thank You