Komatsuengine(no series)

Komatsu VTA-1710-1D(S/N 430077-UP)

Maintenance schedule, common problems & OEM parts breakdown

Search live VTA-1710-1D(S/N 430077-UP) parts

The Komatsu VTA-1710-1D (S/N 430077-UP) is not a complete machine. It is a standalone Cummins-built VTA28/VTA-1710 series diesel engine: a 40-degree V12, roughly 28.0 L (1710 cu in) displacement, twin-turbocharged with twin water-cooled aftercoolers and wet cylinder liners, mechanically governed through a Cummins PT (Pressure-Time) fuel system with no electronic engine controls. Komatsu factory-fitted this engine family into a range of heavy equipment built from the mid-1970s into the mid-1980s: the D455A-1 crawler dozer (roughly 80,000 kg / 176,000 lb operating class) and the HD465-2, HD680-2, and HD780-1 rigid dump trucks. Gross output is rated 620-650 hp (462-485 kW) at 2000 rpm, varying by arrangement and application. The 1D arrangement covers S/N 430077-UP; a related 1B arrangement within the same VTA-1710-1 family picks up at a later serial break.

Differences between VTA-1710-1 arrangements like 1D and 1B are mostly PT pump calibration, governor setting, and running production changes tied to a serial break, not a redesign; the 40-degree V12, wet-liner, PT-fuel architecture carried through unchanged. By the mid-1980s Komatsu replaced this Cummins engine in its flagship dozer and haul-truck line with its own in-house V12 diesel, debuting in the D475A-1 dozer and later HD785-series trucks, ending the VTA-1710's run as the top power source in this class. Surviving D455A-1 dozers and HD465/680/780-series trucks still work mines and quarries worldwide on this engine, and because it is mechanically governed with no ECM to fail, it stays attractive to rebuild rather than replace, keeping steady demand for used and remanufactured parts for this exact arrangement.

Below: full specifications, fluids & capacities, the factory service schedule, common service parts, verified fault codes, what owners discuss, attachment guidance, the complete assembly directory, and a serial-number reference. Complete parts lists with full OEM part numbers, exploded diagrams, quantities, and fitment data are available free in Heavy Parts AI.

Komatsu VTA-1710-1D(S/N 430077-UP) specifications

Engine

Engine family	V12, four-stroke diesel, 40-degree vee bank angle. Cummins-built engine cataloged under Komatsu's VTA-1710 engine series; this parts arrangement is designated VTA-1710-1D.
Displacement	28.0 L (1,710 cu in)
Bore x Stroke	139.7 mm x 152.4 mm (5.5 in x 6.0 in)
Cylinders	12, V-configuration
Compression ratio	14.1:1 (VTA-1710 engine family figure)
Aspiration	Turbocharged, water-aftercooled. Higher-output factory ratings use twin turbochargers; lower ratings use a single turbo, aftercooled induction in both cases.
Gross power	As installed in the Komatsu D455A-1 crawler dozer, rated approximately 462-485 kW (620-650 hp) at 2000 rpm depending on source. Across the wider VTA-1710 family (used in Komatsu haul trucks and other industrial/marine installations) factory gross ratings span roughly 370-600 kW (500-800 hp) — output varies by configuration and application, not a single fixed figure for the family.
Emissions tier	Mechanically governed diesel from the pre-emissions-regulation era. No exhaust aftertreatment; predates EPA/Tier certification.

Weights

Engine dry weight	Bare engine dry weight varies by accessory package across the VTA-1710 family, roughly 2.7-3.8 t (6,000-8,400 lb). Not separately published for this exact arrangement — confirm against the factory parts/service manual for this serial range.
Operating weight	Not applicable to the engine itself. Operating weight is set by the host machine (crawler dozer or off-highway truck) this power unit is installed in, not by the engine.

Dimensions

Cylinder bank angle	40 degrees (V12 layout)
Overall envelope dimensions	Not commonly published outside factory service literature for this exact arrangement. Consult the shop manual for length, width, and height over the block and turbo/aftercooler package.

Performance

Governed engine speed	Approximately 2000-2100 rpm at rated power across factory ratings. The Komatsu dozer installation is rated at 2000 rpm; higher-output industrial and marine ratings run up to about 2100 rpm.
Induction/boost strategy	Aftercooled on all ratings; twin-turbocharged on higher-output ratings, single-turbo on lower-output ratings. Boost strategy varies with the factory power rating applied to a given installation.

Service capacities (summary)

Engine oil (lube system)	Lube system capacity is installation-dependent, roughly 45-114 L (12-30 gal) across documented factory ratings. Confirm the exact fill volume against the rating plate for this serial range.
Cooling system	Coolant capacity is set by the host machine's radiator and plumbing rather than a fixed engine-only figure; chassis-mounted installations do not carry a dedicated engine radiator.
Fuel system	No self-contained fuel tank on the engine. Fuel supply and tank capacity are provided by the host machine.

Values vary by configuration, region, and serial range — confirm against your machine before planning transport or lifts.

VTA-1710-1D(S/N 430077-UP) fluids & capacities

System	Capacity	Recommended fluid
Engine crankcase (with oil filters)	Approx. 83 L (21.9 US gal) per the industrial/generator-drive build sheet for this same base block. Reported crankcase fill on other VTA-1710 application builds ranges roughly 45-114 L (12-30 US gal) depending on oil pan and driven equipment, so treat 83 L as a reference figure and confirm against the dipstick full mark or dealer service chart for this exact serial range.	Komatsu EO diesel engine oil, equivalent to API CD/CF-4 grade as specified for engines of this era. SAE 15W-40 covers most year-round operation; where a straight-viscosity chart applies, use SAE 10W in cold climates, SAE 30 in moderate climates, and SAE 40 in hot climates, selecting grade by minimum expected ambient temperature.
Cooling system	Approx. 200 L (52.8 US gal) full-system fill as installed in the dozer host machine that carries this engine. Capacity is set by the host machine's radiator package (dozer vs. haul-truck installation) and varies by application; the engine's own jacket-water volume is a smaller subset of this total.	Komatsu genuine coolant, ethylene-glycol based (Supercoolant type or equivalent corrosion-inhibited antifreeze). Mix concentration is set by climate, typically in the 30-50% range depending on minimum ambient temperature; do not exceed the coolant maker's max concentration.
Fuel system	No fixed engine-level tank capacity. Fuel tank size is set by the host machine (dozer or off-highway truck) this engine is installed in and is not part of the engine's own maintenance chart.	No. 2-D diesel fuel meeting the Cummins PT fuel-system requirements for this engine. Use a winter-blend or cold-flow-treated diesel below freezing to avoid fuel waxing/gelling.

Capacities are refill values from factory literature — always fill to the dipstick/sight gauge, not the number.

Komatsu VTA-1710-1D(S/N 430077-UP) maintenance schedule

Service interval	Tasks
Every 10 h	Check engine oil level before starting and top off with the specified Komatsu EO-grade oil. Check coolant level at the header tank and inspect hose clamps, water pump, and aftercooler lines for seepage. Drain water and sediment from the primary and secondary fuel filter/water separator bowls. Walk down the block, PT pump, and turbocharger housings for fresh oil, fuel, or coolant leaks. Check the air cleaner restriction indicator and service the precleaner in dusty conditions. Note exhaust smoke color and turbocharger sound at startup and shutdown and report any change.
Every 250 h	Change engine oil and the full-flow oil filter set and pull an oil sample for lab analysis. Replace primary and secondary fuel filter/water separator elements. Test coolant SCA concentration and add SCA per the maintenance chart to protect the wet cylinder liners. Check drive belt tension and condition on the water pump and fan drives. Inspect turbocharger compressor and turbine wheels for visible play or rub marks.
Every 500 h	Review the oil sample trend for wear metals and adjust the drain interval if needed. Clean both aftercooler cores externally and check for coolant leakage into the charge air side. Check PT fuel pump idle and full-load throttle settings against spec and adjust governor linkage travel. Torque-check exhaust manifold and turbocharger mounting fasteners. Inspect the crankcase breather/vent for restriction and clean or replace as needed.
Every 1,000 h	Adjust intake and exhaust valve lash on all twelve cylinders to the factory clearance spec. Check and adjust PT injector metering per the Cummins PT calibration procedure. Pressure-test the cooling system, radiator, and aftercooler circuit for external leaks. Drain, flush if needed, and recharge coolant SCA to the full treatment level. Inspect fuel shutoff and throttle linkage for full, unrestricted travel.
Every 2,000 h	Remove and bench-inspect both turbochargers for bearing clearance and shaft play, then rebuild or exchange as needed. Borescope the cylinder bores through the ports to check wet-liner and piston condition. Inspect the water pump seal and impeller and replace if leaking or eroded. Bench-calibrate the PT fuel pump for full accuracy. Re-torque engine mounting isolators and check alignment. Fully drain and refill the cooling system with fresh coolant and the correct initial SCA charge.
Every 4,000 h	Pull cylinder heads and inspect valve seats, guides, and injector cups for wear, then regrind or replace as required. Recondition or exchange both turbocharger cartridges with new bearing and seal kits. Inspect the camshaft, followers, and gear train for wear at the front housing. Replace all cooling system hoses, thermostats, and the water pump as a set. Rebuild the PT fuel pump and injectors as a matched set.
Every 8,000 h	Replace the wet cylinder liners, pistons, rings, and main and rod bearings as a set. Check crankshaft journals and the block line-bore, then regrind or replace the crankshaft if out of tolerance. Re-time and re-torque the gear train, including idler and camshaft gears. Replace the PT fuel pump and injector set with rebuilt or new units. Pressure-test the reassembled block and cooling jacket before return to service.

Servicing the VTA-1710-1D(S/N 430077-UP) beyond the schedule

Predictive Maintenance & Fluid Analysis

Run a standing oil sample program on this V12's crankcase. PT fuel system wear and wet-liner cavitation both show up first as iron and copper trending in lab analysis before a leak or power loss appears. Test coolant SCA concentration at every filter change; letting SCA fall protects nothing and lets liner pitting start invisibly. Trend turbocharger boost and exhaust temperature across both banks, and watch fuel filter restriction, an early sign of PT pump or injector wear before a hot start or power complaint shows up.

Corrective & Common Repairs

Most corrective calls on this arrangement trace to three systems: wet cylinder liners weeping coolant into the crankcase from cavitation erosion, PT fuel pump or injector wear causing hard starting and uneven power across the twelve cylinders, and turbocharger bearing wear letting oil past the seals into the twin aftercoolers. Aftercooler cores also crack or foul internally, restricting charge air or leaking coolant into the intake. Water pump seal failure is the other recurring leak point on high-hour examples.

Overhaul & Rebuild Points

A full overhaul on this engine centers on the wet liners, pistons, rings, and main/rod bearings as a set, plus a crankshaft check against the block line-bore. Both turbochargers need bearing and seal kits or exchange cartridges. The PT fuel pump and injectors get bench-calibrated as a matched set, never swapped piecemeal, to keep the twelve cylinders balanced. Re-time the gear train and camshaft drive, and pressure-test the reassembled cooling jacket before startup.

Seasonal & Environment Servicing

In cold starts, protect the PT fuel system from filter icing by draining water separators daily and keeping an ether-assist system serviced if fitted; hold coolant SCA and freeze protection to spec through winter to protect the wet liners. In hot, dusty mine or quarry duty, service the air cleaner and precleaner ahead of schedule, and keep both aftercooler cores clear of debris. A fouled aftercooler raises intake temperature and accelerates turbocharger and liner wear.

VTA-1710-1D(S/N 430077-UP) common service parts

Part number	Part	Notes
09645-20220	Plate? Instruction,Engine Oil Filter (French)	Lubrication service	Check fitment →
CU3008493	Element	Scheduled service item	Check fitment →
CU214836	Element	Scheduled service item	Check fitment →
09645-00120	Plate? Instruction,Full Flow Filter (For Kt1150)	Scheduled service item	Check fitment →
CU3010612	Element	Scheduled service item	Check fitment →

Always confirm against your machine's serial number — cross-check any part in Heavy Parts AI before ordering.

VTA-1710-1D(S/N 430077-UP) fault codes & troubleshooting

Code	Meaning	Likely cause	What to do
Oil Pressure warning lamp (red)	Engine oil pressure has dropped below the safe minimum for current speed	Low oil level, clogged oil filter, worn oil pump, or a leak in the lubrication circuit	Stop the engine immediately, check oil level and filter condition, and verify pressure with a mechanical test gauge before restart
Water Temperature gauge in red range / high-temp warning lamp	Coolant temperature has exceeded the safe operating range	Low coolant level, blocked radiator core or fin pack, failed thermostat, or water pump failure	Reduce load, let the engine idle to cool, then check coolant level, radiator, and water pump before resuming work
Engine shutdown via low-oil-pressure / high-water-temp safety switch	A mechanical pressure or temperature switch has tripped the fuel shutoff solenoid, killing the engine to prevent damage	Sustained low oil pressure or high coolant temperature beyond the switch trip threshold	Do not restart until the underlying oil pressure or cooling fault is found and corrected; check switch and wiring if the trip appears false
Charge (alternator/battery) warning lamp	Charging circuit is not producing sufficient voltage	Broken or slipping drive belt, failed alternator, or a loose/corroded charging circuit connection	Check belt condition and tension, then test alternator output and battery state
Air cleaner restriction indicator	Intake air filter restriction has reached the service limit	Clogged or saturated air filter element	Service or replace the air cleaner element and reset the restriction indicator
Low fuel pressure / hard start condition (PT fuel pump)	The gear-driven PT (Pressure-Time) fuel pump is not building adequate supply pressure to the injectors	Plugged fuel filter/strainer, air drawn into the suction side, or a worn PT pump	Check fuel filters and suction-side fittings for air leaks, then test pump pressure against the factory shop manual spec with a mechanical gauge

Codes and remedies are general guidance for this model family — always confirm with diagnostic tooling and your dealer before major repairs.

VTA-1710-1D(S/N 430077-UP) attachments & work tools

Host machine integration

This Cummins-built V12 (factory arrangement letters 1A-1D mark different builds/serial breaks within the VTA-1710 family) powered Komatsu's HD465-2, HD680-2 and HD780-1 rigid dump trucks and the D455A-1 crawler dozer. Which host this exact S/N 430077-UP build went into varies by parts-book edition and market, so confirm against the chassis serial before ordering.

Power take-off / driven equipment

In dump-truck chassis the torque-converter housing carries a P.T.O. section that feeds the truck's hydraulic pump train (steering and dump-hoist circuits). In the D455A-1 dozer the same engine family instead drives twin torque-converter/powershift transmissions through a center clutch for independent per-track power, not an external PTO stub.

Flywheel housing and mounting

The engine mates to its host through a heavy-duty SAE-pattern flywheel housing and chassis-specific mounting feet/isolators set at the factory. This is a chassis-integration interface rather than a field-fitted attachment, and the mounting hardware differs between truck and dozer installations.

Turbocharging and cooling arrangement

Twin-turbocharged, water-aftercooled V12 layout. The factory arrangement letter and serial break (1A/1B/1C/1D) track calibration, turbocharger, and engine-driven cooling-fan package changes tied to the host machine and market rather than being a user-selectable option.

All VTA-1710-1D(S/N 430077-UP) assemblies by section

Every catalogued assembly group for the Komatsu VTA-1710-1D(S/N 430077-UP). Open an assembly to preview the parts inside — full OEM part numbers are available in Heavy Parts AI.

Accessory

Komatsu : Vta-1710-1d(S/N 430077-Up) : Accessory : Air Compressor And Mountin(#37101095-)

01***25	Washer,Spring?(Sandy And Dusty Spec.)	2
01***29	Washer,Spring (Cold Weather Spec.)	3
01***34	Washer,Spring	4
01***16	Washer,(For 35a Alternator)	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Accessory : Air Compressor(#37101095-)

02***70	Bolt	4
02***22	Bolt	2
02***20	Washer	4
02***28	Washer,Spring	4

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Cooling And Electrical Systems

Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Alternator (Delco-Remy)(#443904-)

CU***71	Resistor	3
CU***06	Washer	1
CU***00	Grommet	1
CU***94	Screw	4

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Alternator And Mounting(#433904-)

01***29	Washer,Spring (Cold Weather Spec.)	1
01***38	Washer,Radio Controlled Slag Handling	3
01***57	Washer,Spring	1
01***23	Washer,(A)(W/After Cooler)(S6d155-4b)	3

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Alternator Drive

01***38	Washer,Radio Controlled Slag Handling	4
02***19	Key	1
02***22	Key	1
02***04	Plug,(For Shipping)	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Cooling Fan And Tension Pulley(#689062-)

01***20	Bolt,(Sandy? Dusty Terrain Spec.)	2
01***20	Bolt	1
01***10	Nut,(Dust?Drip Proof? Trimming S.)	1
01***29	Washer,Spring (Cold Weather Spec.)	11

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Corrosion Resister

01***29	Washer,Spring (Cold Weather Spec.)	8
01***23	Washer,(A)(W/After Cooler)(S6d155-4b)	4
02***38	Capscrew	8
07***00	Valve,Drain	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Magnetic Switch(#433904-)

60***31	Switch,(Not Shown)	1
60***32	Switch,(Not Shown)	1
60***50	Switch,(B)	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Starting Motor And Mounting(#433904-)

CU***-C	Bolt	3
CU***38	Starting Motor Ass'Y	1
CU***03	Washer,Spring	3
CU***96	Starting Motor Ass'Y,(See Fig.546)	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Starting Motor(#.-)

CU***69	Screw	12
CU***43	Holder	3
CU***38	Nut	1
CU***22	Plunger	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Starting Motor(#430077-.)

CU***43	Holder	3
CU***78	Nut	1
CU***36	Lead	1
CU***47	Washer	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Water Pump And Tension Pulley(#703956-)

67***80	Pointer	1
CU***40	Bushing	1
CU***66	Seal	2
CU***78	Gasket	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cooling And Electrical Systems : Water Pump Tubing And Piping(#703956-)

CU***SS	Hose	1
CU***53	Tube	1
CU***38	Elbow	1
CU***58	Plug,(Not Shown)	1

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Cylinder Block

Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Camshaft

02***04	Plug,(For Shipping)	2
CU***00	Key	2
CU***27	Gear,R.H	1
CU***30	Camshaft,L.H	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Crankshaft And Vibration Damper

02***04	Plug,(For Shipping)	14
CU***90	Key	1
CU***20	Metal	1
CU***20	Main Metal Ass'Y	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Cylinder Block

01***25	Washer,Spring?(Sandy And Dusty Spec.)	1
01***38	Washer,Radio Controlled Slag Handling	1
02***04	Plug,(For Shipping)	19
02***06	Plug,(Not Shown)	4

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Flywheel And Flywheel Housing(#689062-)

01***48	Washer,Spring? Single Flange	22
02***57	Bolt	8
02***76	Bolt	14
02***38	Pin,Dowel	3

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Gear Case Cover And Front Support

01***29	Washer,Spring (Cold Weather Spec.)	36
01***38	Washer,Radio Controlled Slag Handling	16
02***25	Bolt,(Europe Spec.)	6
02***32	Bolt	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Hand Hole Cover(#433904-)

02***10	Plug (Heater Not Installed)	1
60***40	Cap,(Vandalism Protection Type)	1
60***90	Lock (Op)	1
66***20	Washer,Spring	61

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Oil Pan(#37101095-)

01***12	Screw,(For Side Lamp) (Not Shown)	1
01***03	Nut (Welded)	1
01***10	Washer,(Except Japan)	1
01***29	Washer,Spring (Cold Weather Spec.)	4

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Piston And Connecting Rod

CU***71	Piston Ring Ass'Y	12
CU***01	Metal,0.25 (Us)	24
CU***80	Ring	1
CU***32	Ring	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Rear Cover

01***29	Washer,Spring (Cold Weather Spec.)	8
02***32	Bolt	8
CU***71	Seal,Oil	1
CU***43	Gasket,Rear Cover Plate	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Tappet And Push Rod(#37101140-)

CU***99	Roller	1
CU***45	Tappet Ass'Y,Injector	12
CU***56	Tappet	1
CU***55	Tappet	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Tappet And Push Rod(#430077-37101139)

CU***84	Washer	36
CU***89	Sleeve	1
CU***28	Guide	36
CU***79	Rod,Intake	12

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Block : Water Header Cover

01***29	Washer,Spring (Cold Weather Spec.)	34
02***32	Bolt	8
02***83	Bolt	4
02***14	Plug (Heater Not Installed)	1

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Cylinder Head

Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Head : Air Intake Manifold And Connection(#.-)

67***50	Tube	1
67***51	Tube	1
CU***84	Washer	8
CU***78	Flange	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Head : Air Intake Manifold And Connection(#535024-.)

01***25	Washer,Spring?(Sandy And Dusty Spec.)	56
01***29	Washer,Spring (Cold Weather Spec.)	24
01***16	Washer,(For 35a Alternator)	48
01***16	Washer,Radio Controlled Slag Handling	24

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Head : Cylinder Head

01***25	Washer,Spring?(Sandy And Dusty Spec.)	14
02***04	Plug,(For Shipping)	7
02***10	Plug (Heater Not Installed)	1
02***14	Plug (Heater Not Installed)	9

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Head : Exhaust Manifold

01***38	Washer,Radio Controlled Slag Handling	8
02***10	Plug (Heater Not Installed)	2
CU***83	Bolt	28
CU***95	Gasket,Exhaust Manifold	12

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Head : Rocker Arm And Housing

01***38	Washer,Radio Controlled Slag Handling	48
02***89	Bolt	48
02***04	Plug,(For Shipping)	2
02***16	Plug	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Head : Rocker Arm Housing Cover(#535024-)

01***29	Washer,Spring (Cold Weather Spec.)	36
01***16	Washer,Radio Controlled Slag Handling	36
02***51	Bolt	36
07***89	Clamp,(For Japan)	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Head : Turbocharger(#37101095-)

01***20	Washer,Spring	16
01***25	Washer,Spring?(Sandy And Dusty Spec.)	2
01***16	Washer,(For 35a Alternator)	2
02***16	Bolt,Water Bypass	16

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Cylinder Head : Water Manifold And Connection(#535024-)

01***29	Washer,Spring (Cold Weather Spec.)	28
02***32	Bolt	4
02***12	Washer,Spring	8
02***04	Plug,(For Shipping)	2

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Fuel System

Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Accessory Drive(#433904-)

01***34	Washer,Spring	7
01***23	Washer	2
02***32	Bolt	5
02***19	Key	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Cold Starting Aid(#689062-)

07***26	Tube,Protection	2
67***60	Plate? Caution,Ethel Spray (French)	1
67***60	Plate? Caution,(German)	1
67***60	Plate? Caution,Ethel Spray (Spanish)	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Fuel Filter(#689062-)

01***38	Washer,Radio Controlled Slag Handling	2
67***30	Plate? Caution	1
CU***66	Connector	1
CU***73	Plug	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Fuel Tubing(#37101095-)

01***29	Washer,Spring (Cold Weather Spec.)	3
02***13	Bolt	1
02***13	Bolt	2
07***10	Clamp	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Injector

67***10	Bolt	24
67***20	Clamp	12
CU***46	Orifice? 1.17mm,(0.46)	1
CU***33	Injector Ass'Y	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Pt Fuel Pump (1/4)

66***30	Drive,Governor Plunger	1
CU***37	Bolt	1
CU***97	Spring	1
CU***30	Shaft Ass'Y,Red? Class 0	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Pt Fuel Pump (2/4)

CU***00	Cover	1
CU***64	Seal (K2)	1
CU***60	Washer,Spring	2
CU***01	Shaft	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Pt Fuel Pump (3/4)

CU***-A	Shim? 0.010inch	0
CU***53	Guide	1
CU***32	Plunger	1
CU***-B	Shim? 0.005inch	0

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Pt Fuel Pump (4/4)

02***32	Bolt	1
02***45	Bolt	2
02***16	Washer,Radio Controlled Slag Handling	5
66***50	Bolt	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Fuel System : Pt Fuel Pump Damper And Gear Pump

02***32	Bolt	2
02***45	Bolt	2
66***30	Washer,Spring	2
66***40	Washer	2

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Lubricating Oil System

Komatsu : Vta-1710-1d(S/N 430077-Up) : Lubricating Oil System : Lubricating Oil By-Pass Filter(#433904-)

01***25	Washer,Spring?(Sandy And Dusty Spec.)	2
02***32	Bolt	2
09***20	Plate? Instruction,Full Flow Filter (For Kt1150)	2
09***20	Plate? Instruction,Engine Oil Filter (French)	2

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Lubricating Oil System : Lubricating Oil Cooller And Mounting(#37101095-)

01***11	Nut,(With Under Mirror)	4
01***10	Washer,Spring	1
01***38	Washer,Radio Controlled Slag Handling	16
01***32	Washer,(With Auto Emergency Steering)	4

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Lubricating Oil System : Lubricating Oil Filter(#37101095-)

CU***68	Adapter	3
CU***03	Retainer	1
CU***67	Head	1
CU***76	Plug	1

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Komatsu : Vta-1710-1d(S/N 430077-Up) : Lubricating Oil System : Lubricating Oil Pump

02***32	Bolt	2
02***38	Capscrew	2
02***51	Bolt	14
02***64	Bolt,(Cold Weather Spec.)	1

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Tool And Kit

Komatsu : Vta-1710-1d(S/N 430077-Up) : Tool And Kit : Tool(#433904-)

67***00

Drain Hose Ass'Y

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VTA-1710-1D(S/N 430077-UP) serial number reference

The engine data plate is mounted on the block, typically upper-left side near the flywheel housing (exact visibility depends on how the engine sits in the host machine); it lists the engine model and serial number. The letter after "VTA-1710-1" (A/B/C/D) is a Komatsu parts-catalog arrangement code, not a strict chronological generation marker — two arrangements can share the same starting serial, so match both the letter and the serial number stamped on the plate to the correct S/N break in the parts book rather than the letter alone.

Prefix	Identifies	Notes
1D	VTA-1710-1D arrangement (this engine)	Parts-catalog break starts at S/N 430077-UP. Same starting serial as the 1C arrangement, consistent with two parallel catalog branches issued at the same production point rather than a straight running change. Part of Komatsu's VTA-1710 V12 line shared across its late-1970s/1980s dozer and rigid dump-truck range; the exact host machine tied to this specific lettered arrangement is not stated in the parts literature — confirm with dealer.
1C	VTA-1710-1C arrangement, Japan-market catalog edition	Parts-catalog break starts at S/N 430077-UP, matching the 1D break. Catalogued as a separate Japan-domestic edition alongside 1D — single-source distinction, confirm with dealer.
1B	VTA-1710-1B arrangement	Parts-catalog break starts at S/N 433904-UP, a later starting point than the 1D/1C break at 430077-UP, indicating a running production change within the same VTA-1710-1 family. Engine cross-reference guides tie this arrangement to the D455A-1 dozer, chassis S/N 1002-UP, though the primary parts catalog does not spell this out directly — match both the chassis and engine serial against your dealer's parts book before ordering.

Frequently asked questions

What engine powers the Komatsu VTA-1710-1D (S/N 430077-UP)?

This designation is the engine itself, not a machine it goes into. It is a Cummins-built VTA28/VTA-1710 series 40-degree V12 diesel, about 28.0 L (1710 cu in) displacement, twin-turbocharged with twin water-cooled aftercoolers and wet cylinder liners. Fueling is a mechanical PT (Pressure-Time) system with no electronic engine controls. Gross output is rated 620-650 hp (462-485 kW) at 2000 rpm, varying by arrangement and application.

What is the operating weight of the VTA-1710-1D?

There isn't one figure. This is a standalone engine, not a complete machine, so it has no single operating weight of its own. Komatsu factory-installed this engine family in equipment ranging from the roughly 80,000 kg (176,000 lb) class D455A-1 crawler dozer to the HD465-2, HD680-2, and HD780-1 rigid dump trucks, each with its own published operating weight. Check the host machine's spec sheet for the figure that applies to your unit.

What replaced the VTA-1710-1D?

No single Cummins engine is documented as a direct factory replacement for this exact arrangement. By the mid-1980s Komatsu moved away from the Cummins VTA-1710 in this equipment class and switched to its own in-house V12 diesel, introduced in the D475A-1 dozer (which replaced the D455A-1) and carried into the later HD785-series trucks. Later Cummins arrangements within the same VTA-1710-1 family, like the 1B arrangement at a later serial break, are running changes, not a successor engine.

What VTA-1710-1D(S/N 430077-UP) owners discuss

How does this Cummins V12 behave on cold starts, and what do owners do to help it along?

This is a fully mechanical PT (Pressure-Time) fuel system with no glow-plug warm-up cycle, so cold starting comes down to cranking power, oil viscosity, and a properly primed fuel supply rather than an electronic pre-heat sequence. Equipment fitted with this engine typically carries a factory starting-fluid (ether) injection aid and often a block heater for sub-freezing conditions, since a 12-cylinder engine this size demands a lot from the starter and battery bank. A hard or rough cold start is usually traced to weak batteries, a tired starter, an air leak on the suction side of the fuel system, or the wrong oil grade for ambient temperature, not a fault in the PT pump itself. Run the starting-fluid system per the engine's warm-up procedure; over-priming a mechanical diesel with ether can cause hard detonation on light-off.

What are the known quirks of the twin-turbo, water-cooled aftercooler setup?

This engine runs two turbochargers, each feeding its own water-cooled aftercooler (cooled by engine coolant, not ambient air), one per cylinder bank. Because the charge-air cooling loop shares coolant with the engine, a failing aftercooler core shows up as unexplained coolant loss with no visible external leak, or as coolant carried into the intake tract and burned off as white smoke/rough running. Scale and deposit buildup on the coolant side of the aftercoolers is treated as a routine wear item on high-hour engines and gradually reduces charge-air cooling efficiency, costing power and raising exhaust temperatures well before a hard failure occurs. Periodic aftercooler flushing is part of the normal service interval for this engine, not an optional extra. Any aftercooler or turbo boost work that affects fuel or timing settings should have your dealer verify the calibration afterward.

Is oil consumption on this engine something to worry about?

Some oil consumption is normal for a wet-liner V12 of this displacement class, and moderate usage by itself is not considered a red flag on a high-hour unit. A sudden increase, blue smoke under load, or oil use that climbs between services more typically points to worn rings/liners from extended oil-change intervals or unfiltered fuel, or a turbocharger seal starting to pass oil into the intake or exhaust side. Because the cylinder liners are wet (coolant-cooled) rather than cast directly into the block, oil consumption complaints on this family are often diagnosed alongside coolant additive history, since liner wear and coolant chemistry problems on this engine tend to show up together rather than as isolated issues.

Why is coolant additive (SCA) treatment such a big deal on this engine specifically?

The block uses removable wet cylinder liners cooled directly by circulating coolant, which makes them vulnerable to cavitation erosion: high-frequency vibration from normal combustion causes microscopic bubbles to collapse against the outer liner wall, and over time that pitting can go clear through the liner wall into the water jacket. A properly maintained supplemental coolant additive (SCA) concentration forms a protective film on the liner's coolant side and is the main defense against this failure mode; running plain water/antifreeze without maintaining SCA levels, or over-concentrating additive, both shorten liner life. Coolant analysis or additive test strips on a regular interval are the accepted way to keep this in check, and a history of skipped coolant maintenance is a warning sign on any used example of this engine.

What tends to wear out first in the PT fuel system, and what does that feel like?

The PT (Pressure-Time) system uses one engine-driven fuel pump plus injectors that each meter and time their own fuel charge, so wear concentrates in the injector cups/plungers and in the pump's internal metering and governor components. A worn injector typically shows up as rough idle, excess smoke, or a single cylinder that drops out on a cylinder-balance ("cut-out") check, while an unstable or hunting idle speed is more often traced to the pump's flyweight governor than to the injectors themselves. Because the PT pump uses engine lube oil pressure to calibrate its own internal wear compensation, low oil pressure or contaminated oil accelerates pump wear faster than injector wear. Governor and injector timing adjustments are calibration work with real performance and emissions consequences; have your dealer verify any PT pump or governor calibration after service.

How much electrical/sensor trouble should I expect on an engine this old?

Very little by modern standards. This is a mechanically governed, PT-fuel diesel with no engine control module and almost no electronic sensors; the fuel and governor functions are entirely hydro-mechanical. What electrical components exist are simple analog senders and switches (oil pressure switch, coolant temperature sender, charge indicator) plus a magnetic pickup feeding the tachometer, and most reported "sensor" complaints on engines of this type actually trace back to a loose connector, a corroded ground, or a worn magnetic pickup air gap rather than a failed sensor. The upside is there's little electronic diagnostic complexity to chase; the downside is that a flaky gauge reading is diagnosed the old way, with a test gauge at the source rather than a fault code.

What should I check before buying a used VTA-1710-1D of this serial range?

Confirm hour meter against service records and look for a documented coolant additive (SCA) maintenance history, since skipped SCA intervals are the leading cause of wet-liner cavitation failure on this engine. Pull an oil sample and check for coolant contamination or high wear metals, and verify oil pressure at idle and rated speed against factory spec rather than trusting the gauge alone. Inspect both turbochargers for shaft play and both water-cooled aftercoolers for external coolant staining or a pressure-drop test, since aftercooler core leaks are a known wear point on this twin-turbo layout. Run a cylinder cut-out check to confirm even power contribution from all cylinders, listen for unstable idle that would point to governor wear, and check the exhaust manifold and turbo mounting for cracks, a common stress point on big V-configuration Cummins engines under sustained heavy load. Because ratings and injector/pump calibration in this engine family vary by application (dozer vs. haul truck duty cycle), have your dealer verify that the fuel system calibration matches the intended machine and duty cycle before putting the engine into service.

Compiled from owner and technician discussions across the industry — experiences vary by serial range and machine history.

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