BOLETIN 3666484 ISL+QSL FAMILIARIZACION

8/17/2019 BOLETIN 3666484 ISL+QSL FAMILIARIZACION

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Service Bulletin Number Date

3666484 01-NOV-1999

Service Bulletin

ISL and QSL9 Engine Familiarization

This Service Bulletin has been developed to familiarize customers; sales, parts, and service personnel; and otherinterested individuals with the Cummins ISL and QSL9 diesel engines.

The ISL and QSL9 are Heavy-duty, fully electronic automotive diesel engines featuring many enhanced designconcepts for continued simplicity and compactness.

An understanding of the information contained in this bulletin will help to identify the components, properly maintain theengine, and troubleshoot the various systems.

Bulletin Contents

Section 1. General Specifications and Applications 3

Section 2. Design Features 3

Section 3. Engine Lubricating Oil System 8

Section 4. Engine Cooling System 12

Section 5. Engine Airflow System 14

Section 6. Electronically Controlled Fuel System 15

Section 7. Engine Protection System 17

Section 8. Basic Features 17

Section 9. Programmable Features 22

ISL EnginesQSL9 Engines

Section 10. ISL and QSL9 Engine Options 63

and QSL9 Engine Familiarization https://quickserve.cummins.com/qs2/pubsys2/xml/en/bulletin/3666484....

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Fig. 1, ISL and QSL9 Engines

Section 1. General Specifications and Applications

The ISL and QSL9 engines are Heavy-duty, fully electronicsix-cylinder diesel engines.

The engine incorporates all the important features and advantagesof modern diesel technology, including an engine-mounted ECM.

The Cummins-designed ECM controls the Cummins accumulatorpumping system (CAPS) electronic fuel injection pump for betterefficiency and also monitors the sensors on the engine to makesure it is operating properly.

The engine covers a number of midrange automotive applicationssuch as:

Medium-duty trucksRecreational vehiclesEmergency vehicles

Fire trucksBuses.

General specifications for the ISL and QSL9 engines are as follows:

Displacement is 8.9 liters [543 C.I.D.].Bore and stroke is 114 mm [4.49 in] x 144.5 mm [5.69 in].Compression ratio is 16.6:1.Firing order is 1-5-3-6-2-4.

Engine speed at rated power output is 2100 rpm for mostratings.

ISL and QSL9 engines are designed to metric unit specifications

throughout. The only deviation is the use of some SAE standard


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pipe fittings and plugs. Unit specifications for optional accessoryequipment will vary with supplier. Service publications list metricvalues along with their SAE equivalents for comparison.

Section 2. Design Features

A variety of fan hub (1) mounting positions and automatic belttensioner (2) positions are available on the ISL and QSL9 enginesfor various applications. The automatic belt tensioner is used tomaintain proper belt tension.

All gears are hardened and have a helical-tooth design for strengthand quiet operation. Timing-mark alignment is used between thecamshaft gear and fuel pump gear. A timing mark is also usedbetween the crankshaft and camshaft. The fuel pump gear uses akeyway to achieve the correct fuel pump-to-engine static timing.

The cylinder block has many innovative design features.

The block casting includes provisions for the following:

Oil cooler housing1.Water pump housing2.Oil pump housing3.Cylinder liners4.

Ribbing has been added to strengthen the block and reduce noise.

The ECM is mounted on the left side of the engine block below thefuel filter. It controls the CAPS fuel injection pump by issuing fuelingand timing commands based on engine speed, load, and throttle

position. It also monitors all engine sensors for better overalloperation and engine protection.

The ECM allows the driver to access many electronic features,including cruise control, power take-off, and adjustable idle speed. Italso logs fault codes if there is a problem with the engine.

All ISL and QSL9 engines are equipped with a two-piece exhaustmanifold. Capscrew towers are used to mount the exhaust manifoldsto the cylinder head.

Key components of the exhaust system are as follows:

Exhaust valves1.Exhaust manifold (two-piece)2.


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Dual-entry turbocharger3.Turbocharger exhaust outlet.4.

The engine features a newly designed Holset® HX40 turbocharger,which has been optimized for the higher speed ISL and QSL9ratings. The wastegate actuator hose is now plumbed into the

turbocharger compressor outlet.

The Holset® HX40 turbocharger is manufactured by Holset® Engineering Co., Ltd., a owned subsidiary of Cummins Inc.

The cylinder head is a one-piece, four-valve-per-cylinder design,which provides improved airflow and swirl. The design also allowsthe injector to be centrally located in the cylinder. The thermostathousing is an integral part of the block casting, which eliminates apotential leak point, and provides for a vertically mountedthermostat.

The cylinder head design features include:

Integral intake manifoldFour valves per cylinder.

The cylinder head design also allows for improved coolant flow.

The cylinder head also features pressed-in valve guides.

Valve seat inserts are used in all ratings of ISL and QSL9 engines.

The valve assembly includes the following components:

Valve spring retainer1.Valve spring2.Valve stem seal3.Pressed-in valve guide4.Valve seat insert5.Valve.6.

The valve train consists of the following:

Rocker lever assembly1.

Push rods2.Tappets3.Camshaft.4.

Valve crossheads have been added because of the addition of two


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more valves per cylinder. A new rocker lever design has beenimplemented to reduce valve train wear. This design consists of aball-and-socket type of end where the rocker lever contacts the valvecrosshead.

A camshaft bushing (1) is located in each camshaft bore and is used

to carry the side loading from the accessory drive.

The power components of the engine are the following:

Piston1.Connecting rod2.Crankshaft.3.

ISL and QSL9 engines use steel-backed trimetal connecting rodbearings. Service bearings also use the steel-backed trimetal

design.

The ISL and QSL9 engines use articulated pistons.

All ISL and QSL9 engines use articulated pistons with centered,rather than offset, combustion bowls. The ISL and QSL9 pistons allhave a 10-mm [0.394-in] top ring location (the top piston ring is 10

mm [0.394 in] down from the top of the piston). Similar features ofthe pistons are a high-swirl combustion bowl, a free-floating pistonpin held in by retaining rings, and cast-aluminum bodies.


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The crankshaft is a forged-steel, ful l-fillet hardened, integrallybalanced unit. Internal cross drillings supply the connecting rodbearings with oil. The crankshaft thrust is controlled by a flangedupper bearing shell (1), which is located in the number 4 main

bearing. Oversize rod and main service bearings are available foruse with reground crankshafts.

Section 3. Engine Lubricating Oil System

The diagram illustrates the oil flow through the entire engine system.Oil flow components consist of the following:

Gerotor lubricating oil pump1.Pressure regulator valve2.Oil cooler3.Filter bypass valve4.Full-flow oil filter5.Turbocharger6.Turbocharger oil drain7.Main oil rifle8.Crankshaft9.Camshaft10.Valve train11.Rod bearing.12.

The lubricating oil flow begins as the higher capacity gerotorlubrication pump (1) draws oil from the pan through the rigid,internal block-mounted suction tube (2).

The oil pump (1) then delivers the oil through an internal drilling inthe cylinder block (2) to the oil cooler cover and the oil cooler bypassthermostat (3). If the oil is cold, the thermostat is open, allowingsome oil to bypass the cooler and flow directly to the filter. As thetemperature rises, the thermostat closes, directing all of the oilthrough the cooler plates. Upon exiting the cooler, the oil flowsthrough the inner channels of the cover (4), through the pressureregulator (5), and to the oil filter (6).


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When oil pressure from the pump exceeds 517 kPa [75 psi], thepressure regulator (2) opens, uncovering the dump port andallowing some oil to drain back to the oil pump inlet. The remainingoil flows to the cast passage in the oil cooler cover leading to theFleetguard® LF3000 Stratapore™ oil filter. The oil flows through thecooler and filter in the following order:

From lubricating oil cooler1.

Pressure regulator2. To lubricating oil filter3.Flows through oil filter4.To main oil rifle5.To turbocharger.6.

The Fleetguard® LF3000 Stratapore™ filter is a combinationfull-flow and bypass oil filter. The upper section of the filter containsthe full-flow filter element while the lower section contains thebypass element. Oil that flows through the bypass returns to the oilpan. During normal engine operation, oil circulates through thefull-flow section of the combination filter and into the main oil rifle.

If the full-flow section of the combination filter becomes plugged tothe point that a 175-kPa [25-psi] oil pressure difference exists acrossthe filter, the bypass valve opens in the oil filter head and routesunfiltered oil to the main oil rifle. This is done to prevent oil starvationto the engine with a plugged oil filter.

Bypass valve is closed1.From lubricating oil pump2.To main oil rifle3.Bypass valve is open4.Bypass valve.5.

The filtered oil flows up the center of the filter and across the back ofthe oil cooler cover. At the oil cooler cover oil flow is divided. Aportion flows to the turbocharger, while the rest passes down a castpassage to a cross drilling in the block. The oil flow to theturbocharger is in the following order:

Lubricating oil filter1.Turbocharger oil supply (oil under pressure)2.Turbocharger oil drain (gravity flow back to pan)3.To main oil rifle.4.

Once the oil has been cooled and filtered, a cross drilling over thenumber 3 main bearing carries it across the block to the main oilrifle. The main oil rifle runs the length of the block and carries oil tothe camshaft and main bearings through individual transfer drillings.Oil flow through the main oil rifle is in the following order:

From oil filter1.To main oil rifle2.Flow to main bearings and camshaft bushings3.

Flow to overhead (from camshaft bushings).4.


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The transfer drilling connected to the main oil rifle supplies oil to agroove in the upper main bearing shells. Oil is then suppl ied to thepiston cooling nozzles, seated in the upper main bearing saddles,and the cam bores through short radial drillings. The piston pins aresplash lubricated by piston cooling nozzle spray. The oil flow to thepower components consists of the following:

From main oil rifle1.

To camshaft bore2. To piston cooling nozzle.3.

From the main bearings, oil enters the crankshaft and lubricates theconnecting rod bearings through internal cross drillings (1)(2)(3).

Oil is carried to the cylinder head deck by individual vertical drillings(one per cylinder) coming from the camshaft bushing. The cam boreoil flow consists of the following:

From camshaft bushing1.To vertical drilling for each cylinder2.To rocker lever support in the head deck area.3.

From the transfer slot in the head gasket, the oil flows around theoutside diameter of the rocker lever capscrew and through a groovein the bottom of the rocker lever pedestal. Oil leakage past the top ofthe rocker lever capscrew is controlled by the flanged head on thecapscrew.

Oil flows up around the rocker lever capscrew, then throughdiagonal drillings in the rocker lever shaft. These drillings supply oilto circumferential grooves in the rocker lever shaft. These grooves

line up with the drillings in the rocker lever that supply oil to therocker lever pivot and the adjusting screw.

Oil flow through rocker lever assembly consists of the following:

From cam bores1.To rocker lever support2.To transfer slot3.Rocker lever shaft4.Rocker lever bore5.Rocker lever6.Rocker lever pivot7.Adjusting screw.8.


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Drillings in the cylinder block and gear housing connect to theexternal groove on the No. 1 camshaft bushing to supply oil to theinjection pump oil feed hole (1).

Excess oil drains out through roller bearing supporting the injectionpump shaft (2) and returns to the oil pan.

NOTE: The camshaft of the CAPS fuel injection pump is oil

lubricated. The remainder of the CAPS fuel injection pump is

fuel lubricated.

The front gear train assembly receives lubrication from oil splash.The oil pump idler gear is pressure lubricated. After lubricating thefront gear train, the oil drains back to the pan for recirculation.

Crankshaft gear1.Lube pump gear2.Lube pump idler gear3.Fuel pump gear4.Camshaft gear.5.

Oil pan capacity specifications for the ISL and QSL9 engines consistof the following:

Lubricating Oil Capacity

liters u.s.galStandard Pan 19 MAX 5.0

Deep Sump Pan 21 MAX 5.5

Oil pressure specifications consist of the following:

Oil Pressure

kpa psi

At Low Idle 103 MIN 15

At Rated Speed 310 MIN 45

Section 4. Engine Cooling System

Coolant is circulated by the integrally mounted water pump. Theoutput from the water pump empties into the bottom of the oil coolercavity in the cylinder block. This provides the oil cooler with thecoolest possible coolant. The coolant then circulates around eachcylinder and crosses the block to the fuel pump side of the engine.Coolant system flow consists of the following:

Coolant inlet1.Water pump impeller2.Coolant flow past oil cooler3.Coolant flow past cylinders4.

Coolant flow from cylinder block to cylinder head.5.


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A portion of the coolant flowing into the head is routed across theexhaust ports. The balance of the coolant flows across the valvebridges and around the injector nozzles. Coolant flows from theblock to the head via orifices in the head gasket. Coolant flows fromthe cylinder head to the thermostat housing. Coolant flow throughthe head consists of the following:

Cylinder block to cylinder head1.

To injector2. Upper water manifold3.Thermostat open4.Return to radiator.5.

When the engines are below operating temperature, the thermostatis closed, and coolant is bypassed to the water pump inlet.

As the coolant temperature increases to the intermediate range, thethermostat will start to open and coolant flow to the bypass will startto be restricted. At engine operating temperature, the thermostat willbe open and the bypass will be closed, sending all the coolantthrough the radiator.

Venting during initial fill is provided by a vent fitting located towardthe front of the head on the exhaust side.

Coolant for an in-cab heater is best taken from one of the 1/2-inchpipe taps along the top exhaust side of the cylinder head. If acoolant block heater is used, install the heater in the 3/4-inch NPTfitting just ahead of the oil cooler housing.


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The cooling system capacities are for the engine only. They do notinclude the radiator and related plumbing.

Coolant capacity is 10.9 liters [11.5 qt].

Section 5. Engine Airflow System

On charge air-cooled engines, the intake air is drawn through the aircleaner into the compressor side of the turbocharger. The air thenflows through a pipe, around the fins of the charge air cooler, andthrough another pipe into the intake manifold. The air system flowconsists of the following:

Intake air inlet to turbocharger1.Turbocharged air to charge air cooler2.Charge air cooler (CAC)3.Intake manifold4.Intake valve.5.

Airflow continues through the inlet ports and into the combustionchambers. After combustion, the exhaust gases flow out theopposite side of the cylinder head. This flow pattern across thecylinder head defines a “cross-flow” cylinder head.

Exhaust gases then flow through the exhaust manifold and into thedivided-entry turbine housing of the turbocharger to drive the turbinewheel. Exhaust system flow consists of the following:

Exhaust valve1.Exhaust manifold2.Dual-entry turbocharger3.Turbocharger exhaust outlet.4.

A wastegate turbocharger is used to improve low engine speedperformance while retaining high-speed engine boost. The systemincludes the actuator hose, actuator boost capsule, rod, andwastegate exhaust valve. Charged air is sent to the actuator boostcapsule via the actuator hose. The capsule is calibrated so that the

rod will not travel unless the pressure in the capsule exceeds a

preset setting. When the pressure in the capsule builds above thispreset setting, the pressure forces the rod to travel, opening thewastegate.

The rod, which is connected to the wastegate, travels enough to


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open the wastegate, which allows some exhaust gas to bypass theturbine wheel and dump directly into the exhaust pipe. Bypassingexhaust gas from the turbine wheel when the boost pressure isexcessive helps prevent turbocharger and engine damage.

Section 6. Electronically Controlled Fuel System

The ISL and QSL9 engine control systems are electronicallycontrolled and also provide many operator and vehicle or equipmentfeatures.

The base functions of the control system include fueling and timingcontrol, limiting the engine speed operating range between the low-and high-idle set points, and reducing exhaust emissions whileoptimizing engine performance.

The control system uses inputs from the operator and engine sensors to determine the fueling and timing required to operate atthe desired engine speed.

The electronic control module (ECM) is the control center of thesystem. It processes all of the inputs and sends commands to thefuel system, vehicle, and engine control devices.

The electronic control module (ECM) performs diagnostic tests on

most of its circuits and will activate a fault code if a problem isdetected in one of these circuits. Along with the fault codeidentifying the problem, a snapshot of the engine operatingparameters at the time of the fault activation is stored in memory.

Most fault codes will activate a diagnostic lamp to signal the driver.

The ECM communicates with service tools and other vehicle

controllers such as the transmission, antilock brake system (ABS),and antislip reduction (ASR) through an SAE J1939 datalink.

Some vehicles and equipment will have J1939 networks that linkmany of the “smart” controllers together. Vehicle control devices cantemporarily command engine speed or torque to perform one of itsfunctions such as transmission shifting or antilock braking.

The control system utilizes a number of sensors to provide data onengine operating parameters. These sensors include the following:

Coolant temperature sensor1.Oil pressure sensor2.Cummins accumulator pump system (CAPS) fuel pressuresensor

3.


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Intake air temperature sensor4.Intake manifold pressure sensor5.Engine speed and position sensors6.CAPS fuel temperature sensor7.Injection control valve8.Pumping control valves.9.

NOTE: These inputs are application-dependent. Some

applications will not use all of these inputs.

The following inputs are provided by original equipmentmanufacturer (OEM)-selected devices:

Accelerator pedal position sensor1.Idle validation switch2.Coolant level sensor3.Vehicle speed sensor (VSS)4.Feature control switches such as cruise control, power take-off(PTO), and fan clutch control

5.

Accelerator interlock ( not shown)6.OEM pressure sensor ( not shown).7.

Section 7. Engine Protection System

NOTE: On emergency vehicles, if an out-of-range condition

exists, the operator will be alerted by an in-cab WARNING lamp,

but the engine will not derate.

The ISL and QSL9 engines are equipped with an engine protectionsystem. The system monitors critical engine temperatures andpressures, and it will log diagnostic faults if an over or under normaloperation condition occurs. If an out-of-range condition exists and anengine derate action is initiated, the operator will be alerted by anin-cab WARNING lamp. The WARNING lamp will blink or flash ifout-of-range conditions worsen.

The engine protection system monitors the following data:

Coolant temperatureCoolant level (optional)Oil pressureIntake manifold temperature

Engine overspeedFuel temperature.

NOTE: Engine power and speed will gradually reduce,

depending on the severity of the observed condition. The

engine protection system will not shut down the engine unless

the engine protection shutdown feature has been enabled.


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Section 8. Basic Features

The electronic control module (ECM) for the ISL and QSL9 enginesprovide some basic electronic features that are calibration-dependent. The following section describes the function of eachfeature. Whether a feature is available in a given application iscalibration-dependent.

The intake air heater feature controls the heating elements that arelocated in the engine's intake airstream. These elements heat theintake air when starting the engine in cold ambient conditions.Startability and white smoke control are enhanced by the use of anintake air heater. A WAIT TO START lamp is located on the operatorcontrols to indicate when to crank the engine.

The ECM checks the intake manifold temperature to determine howlong to energize the air heater before extinguishing the WAIT TO

START lamp. (This is for the preheat phase.)

Once the engine is started, the heater will be energized again for atime period determined by intake air temperature and fueltemperature. (This is for the postheat phase.) To minimize cranking

time in cold weather, the engine can not be started until the WAITTO START lamp is extinguished.

The water-in-fuel sensor is located in the canister of the fuel filterhousing. Once the storage space in the bottom of the filter housing

fills with a certain amount of water, the sensor will signal the ECM. AWATER IN FUEL lamp will illuminate at the operator controls,indicating that the water needs to be drained from the fuel filterassembly (Section 3 for draining instructions).

The ECM controls the electric lift pump (located in between the fueltank and the injection pump). When the keyswitch is turned on, thelift pump will be energized for 30 seconds to make sure that the

low-pressure fuel l ines are fully primed. The electric lift pump doesnot start again unless the keyswitch is cycled off for 30 seconds,allowing the ECM to power down and cycle back on.

NOTE: This is not a customer-adjustable feature.

When both the accelerator interlock feature and the external

accelerator inhibit switch are active, the accelerator action will bedisregarded for fueling, and the engine will run at low-idle speed orat the remote power take-off (PTO) speed if the remote PTO switchis activated. Due to differing customer needs, each manufacturer willbuild the interaction with its brakes, transmission, and fast- and


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slow-idle selection capabilities.

Example - Most buses use this feature to disable the acceleratorpedal and PTO operation when the bus door is open.

NOTE: The maintenance lamp is illuminated while this feature is

in operation.

The engine warm-up protection feature inhibits the throttle, datalinkcontrol, and intermediate speed control switches to keep the engineat low idle for a brief time after the engine starts or until adequate oilpressure is obtained. This allows oil to reach all the critical enginecomponents before the engine speed is increased above low idle.

The engine protection shutdown feature automatically shuts off theengine when the temperature, pressure, or coolant level sensorsindicate that the engine is operating over or under normal operatingconditions.

The red STOP lamp in the cab will flash for 30 seconds prior toshutdown to alert the driver.

NOTE: The length of time that the red STOP lamp flashes can be

adjusted using INSITE™ electronic service tool.

NOTE: This feature can only be used in transit bus applications.

The engine protection shutdown override feature, when enabled,allows the operator to override a pending engine shutdown. Prior toengine shutdown, the red STOP lamp will flash for 30 seconds tonotify the operator that the engine is about to shut down. Theoperator can override the engine shutdown through the use of an

OEM switch (such as the clutch switch). If the vehicle is notequipped with a clutch switch, then the OEM will provide adash-mounted switch marked as the engine protection shutdownoverride switch. When the operator triggers this switch, while the redSTOP lamp is flashing, a timer within the ECM will reset and allowthe engine to run an additional 30 seconds before engine shutdownoccurs. Each time the operator triggers the switch, the time withinthe ECM is reset, allowing the engine to run for an additional 30seconds.

The sensor communicates the type of vehicle speed sensor (VSS)being used to the ECM.

The sensor can be one of the following:

None - No vehicle speed sensor (VSS)Magnetic - Most typical, usually located on transmissionOther - OEM device, also known as mechanicalJ1939 datalink - Speed sensor connected to J1939 datalinkTachograph - Primarily used for European applications.


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The maximum engine speed without vehicle speed sensor (VSS)sets the maximum engine speed allowed when no vehicle speedsensor is detected.

Maximum engine speed without vehicle speed sensor (VSS)(5)Maximum engine speed with vehicle speed sensor (VSS) (6).

The tire revolutions per mile is used to tell the electronic controlmodule (ECM) how many times the tire makes a complete revolutionin 1 mile.

The rear axle ratio feature tells the ECM the gear ratio of the rearaxle.

The number of transmission tailshaft gear teeth feature tells theECM the number of gear teeth on the transmission tailshaft.

NOTE: Fault Code 242 is logged when an invalid or

inappropriate vehicle speed signal is detected by the ECM,

indicating an intermittent connection or signal tampering. This

fault code is not proof that vehicle speed sensor (VSS)

tampering has occurred.

The vehicle speed sensor (VSS) antitampering feature gives thecustomer the option of disabling Fault Code 242.


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The ECM can control the cooling fan based on inputs from thecoolant temperature sensor and the intake manifold temperaturesensor.

Some applications also provide inputs to the ECM for auxiliarydevice cooling (such as air conditioner pressure and power steeringtemperature). An application can also include a manual switch forfan control.

Enable this feature to control the variable speed fan drive, ifavailable, to help optimize fuel economy. The ECM varies fan speedaccording to the coolant temperature. This maintains thetemperature in the optimum range while minimizing the amount ofload put on the engine by the fan.

The fan on with exhaust brake feature enables an electric fan whenthe exhaust brake is engaged. This increases the total brakingpower by increasing the parasitic load on the engine.

Select either 0 VDC = ON or 12 VDC = ON to match the fan clutchlogic used in the appl ication. A relay can be used for fans that drawmore than 6 amps.

The minimum fan on time with air conditioner pressure switchfeature controls the minimum amount of time that the fan will stay onwhen activated by the air conditioner pressure switch. This reducesexcessive fan cycling.

The air conditioner pressure switch input allows the air conditioner

pressure switch input to be disabled if that input into the ECM is notbeing used. Enable this feature if the air conditioner pressure switchinput into the ECM is used to control the fan.

The application style feature informs the ECM about the kind ofapplication for this vehicle. Choose between the on-highway oron/off-highway. On-highway applications use the top gear for themajority of operations. On/off-highway applications use gears lowerthan the top gear for extended periods.

Section 9. Programmable Features

The electronic control system provides many features that areintegrated into the vehicle operation. Some of these features can beadjusted, enabled, or disabled with a service tool, but some are set

at the factory and can not be changed.

The following section describes the functions of each feature.


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Whether a feature is available in a given application isOEM-dependent.

ISL Engines

The smart road speed governor feature, when enabled, allows theoperator to adjust the maximum vehicle speed limit by using anOEM switch, typically the cruise accel/resume switch.

This feature can be used for city driving if reducing the maximumvehicle speed will help prevent speeding tickets.

To adjust the maximum vehicle speed limit, the cruise control on/off

switch must be OFF; then the coast/accel switch can be used toraise or lower the preset limit.

NOTE: The maximum speed limit can not be adjusted above the

predefined maximum vehicle speed in top gear limit.

The cruise control set speed save feature permits the adjustablecruise control set speed to be saved through an engine shutdownand restart. This feature can be programmed using the INSITE™electronic service tool. When this feature is enabled, the adjustablecruise control set speed established prior to shutdown can beresumed after the next restart using the RESUME function of thecruise control set/resume switch.

The alternate PTO feature allows new set/resume PTO speeds to be

established only when PTO is inactive. This is designed to protectpumping applications when high engine speed variations, while inthe PTO mode, can cause pump damage.

The INSITE™ electronic service tool can enable or disable thisfeature.

The user-activated datalogger feature improves troubleshootingcapabilities and provides assistance in troubleshooting intermittentproblems. This is accomplished through the use of an internal ECMdatalogger to capture data while the problem is occurring. TheINSITE™ electronic service tool is used to configure the feature forthe specific kind of problem that exists. The feature can be activatedautomatically by the ECM or manually by the operator using thediagnostic switch.

When the problem occurs, the ECM datalogger is activated andstores the data in the ECM. This data can be analyzed using the

INSITE™ electronic service tool. Once the problem has beenresolved, the ECM can be reset using INSITE™ electronic servicetool, and the data will be cleared.


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The real-time clock feature provides time/date stamping ofoperational events (such as fault codes, audit trails, and engineprotection data).

The real-time clock is contained within the ECM and stamps eventsin units of year, month, day of month, hour, minute, and second. Ifthe clock loses power, a diagnostic fault code is triggered. Upon lossof power, the real-time clock will be initialized with the last known

real time.

The INSITE™ electronic service tool can be used to enable thereal-time clock feature and to set the ECM clock. The autoset featurecan be selected, which will automatically set the ECM clock to thepresent time/date of the PC.

NOTE: Once the real-time clock feature is enabled in the ECM, it

can not be disabled.

The antitheft feature prevents the engine from starting until apassword is entered into the ECM using Cummins RoadRelay™ orthe INSITE™ electronic service tool. Once deactivated, the engine

can be started.

The antitheft feature prevents the engine from starting only if the

feature is enabled and the feature is activated. The feature can only

be activated when the engine is idling or keyed ON and not running.This feature has three separate functions:

AntilockThrottle lockHijack.

NOTE: The default setting is for the manual transmission.

The transmission style feature informs the ECM about the kind oftransmission used in the vehicle.

Manual (default)AutomaticFully automated.

The road speed governor limits the maximum road speed (1) of thevehicle.

The maximum vehicle speed (1) must be greater than or equal tothe gear-down maximum vehicle speed if the gear-down protectionis enabled (reference the gear-down protection feature description),and the maximum cruise speed if the cruise control feature isenabled.


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While operating on the road speed governor, the road speedgovernor upper droop allows tailoring of the torque curve before themaximum vehicle speed is reached. Increasing the droop canimprove fuel economy in hilly terrain. The setting can be between 0and 3 mph.

The road speed governor lower droop allows tailoring of the torquecurve in a downhill or no-load condition while operating on the road

speed governor before fueling is completely cut off. Faster downhillspeed increases the momentum going up the next hill and canimprove fuel economy in rolling terrain. The setting can be between0 and 3 mph.

WARNING

Do not use cruise control when the road is slippery, in heavytraffic, or when the weather is inclement. Loss of vehicle controlcan result.

The cruise control feature gives the driver the capability of a “foot-off”accelerator cruise operation. It is similar to an automobile cruisecontrol.

Set speed (1).

The maximum cruise control speed is the maximum allowable cruisecontrol set speed.

NOTE: The maximum cruise control speed can not exceed themaximum vehicle speed in top gear setting.

The cruise control governor upper droop feature allows tailoring ofthe torque curve, before the set vehicle speed is reached, whileoperating in cruise control. Increasing the droop can improve fueleconomy in hilly terrain. The setting can be between 0 and 3 mph.

The cruise control governor lower droop feature allows tailoring ofthe torque curve in a downhill or no-load condition, while operatingin cruise control, before fueling is completely cut off. Faster downhillspeed increases the momentum going up the next hill and canimprove fuel economy in rolling terrain. The setting can be between0 and 3 mph.

The set/accel feature informs the ECM how the cab switch isconfigured. If it is set to YES, then the cab switch will be set/accel in

one position and resume/coast in the other position. If it is set to NO,then set/coast will be in one position while resume/accel will be inthe other position.


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The cruise control auto resume feature will automatically resume thecruise control set speed, after a brief clutch engagement and gearchange, while cruise control is actively controlling the engine speed.This allows the operator to shift gears in cruise control without

having to bump the resume switch.

The power take-off (PTO) feature controls the engine at a constantrpm selected by the operator. For applications requiring the PTO

mode, a remote-mounted switch can be used if a cab switch is notdesirable. The cruise control switches are also used for the PTOfeatures.

The PTO maximum speed (6) is the maximum engine speed thatcan be reached while in the PTO mode.

The PTO minimum speed (1) is the minimum engine speed that canbe reached while in the PTO mode.

The PTO set point (2) is for the PTO engine speed. This speed isreached when the PTO on/off switch is in the ON position, and theset switch is used.

NOTE: PTO set speed (2) can not be less than the minimum PTO

speed (1) or greater than the maximum PTO speed (6).

The PTO resume speed is the engine speed (4) that is reachedwhen the RESUME switch is used.

NOTE: PTO resume speed (4) can not be less than the minimum

PTO speed (1) or greater than the maximum PTO speed (6).

The following are for maximum engine load in PTO mode:

Engine rpm1.Engine output torque2.Standard engine torque curve3.Maximum engine load in PTO.4.

Some devices that are driven by the engine during PTO operationare sensitive to input torque. The maximum engine torque that canbe output by the engine during PTO operation (4) can be adjusted

using INSITE™ electronic service tool to protect these devices.


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NOTE: This torque limit is also in effect during accelerator

override of the PTO function.

The brake override in the PTO allows the operator to exit PTOoperation if the brake pedal is depressed.

The clutch override in the PTO allows the operator to exit PTOoperation if the clutch pedal is depressed.

Some applications require the ability to override the PTO set speedwith the accelerator to increase engine speed without disengaging

the PTO function. When the accelerator override in the PTO featureis enabled, the engine speed can be increased above the presentPTO operating speed by depressing the accelerator. Engine speed

can only be overridden up to the maximum accelerator override inPTO. Once the accelerator is released, the engine speed will returnto the PTO operating speed in effect before the accelerator overrideevent.

The remote PTO allows the PTO mode to be activated from aseparate remote switch. Remote PTO can have up to five different

set speeds, depending on how many times the switch is toggledfrom OFF to ON before being left in the ON position.

Example - To obtain the remote PTO set speed 3, rapidly toggle theremote PTO on/off switch from OFF to ON three times, and thenleave it in the ON position on the last cycle.

Up to five remote-PTO speeds are available when the remote PTO isenabled. The remote PTO has higher priority than the cab PTO, so itwill control the engine speed in cases where both the cab and

remote PTO are enabled.

The PTO ramp rate programmable feature sets the rate that the PTOspeed will ramp up or down when operating in PTO, and the accelor coast switch is held down.


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The gear-down protection feature limits the vehicle speed in thelower gears. The maximum vehicle speed in the lower gears is set ata lower mph than the maximum vehicle speed in the top gear. Thisencourages driving in the top gear for better fuel economy.

Gear-down maximum vehicle speed, light-engine load, and heavy-engine load are parameters associated with this feature.

The heavy-and light- engine loads feature allows the operator todownshift from top gear to the next lower gear under heavy load andmaintain a speed higher than the gear-down speed. This allows theoperator to keep the vehicle momentum up by using a lower gear tomaintain a high engine speed when going uphill. Once the engine

load drops off, such as when going downhill, then the vehicle speedlimit will ramp back down to the light-load gear-down speed l imit.The driver will then have to upshift back into top gear to reach themaximum vehicle speed limit.

The gear-down maximum vehicle speed for light-engine loads is amaximum vehicle speed (3) for operating one gear below top gear

during l ight-engine load operations. This value can not exceedgear-down maximum vehicle speed for heavy-engine load (2).

This is a maximum vehicle speed (2) for operating one gear belowtop gear during heavy-engine load operations.

The powertrain protection feature can limit engine output torque,depending on the transmission gear ratio. This feature helps protectthe drivetrain when lower gears are engaged. Engine torque l imitsbased on transmission gear ratio can be adjusted using theINSITE™ electronic service tool. This feature can also limit themaximum engine torque when a switched input to the ECM isenabled. This allows the operator, or an automatic switching device,to limit engine torque under certain operating conditions (such asoperation of an auxiliary device). This feature can also be configured

to limit torque during heavy-load conditions only. This allows fulltorque output at light-load conditions and limits output torque when

the engine is heavily loaded. An example of a torque limit table is inthe illustration.

The top transmission gear ratio feature is required for gear-downprotection to work properly with double-overdrive transmissions. Thisparameter will also be used by the trip information system to recordthe percentage of distance traveled in top gear.

The one gear-down gear ratio parameter is used to tell the ECM thefirst gear-down gear ratio of the transmission.


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The automotive and variable speed (VS) governor feature gives theowner a choice of engine governors. The variable speed (VS)governor maintains a constant engine speed for a given acceleratorposition under varying load conditions. The automotive governorallows a larger speed variation under varying load conditions for agiven accelerator position.

The cab-switchable governor feature allows the operator to use acab switch to toggle between the automotive and variable speedgovernor.

The low-idle speed feature selects the speed at which the enginewill idle. This speed can be adjusted by a cab switch, if installed,and the low-idle adjustment feature is enabled.

The low-idle adjustment feature allows the idle-speed range to beincreased or decreased, in 25-rpm increments, with the in-cabincrement/decrement switch. There are limits on how high or low thelow-idle speed can be adjusted. The adjustment range for an ISLengine is 600 to 800 rpm.

The idle shutdown feature automatically shuts off the engine after aperiod of engine idling when there is no activity from the driver (suchas clutch, brake, or accelerator actuation).

The idle shutdown system will not be active at coolant temperaturesbelow 37.8°C [100°F].

After the engine has been automatically shut off, the keyswitch mustbe turned OFF for 15 to 20 seconds before attempting a restart.

NOTE: This feature will shut off the engine only. It will not

remove the power from other accessories powered by the

keyswitch, and these can cause a drain on the battery.

This is the period of engine idling time, when there is no activity fromthe driver (such as clutch, brake, or accelerator actuation), beforethe engine automatically shuts off.

NOTE: This feature can not be used if the idle shutdown feature

is turned off.


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The idle shutdown in PTO feature automatically shuts off the engineafter a period of PTO or remote PTO operation during which there isno activity from the driver (such as clutch, brake, or acceleratoractuation).

The idle shutdown override feature allows the driver to override theidle shutdown by changing the position of the brake, clutch, oraccelerator at any time during the idle shutdown warning period.

The idle shutdown warning period lasts for 30 seconds prior toengine shutdown. The yellow WARNING lamp on the dash will flashduring the idle shutdown warning period.

After the idle shutdown feature has been overridden, this feature will

not shut off the engine again until after the vehicle has moved.

Some engines are equipped with engine brakes.

Engine brakes are devices that use the energy of enginecompression to provide vehicle retardation. Engine brakes providethe maximum retarding power at rated speed; therefore, gearselection is important.

The engine brakes convert the engine to an energy-absorbing

device to reduce vehicle speed.

This is accomplished by a hydraulic circuit that opens an exhaustvalve near the end of the compression stroke.

CAUTION

Engine brakes can be operated continuously at engine speedsbelow 2300 rpm. Engine brakes can be operated intermittently atengine speeds between 2300 and 2600 rpm. Do not exceed 2600

rpm under any circumstances. Engine damage can occur. Theengine brakes are designed to assist the vehicle's service brakesto slow down the vehicle. Never use the engine brakes as theprimary means to stop the vehicle. If other engine brakes areused, reference the component manufacturer's manual.

Engine brake controls with the fuel system consist of the following:

A two-position selector switch (optional)An on/off switch

A clutch switchA throttle sensor.

Several operating conditions must be true to activate thecompression brake:


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The exhaust brake switch must be in the ON position.1.

The operator's foot must be off of the accelerator pedal (pedalat low-idle position).

2.

The engine speed must be above 1000 rpm.3.

The optional two-position selector switch is located near the on/offswitch in the cab and allows the selection of the retarding power ofone or two brakes.

LOW activates the engine brakes on three cylinders, and HIactivates the engine brakes on six cylinders.

WARNING

Do not use the engine brakes while bobtailing or pulling an emptytrailer. With the engine brakes in operation, wheel lockup canoccur more quickly when the service brakes are applied,especially on vehicles with single-drive axles.

Make sure that the engine brakes are switched to the OFF positionwhen bobtailing or pul ling an empty trailer.

The engine brakes are designed to assist the vehicle's servicebrakes when slowing the vehicle to a stop.

Service brakes will be required to bring the vehicle to a stop.

CAUTION

Do not use the engine brakes to aid in clutchless gear shifting.This can cause the engine to stall or lead to engine damage.


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The ECM will disable the engine brakes when engine speed isbelow 1000 rpm or when certain electronic fault codes are active.

CAUTION

Do not operate the engine if the engine brakes will not deactivate.To do so will cause severe engine damage.

If the engine brakes will not shut off, shut off the engineimmediately, and contact a Cummins Authorized Repair Facility.

Tips for operation on dry and relatively level surfaces, when greater

retarding power is not required, put the two-position switch in theLOW position.

To reduce vehicle speed, put the engine brake on/off switch in theON position. Remove foot pressure from the throttle and clutchpedal. The engine brakes will immediately begin to operate, addingadditional braking power.

For operation on dry pavement, when maximum retarding power isrequired, put the two-position selector switch in the HI position.


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WARNING

The safe control speed of a vehicle will vary with the size of theload, kind of load, grade, and road conditions.

Control speed for operation on grades with dry pavement is thespeed at which the forces pushing a vehicle down a grade are equal

to the forces holding it back.

Vehicles equipped with properly operated engine brakes are oftencapable of traveling downhill at slightly higher control speeds than

vehicles not equipped with engine brakes.

NOTE: Always be prepared to use the vehicle service brakes for

emergency stopping.

CAUTIONEngine brakes can be operated continuously at engine speedsbelow 2300 rpm. Engine brakes can be operated intermittently atengine speeds between 2300 and 2600 rpm. Never exceed 2600rpm because engine damage can occur.

Once the safe speed for the vehicle operation has been determined,operate the engine brakes with the transmission in the lowest gear

that will not cause the engine speed to exceed the rated enginespeed.

NOTE: The optimum braking power of the engine brakes is

reached at rated engine speed, so the correct gear selection is

critical.

The two-position selector switch can be used to vary the brakingpower as the road conditions change.

Vehicle service brakes will be used when additional braking power isrequired.


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Frequent use of the service brakes will cause them to heat up,reducing their ability to slow the vehicle.

If frequent use of the vehicle service brakes is required, it isrecommended that a slower control speed be used by selecting alower transmission gear.

NOTE: The longer or steeper the hill, the more important it is to

use the engine brakes. Make maximum use of the engine brakes

by gearing down and letting the engine brakes do the work.

CAUTION

The operation of any vehicle is difficult to predict on slick roads.The first 10 to 15 minutes of rainfall are the most dangerous asroad dirt and oil mixed with rain create a very slippery surface.

Always allow for extra distance between the vehicle and otherobjects when using the service brakes or engine brakes on slick

roads.

WARNING

Using engine brakes on wet or slippery roads can causeoverbraking, especially on vehicles with light loads or single-driveaxles. Stopping distance can actually increase, or the vehicle canskid or jackknife.

Reduce the retarding power, or turn OFF the engine brakes on slickroads.

When driving on slick roads, start with the on/off switch in the OFFposition and the two-position selector switch in the LOW position.

If the tractor is equipped with a twin-screw rear axle, use the powerdivider in the unlocked position.


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Remove foot from the throttle to make sure that the vehicle willmaintain traction with the retarding power of the engine alone.

If the vehicle's drive wheels begin to skid or if there is a fishtailing

motion, do not activate the engine brakes.

If traction is maintained using the retarding power of the enginealone and more braking power is required, switch the two-positionselector switch to the LOW position, and activate the engine brakesby switching the on/off switch to the ON position.

If the vehicle's drive wheels begin to skid or if there is a fishtailingmotion, switch the on/off switch to the OFF position.

If traction is maintained when the engine brakes are activated andmore braking power is required, move the two-position selectorswitch to the HI position.

Some vehicles are equipped with an ECM-controlled exhaust brake.This exhaust brake can be used to slow down the vehicle. The brakeaccomplishes this by restricting the exhaust gas flow out of theengine. Using the exhaust brake in hilly terrain or during heavilyloaded decelerations helps reduce wear on the service brakes.

The ECM will activate the exhaust brake when conditions require itsoperation.

NOTE: Vehicles equipped with an engine brake can not also be

equipped with an exhaust brake.


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Several operating conditions must be true to activate the exhaustbrake:


The operator's foot must be off of the accelerator pedal (pedalat low-idle speed position).

2.


Foot must be off clutch pedal.4.

Cruise control must be inactive.5.Intermediate speed control ( ISC ) inactive.6.

NOTE: Some electronically controlled automatic transmissions

will begin downshifting during exhaust brake operation. This

keeps the engine speed up near the rated speed where the

braking effect is greatest.

If the previous conditions are present, in addition to several ECM

interval fueling command checks, then the exhaust brake willengage and begin applying a braking effect to the engine. Theexhaust brake will remain on until one of the conditions is no longerin effect.

CAUTION

Exhaust brakes can be operated continuously at engine speedsbelow 2300 rpm. Exhaust brakes can be operated intermittently atengine speeds between 2300 and 2600 rpm. The engine speed

must not exceed 2600 rpm under any circumstances. Whendescending a steep grade, use a combination of transmissiongears and engine or service brakes to control the vehicle andengine speed.

The exhaust brake or driveline retarder control feature notifies theECM if either an exhaust brake or a driveline retarder is being usedon the vehicle. It allows the driveline retarder to operate below 1000rpm down to idle speed but will disengage the selected speed whenthe exhaust brake feature is chosen.

The automatic engine or exhaust brake activation in cruise controlfeature allows the ECM to use the engine or exhaust brake tomaintain set cruise control speed in downhill motoring conditions. Ifthis feature is enabled, the engine or exhaust brake automaticallyengages any time the cruise control is active, and the vehicle speedexceeds the set cruise control speed by more than a programmedamount. The engine or exhaust brake will disengage when thevehicle speed decreases back to the set cruise control speed.


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CAUTION

The maintenance monitor is designed to alert the operator of theneed for a routine maintenance stop. Maintenance records muststill be maintained for historical purposes.

CAUTION

The maintenance monitor uses data received from the vehiclespeed sensor (VSS) to determine distance and data from theECM to determine the amount of fuel burned. Whenever a VSS orbattery voltage fault has occurred, the maintenance monitor datacan be inaccurate.

The maintenance monitor is an optional feature that will alert theoperator when it is time to change the oil or perform any othersimultaneous maintenance tasks. This feature continuously monitorsthe distance the vehicle has traveled, the t ime the engine has beenoperating, and the amount of fuel burned to determine when it is

time to change the oil.

NOTE: The operator must still remain alert for any indications

that the engine needs other service.

The maintenance monitor has three modes of operation:

Automatic modeDistance modeTime mode.

CAUTION

The use of a synthetic-based oil does not justify extended oilchange intervals. Extended oil change intervals will decrease

engine life due to factors such as corrosion, deposits, and wear.

CAUTION

Cummins Inc. does not recommend exceeding these publishedintervals and is not responsible for damage sustained due tooverextended intervals.

The automatic mode alerts the operator when it is time to changethe oil based on Cummins-recommended interval. It determines themaintenance interval based on distance traveled, engine operatingtime, and fuel burned.

When the automatic mode is selected, the severe oil drain intervalduty cycle is the default.

The interval factor is used only in the maintenance monitor


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automatic mode. It is used to adjust the maintenance interval forsevere-, normal-, or light-duty appl ications.

The original factory-programmed value is severe.

The distance mode allows the customer to enter a desired distanceinterval. The maintenance monitor tracks the distance the enginehas traveled and alerts the operator when the interval has beenreached.

The time mode allows the customer to enter a desired time interval.The maintenance monitor tracks the time the engine has run andalerts the operator when the interval has been reached.

Refer to Procedure 102-002 (Maintenance Schedule) in Section 2 ofthe Operation and Maintenance Manual, ISC , ISC e, and ISLEngines, Bulletin 4021428, for selecting the correct oil changeinterval for an application.

NOTE: This mode of the maintenance monitor requires the use

of the vehicle speed sensor (VSS). This mode must not be

selected for applications that do not have this sensor.

The maintenance monitor interval alert percentage feature allows thecustomer to enter the percentage of the present interval at which thelight should illuminate, indicating the need for an oil change. Thisallows the user to obtain an early warning of the need for amaintenance stop.

Example - If the distance mode is set to 28,968 km [18,000 mi] andthe interval alert percentage is set to 90 percent, the MAINTENANCElamp will illuminate at 26,071 km [16,200 mi] (90 percent of 18,000mi).

The maintenance monitor will alert the operator of the need tochange the oil by flashing the FLUID lamp for approximately 12seconds after key-on. The flashing sequence will be three quickflashes followed by a pause. This flash sequence will cycle fivetimes in the 12-second period. This sequence will occur at everykey-on until the maintenance monitor has been reset.

NOTE: The diagnostic switch must be in the OFF position for

the flashing sequence to occur.

To reset the maintenance monitor, click the reset button on themaintenance monitor screen using the INSITE™ electronic servicetool, or follow these steps:

Hold the throttle down at 100 percent.1.Tap the brake three times.2.Release the throttle and the brake.3.Hold the throttle down at 100 percent.4.Tap the brake three times.5.

Release the throttle and the brake.6.Hold the throttle down at 100 percent.7.Tap the brake three times.8.Release the throttle and the brake.9.


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NOTE: The WARNING lamp will flash three quick flashes,

signifying that the reset has been made.

To view or print the maintenance data from the ECM use theINSITE™ electronic service tool:

Percent of Current Maintenance Interval Reached (by eitherdistance, time, or fuel burned)

Distance Since Last MM Reset (mi)Time since Last MM Reset (hr)Fuel Burned since Last MM Reset (gal)Current MM Mode.

The maximum threshold is entered by the user, either directly usingthe manual d istance or time mode, or by entering the interval factorin the automatic mode.

The adjusted threshold is the new threshold set automatically by themaintenance monitor when automatic mode is selected andautomatically reduces the maintenance intervals.

The cumulative reset at is the total distance, time, and fuel recordedby the ECM at the time the maintenance monitor was reset.

The possible error will contain an “X” next to a row of data that canbe inaccurate due to a system fault. The “X” will be triggered when avehicle speed sensor (VSS) fault, or power-down fault occurs. These

faults can cause data either not to accumulate or accumulateinaccurately.

Enable the two-speed axle feature to allow the ECM to monitor aswitched input to signal which axle ratio is being used in a

two-speed axle system. This allows the ECM to calculate the vehiclespeed for both axle ratios correctly correctly.

The maximum switched operation speed feature changes thegoverned speed of the engine, depending on the position of the

switched input.

Enabling the remote throttle feature activates the remote-throttlecapabilities of the ECM. When activated by a switched input into theECM, the remote throttle will take precedence over the cab throttle.


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QSL9 Engines

The fan clutch enable feature which the ECM can control the coolingfan based on inputs from the coolant temperature sensor and the

intake manifold temperature sensor.

Some applications also provide inputs to the ECM for auxiliarydevice cooling (such as air conditioner pressure and power steeringtemperature). An application can also include a manual switch forfan control.

The fan on with exhaust brake feature enables an electric fan whenthe exhaust brake is engaged. This increases the total brakingpower by increasing the parasitic load on the engine.

Select either 0 VDC = ON or 12 VDC = ON to match theprogrammable fan clutch logic used in the application. A relay canbe used for fans that draw more than 6 amps.

The minimum fan on time with air conditioner pressure switchfeature controls the minimum amount of time that the fan will stay onwhen activated by the air conditioner pressure switch. This reducesexcessive fan cycling.

The air conditioner pressure switch input allows the air conditioner

pressure switch input to be disabled if that input into the ECM is notbeing used. Enable this feature if the air conditioner pressure switchinput into the ECM is used to control the fan.

Using the INSITE™ electronic service tool, the followingmaintenance data can be viewed or printed from the ECM:

Percent of current interval consumed (by time or fuel burned)Time since last reset

Fuel burned since last resetCurrent maintenance monitor mode.

The maintenance monitor, if enabled, will alert the operator of theneed to change oil by flashing the FLUID lamp for approximately 12seconds after keyswitch is turned on. The flashing sequence will bethree quick flashes followed by a pause. This flash sequence will gothrough five cycles in the 12-second period. This sequence willoccur every time the keyswitch is turned on until the maintenancemonitor has been reset.

NOTE: The diagnostic switch must be in the OFF position for

the flashing sequence to occur.


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The maximum threshold is entered by the user either directly usingthe time mode, or by entering the interval factor in the automaticmode.

The adjusted threshold is the new threshold set automatically by themaintenance monitor when the automatic mode is selected, and itautomatically reduces the maintenance intervals.

The “interval reset at” is the interval time and fuel recorded by theECM at the time the maintenance monitor was reset.

The “cumulative reset at” is the total time and fuel recorded by theECM at the time the maintenance monitor was reset.

The possible error will contain an “X” next to a row of data that canbe inaccurate due to a system fault. The “X” will be triggered when avehicle speed sensor fault or power-down fault occurs. These faults

can cause data either not to accumulate or accumulate inaccurately.

The maintenance monitor reset can be accomplished by clicking thereset button on the maintenance monitor screen using the INSITE™electronic service tool, or using one of the following procedures:

1) Procedure for applications with a throttle pedal.

Turn the keyswitch to the ON position (but do not start theengine) and turn the diagnostic switch to the ON position.

a.

Fully depress the throttle pedal (100 percent) for at least 3seconds and then release it.b.

Fully depress the throttle pedal (100 percent), twice, for lessthan 3 seconds each time.

c.

Fully depress the throttle pedal (100 percent) for at least 3seconds and then release it.

d.

2) Procedure for applications without a throttle pedal.

Turn the keyswitch to the ON position (but do not start theengine).

a.

Turn the diagnostic switch to the ON position for at least 3seconds and then turn it to the OFF position.

b.

Turn the diagnostic switch to the ON position (for less than 3

seconds) and then to the OFF position, twice, with less than 3seconds between each switching.

c.

Turn the diagnostic switch to the ON position for at least 3seconds and then turn it to the OFF position.

d.

NOTE: This procedure must be completed within 20 seconds

after initiating steps 1)a through d or steps 2)a through d or the

data will not reset.

NOTE: The WARNING lamp will flash three times to indicate that

the reset has been completed.

The trip information system records fuel consumption and timeinformation for the engine during normal operation, and in certainoperating modes such as intermediate speed control and idle. Eitherdata can be displayed using the INSITE™ electronic service tool.

Some data can not be reset and reflect the performance of the


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engine over its lifetime. Other data, as well as trip data, can be resetusing the INSITE™ electronic service tool.

The duty cycle monitor feature the ECM tracks engine load andspeed. These data are stored in the ECM, and the INSITE™electronic service tool is used to display the data. The INSITE™

electronic service tool display shows a duty cycle “map” that showsthe whole engine's operating range in terms of speed and load. This“map” is divided into 50 regions. The percent of the engine operatingtime spent in each region is shown on the display.

The ECM contains duty cycle data for the whole life of the engineand for two 500-hour operating periods. The two 500-hour maps canbe reset with the INSITE™ electronic service tool.

The road speed governor limits the maximum road speed of thevehicle in top gear.

The maximum vehicle speed in top gear is the maximum road speed

for the vehicle. This speed must be greater than or equal to themaximum cruise speed if the cruise control feature is enabled.

The maximum road speed in top gear can be adjusted by using theINSITE™ electronic service tool.

NOTE: The auxiliary governor needs to be disabled to utilize the

road speed governor.

WARNING

Do not use cruise control when the road is slippery, in heavytraffic, or when the weather is inclement. Loss of vehicle controlcan result.

The cruise control feature gives the driver the capability of a foot-offaccelerator cruise operation. It is similar to an automobile's cruisecontrol.

The cruise control feature can be enabled or disabled using the

INSITE™ electronic service tool.

NOTE: Both cruise control and intermediate speed control can

not be active at the same time.

The maximum cruise control speed is the maximum allowable cruiseset speed.

The maximum cruise control speed can be adjusted using theINSITE™ electronic service tool.

NOTE: The maximum cruise control speed can not exceed the

maximum vehicle speed in top gear setting.


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The intermediate speed control feature controls the engine at aconstant rpm. Up to three intermediate speed control set speeds (1,2, and 3) can be selected, depending on original equipmentmanufacturer (OEM) availability (the axis 4 equals engine speed and5 equals engine torque).

NOTE: An additional five set speeds can be obtained through

use of the variable intermediate speed input signal.

The intermediate speed control feature provides the ability to selectan intermediate speed control set speed by an original equipmentmanufacturer (OEM)-provided switch (1 is the OFF position and 2 isthe ON position), depending on original equipment manufactureravailability.

This feature will override the throttle and control the engine speed tothe intermediate speed control speed setting. This feature allowsthrottle control above the set speed or below the set speed,according to the calibration setup.

The intermediate speed control feature provides a single droop (6)for up to three intermediate speeds (1, 2, and 3). An additional fiveset speeds can be obtained through use of the variable intermediatespeed input signal. This droop is independent of all other selectabledroops and is enforced during intermediate speed control operation

only (the axis 4 equals engine speed and 5 equals engine torque).

The intermediate speed control set speed can be adjusted by theintermediate speed control increment (1) or decrement (2) switch.Set speed changes using this switch will be saved to the electroniccontrol module (ECM) when the keyswitch is turned to the OFFposition if the save increment or decrement option is enabled.


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NOTE: This option is not allowed by some OEMs.

The intermediate speed control feature can be enabled or disabledusing the INSITE™ electronic service tool if this feature is availablein the calibration. The intermediate speed control set speeds (1, 2,and 3) can be adjusted using the INSITE™ electronic service toolalong with the intermediate speed control droop.

The hybrid governor can be enabled or disabled with the INSITE™electronic service tool if the feature is available in the calibration. Thehybrid governor achieves partial-throttle operation with the samepower and torque rise characteristics of the full-throttle operation. Itwill allow the application to be operated in a more fuel efficientmanner and with a greater capability of driving at partial throttle.

NOTE: The switch must go from OFF to ON position while the

engine is running to activate this feature. It can not be on all the

time.

The auxiliary speed governor is an application-specific feature thatallows the engine to be governed by either an auxiliary speed orpressure signal. The feature uses a manual switch input to turn thegovernor operation on and off.

Depending on original equipment manufacturer (OEM) availability,the alternate droop feature provides the ability to select up to twoadditional alternate droop settings (1, 2, or 3) by an originalequipment manufacturer (OEM)-provided switch.

Each alternate droop setting provides the ability to select the highspeed governor break point speed and droop percent. Drooppercent at minimum and maximum throttle for the all speed governoris also adjustable. The break point speed determines the position onthe engine torque curve where high speed governor will start to limitengine torque output. Selection of the alternate droop feature isaccomplished by using the INSITE™ electronic service tool if thealternate droop feature is available in the calibration.


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The switched torque feature allows the operator to switch betweenthe 100-percent throttle torque curve (1) and up to two deratedtorque curves (2 and 3). (The axis 4 is engine speed and 5 is enginetorque.)

This feature improves operating efficiency in loaded (1) versusunloaded (2), as well as protecting the transmission and drivetrain.

Depending on original equipment manufacturer (OEM) availability,the switched torque feature provides the ability to select twoadditional derated torque curves with an original equipmentmanufacturer (OEM)-provided switch.

This feature can be enabled or disabled by using the INSITE™electronic service tool if the alternate torque feature is available inthe calibration.

NOTE: Boost power is not available continuously.

The boost power feature provides the operator with enhanced torqueand power for a fraction of the operating period. If the feature isenabled, boost power can be engaged by a cab-mounted switch orautomatically if the automatic boost power feature is enabled. Theadditional power is limited by a calibrated time period, thresholds forintake manifold temperature, coolant temperature, and enginespeed.


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The INSITE™ electronic service tool can enable or disable the boostpower feature if the feature is available in the calibration. The servicetool can also monitor the cab-mounted boost power switch.

If the boost power feature is enabled, the boost power can beengaged by using a cab-mounted switch. When the automatic boostpower feature is enabled, it automatically switches the engine toboost power curve based on the engine operating conditions, and

no manual switch is needed.

The automatic boost power feature can be enabled or disabledusing the INSITE™ electronic service tool.

The remote throttle feature allows the operator to control the enginefrom a position other than the driver's seat. This feature is selectedby the operator through an original equipment manufacturer (OEM)cab-mounted switch.

There are three modes available for the remote throttle feature.

The remote throttle feature, if allowed, can be enabled or disabledusing the INSITE™ electronic service tool if the feature is available inthe calibration.

The remote throttle mode-one will override the primary throttle (1)control and control the engine speed with the remote throttle setting.

NOTE: Remote throttle mode-one does not employ idle

validation and is intended for stationary applications, only.

NOTE: The interlock feature (if enabled) switches the throttle to

be equal or less than the throttle in control before the control is

switched.

Remote throttle mode-two is a select minimum throttle using twodifferent throttles. One example is equipment that uses a handthrottle as your primary throttle and a foot throttle as a deceleratingthrottle.

NOTE: Remote throttle mode-two does not employ idle

validation.

Remote throttle mode-three is a select maximum throttle using twodifferent throttles. One example is equipment using a hand throttleas your primary throttle and a foot throttle as an acceleratingthrottle.

NOTE: Remote throttle mode-three does not employ idlevalidation.


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The frequency throttle feature converts a frequency input into arequested throttle percentage. The frequency throttle feature isapplicable in industrial and marine appl ications in which a position

(electronic or log signal) is not appropriate. The frequency throttlefeature supports idle validation.

The frequency throttle feature can be enabled or disabled using theINSITE™ electronic service tool if the feature is available in the

calibration.

The multiple unit synchronization feature allows two or more enginesto be controlled by a single throttle signal.

The multiple unit synchronization feature can be enabled ordisabled using the INSITE™ electronic service tool if the feature isavailable in the calibration.

All soft-coupled marine configuration engines are connected to aJ1939 datalink.

The pulse-width modulate output feature allows the electroniccontrol module to output a pulse-width modulation signal that isproportional to either engine speed, engine load, engine torqueoutput, or throttle input.

The pulse-width modulate output signal is intended to be used tocontrol an engine or transmission that relies on an analog signalinput. This signal can also be configured as an on/off signal wherethe signal is either 12 VDC (v battery) or open, depending on theload.

The pulse-width modulate output feature can be adjusted using theINSITE™ electronic service tool if the feature is adjustable in thecalibration.


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The low-idle speed parameter is the engine speed at which theengine will idle. This speed can be adjusted by a cab switch if theswitch is installed and the low-idle adjustment feature is enabled.

Low-idle speed feature can be adjusted using the INSITE™electronic service tool if the feature is adjustable in the calibration.

The low-idle adjustment feature allows the idle speed range to be

increased or decreased in 25-rpm standard increments with thein-cab increment or decrement switch. Depending on the calibration,

the rpm increment could not be 25-rpm. There are limits on howhigh or low the low-idle speed can be adjusted. The allowableadjustment range for a QSL9 engine is 600 to 1200 rpm.

NOTE: On the QSL9 engine during cold start-ups, and with

engine temperatures less than 21°C [70°F], pilot injection has

priority over alternate low-idle speed until the engine is

properly warmed up.

The alternate low-idle speed control feature allows the operator toswitch between the low-idle speed setting (3) and an alternatelow-idle speed setting (4) (the axis 1 is engine speed and 2 is enginetorque).

NOTE: The alternate low-idle speed can not be adjusted by the

idle increment or decrement switch.

Depending on original equipment manufacturer (OEM) availability,

the alternate low-idle speed control feature provides the ability toselect an alternate idle speed by an original equipmentmanufacturer (OEM)-provided switch (1 is in the OFF position, and 2is in the ON position).

The idle shutdown feature automatically shuts off an engine after aperiod of engine idling when there is no activity from the driver suchas engine speed changing or having the engine under load.

NOTE: This feature will shut off the engine only. It will not

remove power from other accessories powered by the

keyswitch. These can drain the battery.

The idle shutdown system will not be active at coolant temperaturesbelow 37.8°C [100°F].

After an engine has been automatically shut off, the keyswitch mustbe turned off for 15 to 20 seconds before attempting a restart.

The idle shutdown feature can be enabled or disabled using theINSITE™ electronic service tool.


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The idle shutdown time is a period of engine idling time when thereis no activity from the driver before the engine automatically shutsoff.

The idle shutdown time, if allowed, can be changed using theINSITE™ electronic service tool.

NOTE: This parameter will not appear if the idle shutdown

feature is turned off.

The idle shutdown override feature allows the driver to override theidle shutdown by changing the engine speed (2) or putting theengine under load (1).

The idle shutdown warning period lasts for a calibrated period oftime prior to engine shutdown. The yellow WARNING lamp on thedash will flash during the idle shutdown warning period.

The ECM can control the cooling fan based on inputs from thecoolant temperature sensor and the intake manifold temperaturesensor.

Some applications will also provide inputs to the electronic controlmodule (ECM) for auxiliary device cooling, such as air conditionerpressure and power steering temperature. Your application also caninclude a manual switch for fan control.

The minimum fan-on time with air conditioner pressure switchfeature controls the minimum amount of time that the fan will stay onwhen it is activated by the air conditioner pressure switch to reduceexcessive fan cycling.

The minimum fan-on time with air conditioner pressure switch canbe adjusted by using the INSITE™ electronic service tool.

Some engines are equipped with engine brakes.

Engine brakes are devices that use the energy of enginecompression to provide vehicle retardation. Engine brakes providethe maximum retarding power at rated speed; therefore, gearselection is important.

The engine brakes convert the engine to an energy-absorbingdevice to reduce vehicle speed.

This is accomplished by a hydraulic circuit that opens an exhaustvalve near the end of the compression stroke.


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CAUTION

Engine brakes can be operated continuously at engine speedsbelow 2300 rpm. Engine brakes can be operated intermittently atengine speeds between 2300 and 2600 rpm. Do not exceed 2600rpm under any circumstances because engine damage canoccur. The engine brakes are designed to assist the vehicle's

service brakes to slow down the vehicle. Do not use the enginebrakes as the primary means to stop the vehicle. If other enginebrakes are used, reference the component manufacturer'smanual.

Engine brake controls with the fuel system consist of the following:

A two-position selector switch (optional)An on/off switchA clutch switchA throttle sensor.

Several operating conditions must be true to activate thecompression brake:


The operator's foot must be off of the accelerator pedal (pedalat low-idle position).

2.


The optional two-position selector switch is located near the on/off

switch in the cab and allows the selection of the retarding power ofone or two brakes.

“LOW” activates the engine brakes on three cylinders, and “HI”activates the engine brakes on six cylinders.

CAUTION

Do not use the engine brakes while bobtailing or pulling an emptytrailer. With the engine brakes in operation, wheel lockup canoccur more quickly when the service brakes are applied,especially on vehicles with single-drive axles.

Make sure that the engine brakes are switched to the OFF positionwhen bobtailing or pul ling an empty trailer.


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The hot shutdown monitor and load percent feature is alwaysenabled. The electronic control module (ECM) will log an inactivefault code when the engine is turned off while still “hot” by theoperator or by the engine protection feature.

An engine is considered “hot” when the hot shutdown load percentof the engine is above the threshold set by the INSITE™ electronicservice tool. The hot shutdown load percent is based on the duty

cycle load factor that is determined from the engine's fueling levels.

CAUTION

The maintenance monitor is designed to alert the operator of theneed for a routine maintenance stop. Maintenance records muststill be maintained for historical purposes.

CAUTION

The maintenance monitor uses data received from the electroniccontrol module (ECM) to determine the amount of fuel burned.Whenever a battery voltage fault has occurred, the maintenancemonitor data can be inaccurate.

NOTE: The operator must still be alert for any indications that

the engine needs other service.

The maintenance monitor is an optional feature that will alert theoperator when it is time to change oil and perform any othersimultaneous maintenance tasks. The maintenance monitorcontinuously monitors the time the engine has been operating andthe amount of fuel burned, to determine when it is time to changeoil.

The maintenance monitor has two modes of operation:

Automatic modeManual mode.

CAUTION

The use of synthetic-base oil does not justify extended oil changeintervals. Extended oil change intervals will decrease engine lifebecause of factors such as corrosion, deposits, and wear.

The maintenance monitor automatic mode alerts the operator whenit is time to change oil based on Cummins-recommended interval. Itdetermines the maintenance interval based on coolant temperatureand load factor.


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When the automatic mode is selected, the severe oil drain intervalduty cycle is the default.

The maintenance monitor interval factor is used only in themaintenance monitor automatic mode. It is used to adjust the

maintenance interval for severe-, normal-, or light-duty applications.

The original factory-programmed value is SEVERE.

CAUTION

When selecting the correct oil change interval for yourapplication, Cummins Inc. does not recommend exceedingpublished intervals and is not responsible for damage sustainedfrom overextended drain intervals.

Refer to Procedure 102-002 (Maintenance Schedule) in Section 2 ofthe Operation and Maintenance Manual, ISC , ISC e, and ISLEngines, Bulletin 4021428 for oil drain intervals for engine specificapplication.

The maintenance monitor interval alert percentage feature allows theuser to enter the percentage of the current interval at which the lightcomes on, indicating the need for an oil change. The parameterallows the user to obtain an early warning of the need for amaintenance stop.

For example, if the time mode is set to 100 hours and the intervalalert percentage is set to 90 percent, the MAINTENANCE lamp willilluminate at 90 hours (90 percent of 100 hours).

The engine time offset parameter is part of the trip informationsystem. The value entered here will be added to total ECM time toget total engine time. This parameter allows the time on the engine

to be entered when an ECM is replaced.

Engine time offset can be adjusted using the INSITE™ electronicservice tool.

NOTE: This feature can be used when there is not a vehicle

speed sensor installed.

The engine distance offset feature is part of the trip informationsystem. The value entered here will be added to the total ECMdistance to equal the total engine distance. This allows the distanceon the engine to be entered when the ECM is replaced.


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The real-time clock provides time and date for stamping ofoperational events. The real-time clock will maintain time value inunits of year, month, day, hour (24-hour base), minute, and second.Loss of clock accuracy will be indicated with a diagnostic fault code.This feature can be set manually or automatically (to the PC timeand date) through the INSITE™ electronic service tool.

Standard Setting Customer Selection

Autoset(set to PC time and date)

No __ Yes __ No

Manual Date ____ ____

Date __/__/__ Adjust Date

Time __/__/__ Adjust Time

Reduced accuracy will be indicated with the diagnostic Fault Code319. Upon loss of clock accuracy, the real-time clock will be“initialized” with the last known real time.

NOTE: Once the real-time clock has been enabled, you can not

disable the feature.

The loss of the real-time clock can occur due to a hardware failure(chip fails) or a loss of power. There is no battery backup for theclock. Therefore, if the battery is removed from the system for 5seconds, the real-time clock will be lost.

To initialize the real-time clock, use the INSITE™ electronic servicetool, the menu item Adjustments - Feature and Parameters. At thispoint a screen will pop up in which you can manually enter a newtime and date, or you can select Real-Time Clock Autoset and thetime and date will be set to the PC's time and date. After initializingthe real-time clock, INSITE™ electronic service tool will set the Fault

Code 319 inactive.

NOTE: The feature will work with all throttle types.

NOTE: In order to reset the maintenance monitor data, a

diagnostic switch must be installed.

Throttle-activated diagnostic switch is intended to eliminate the needfor a dash-mounted diagnostic switch, which is used to activate thediagnostic mode to display active fault codes in a sequence of

flashing lamps. The throttle-activated diagnostic switch featureeliminates the need for a dash-mounted diagnostic switch byproviding a simple sequence of throttle movements that activate thediagnostic mode.

When the engine is not running, a sequence of three throttle cyclesafter the keyswitch is turned on will activate the diagnostic mode.The increment or decrement switch can be used to navigate to the

next or previous fault code. In the case that these switches are notavailable, a single throttle cycle will also increment to the next fault

code.


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Section 10. ISL and QSL9 Engine Options

Application versatility is an advantage of the ISL and QSL9 engines.The available option packages provide straight-forward installationrecommendations for placing the engine into a wide variety ofapplications.

SAE number 2 and number 3 flywheel housings (both wet and dry)are available with arm or pad mounting arrangements. When usedin conjunction with an optional variety of flywheels, flexplates, torqueconverters or clutches, and transmission mounts, requirements aresatisfied for both automotive and industrial markets.

Multiple fan drive arrangements (1) are possible through theengine's common front end to satisfy most application requirements.Fan drive options with automatic belt tensioning are available withcenters from 203.2 to 444.25 mm [8 to 17.44 in] above thecrankshaft centerline and with speed ratios of 0.87 to 1, 1.1 to 1, and1.35 to 1. A crankshaft-mounted fan drive is also available.

Optional V-belt pulleys are available for the fan hub and crankshaftpulleys. This bolt-on option can be used to drive additionalaccessories. Electric fan clutches can be driven by the engine ECM.

A gear-driven accessory option provides additional accessory drivecapabilities. This option is mounted on the rear face of the gearhousing. Up to 68 N•m [50 ft-lb] of torque can be realized with theavailable SAE size “A” or “B” flange adapters.


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Provisions have also been made to allow up to 150 hp of PTOcapability off the front of the crankshaft. Reference the enginedataplate for horsepower rating.

Two oil pans are available. One pan can be used to provide either afront or rear sump with the use of the corresponding internal block-mounted oil suction tube. The other oil pan provides a center-sumparrangement.

All engines have an oil fill location in the valve cover (1). A block-

mounted side oil fill is also available ( not shown), which will accepta 51-mm [2-in] inside diameter hose for remote fill locations. A front

oil fill through the gear cover is also available ( not shown). Thecenter-mounted dipstick location on the fuel side (2) and exhaustside (3) of the engine provides oil-level gauging for all oil-panoptions.

Multiple turbocharger locations are also available to suit spaceconstraints of various installations. Several locations are offered,including:

A high-center mounting (front-exhaust outlet)A high-center mounting (rear-exhaust outlet)A low-mounting (front-exhaust outlet)A low-mounting (rear-exhaust outlet).

Last Modified: 04-Nov-2004

Copyright © 2000-2010 Cummins Inc. All rights reserved.


BOLETIN 3666484 ISL+QSL FAMILIARIZACION

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Transcript of BOLETIN 3666484 ISL+QSL FAMILIARIZACION