cumminsisc and isl cm2150service manual

13-2-22 QuickServe Online | (4021569) ISC and ISL CM2150 Service Manual

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Service Manual (4021569)

ISC and ISL CM2150

Bulletin Number 4021569

Copyright 2000-2010 Cummins Inc. All rights reserved.



204-009 Acronyms and Abbreviations

General Information

The following list contains some of the acronyms and abbreviations used in this manual.

ANSI American National Standards Institute

API American Petroleum Institute

ASTM American Society of Testing and Materials

BTU British Thermal Unit

BTDC Before Top Dead Center

C Celsius

CO Carbon Monoxide

CCA Cold Cranking Amperes

CARB California Air Resources Board

C.I.B. Customer Interface Box

C.I.D. Cubic Inch Displacement

CNG Compressed Natural Gas

CPL Control Parts List

cSt Centistokes

DEF Diesel Exhaust Fluid

DOC Diesel Oxidation Catalyst

DPF Diesel Particulate Filter

ECM Engine Control Module

EFC Electronic Fuel Control

EGR Exhaust Gas Recirculation

EPA Environmental Protection Agency

F Fahrenheit



ft-lb Foot-Pound Force

FMI Failure Mode Indentifier

GVW Gross Vehicle Weight

Hg Mercury

hp Horsepower

H2O Water

inHg Inches of Mercury

in H20 Inches of Water

ICM Ignition Control Module

IEC International Electrotechnical Commission

km/l Kilometers per Liter

kPa Kilopascal

LNG Liquid Natural Gas

LPG Liquified Petroleum Gas

LTA Low Temperature Aftercooling

MIL Malfunction Indicator Lamp

MPa Megapascal

mph Miles Per Hour

mpq Miles Per Quart

Nm Newton-meter

NOx Mono-Nitrogen Oxides

NG Natural Gas

O2 Oxygen

OBD On-Board Diagnostics

OEM Original Equipment Manufacturer

OSHA Occupational Safety and Health Administration

PID Parameter Identification Descriptions

ppm Parts Per Million

psi Pounds Per Square Inch

PTO Power Takeoff

REPTO Rear Power Take Off

RGT Rear Gear Train

rpm Revolutions Per Minute



SAE Society of Automotive Engineers

SCA Supplemental Coolant Additive

SCR Selective Catalytic Reduction

STC Step Timing Control

SID Subsystem Identification Descriptions

VDC Volts of Direct Current

VS Variable Speed

VSS Vehicle Speed Sensor

Last Modified: 30-Apr-2012




008-007 Coolant Filter Head

Remove

Loosen the four filter head capscrews.

Remove the filter head and gasket.

Last Modified: 13-Oct-2009




100-001 Engine Identification

Cummins Engine Nomenclature

The Cummins engine nomenclatureprovides the engine model and horsepowerrating.

Fuel Pump Dataplate

The fuel pump dataplate is located on theside of the high-pressure pump. Thedataplate contains the following information:

1. Cummins part number2. Pump serial number3. Factory code.



ECM Dataplate

The ECM dataplate is located on the frontof the ECM.

The following information is found on theECM dataplate:

ECM part number (PN)ECM serial number (SN)ECM date code (DC)Engine serial number (ESN)ECM Code (identifies the software inthe ECM).

NOTE: The presence of an ECMdataplate depends on the

manufacturing plant and the date theengine was manufactured. If an ECM

dataplate was not installed by themanufacturing plant, calibration data

can be found on the engine dataplate.

Air Compressor

NOTE: Not all engines are equippedwith an air compressor.

The Cummins branded air compressordataplate, identified by the Cummins Inc.logo on the dataplate, is typically located onthe rear side of the air compressor. Thedataplate contains the following informationthat assists in service or replacement.

1. Cummins part number2. Date code



3. Serial number.

Variable Geometry Turbocharger

The Holset variable geometryturbocharger (VGT) dataplate is located onthe turbocharger inlet compressor housing.The dataplate contains the followinginformation which will assist in service orreplacement.

Cummins assembly part numberSerial numberCustomer numberModel number.

NOTE: The electronic actuator on the

VGT is a serviceable component andhas a separate dataplate that assists inservice or replacement.

Exhaust System

The aftertreatment assembly has importantinformation for servicing and replacementstamped into the canister.

There are three important stampinglocations on the aftertreatment assembly:

1. Aftertreatment diesel oxidationcatalyst part number and serialnumber, located on the catalyst



section2. Aftertreatment diesel particulate filter

part number and serial number,located on the filter section.

3. Aftertreatment assembly part number,located on the outlet of theaftertreatment system.

A typical aftertreatment informationstamping can provide the following:

1. Section name2. Part number3. Date code4. Assembly number (only located on

the outlet section)5. Serial number.

The aftertreatment decomposition tubeidentification is located on the side of thepart and contains the following informationto assist in service or replacement:

Cummins Emission Solutions(CES) part numberCummins part number.

NOTE: Some aftertreatmentcomponents may only have the

Cummins Emission Solutions (CES)

part number for cross referencing and

part number identification, referenceQuickServe Online.

The aftertreament DEF dosing valveidentification is located on the side of thevalve and contains the following informationto assist in service or replacement:

Cummins part numberCummins Emission Solutions(CES) part number



Bosch part numberBosch production data (date codeand serial number).

Example:

2866485 is the Cummins partnumber12345-67890-12345 is the CumminsEmission Solutions (CES) partnumberB 444 606 XXX is the Bosch partnumberXX-XX-XX is the date codeXXXX is the serial number.

NOTE: Some aftertreatmentcomponents may only have the

Cummins Emission Solutions (CES)

part number for cross referencing and

part number identification, ReferenceQuickServe Online.

Last Modified: 30-Aug-2011




100-002 Engine Diagrams

Engine Views

The following illustrations provide the locations of the major external engine components,filters, and other service and maintenance points. Some external components will be atdifferent locations for different engine models.

The illustrations are only a reference to show a typical engine.

Front View - ISC and ISL CM2150

1. Turbocharger compressor air inlet2. Air intake connection3. Top dead center indicator4. Fuel pump drive gear access cover5. Fan pulley6. Front gear cover7. Vibration damper8. Front engine mounting bracket9. Engine lubricating oil pan drain plug



10. Belt tensioner11. Water pump12. Idler pulley13. Front engine lifting bracket14. Turbocharger.

Left View - ISC and ISL CM2150

1. Ambient air pressure sensor2. Fuel rail pressure sensor3. Intake manifold temperature and pressure sensor4. Fuel rail5. Fuel rail high pressure relief valve6. Fuel drain manifold7. Crankcase breather oil drain tubes8. Fuel filter9. Crankshaft speed sensor

10. Starter11. Engine oil heater mounting boss12. Engine oil fill13. Lubricating oil pressure sensor14. Dipstick location15. Air compressor oil supply line16. Fuel lift pump (behind ECM)17. Electronic control module18. Air compressor19. Gear housing20. Camshaft speed sensor21. Air compressor coolant drain line22. Air compressor coolant supply line23. Engine dataplate24. Fuel pump.



Rear View - ISC and ISL CM2150

1. Crankcase breather draft tube2. Turbocharger speed sensor3. Turbocharger exhaust outlet4. Injector drain line connection5. Flywheel6. OEM fuel supply line connection7. OEM fuel drain line connection8. Rear engine lifting bracket.

Right View - ISC and ISL CM2150



1. Turbocharger coolant drain2. Turbocharger coolant supply3. Turbocharger oil supply line4. Exhaust gas pressure sensor tube5. Rocker lever housing6. Coolant outlet connection7. Lubricating oil thermostat8. Coolant temperature sensor9. Alternator

10. EGR cooler coolant return11. Coolant inlet connection12. Lubricating oil cooler13. Coolant drain petcock14. Lubricating oil pressure regulator15. Lubricating oil filter16. Dipstick location17. Lubricating oil pan18. Flywheel housing19. Engine barring port20. Turbocharger oil drain line21. EGR cooler coolant supply22. Exhaust manifold.

Top View - ISC and ISL CM2150

1. Turbocharger compressor air outlet2. Turbocharger actuator3. EGR cooler4. Crankcase breather5. Rocker lever cover6. Crankcase breather draft tube7. Crankcase breather oil drain tubes8. EGR valve



9. Exhaust gas temperature sensor10. EGR differential pressure sensor11. Fuel pump actuator12. Crankcase pressure sensor13. EGR crossover tube14. Engine oil fill15. Thermostat16. Exhaust gas pressure sensor17. Turbocharger compressor inlet temperature sensor.

Last Modified: 06-Mar-2012




100-003 Cummins Service Engine ModelProduct Identification

General Information

The Cummins Service Engine ModelNomenclature procedure describes howengines are identified within Cumminsservice organization. This method wasintroduced for models after and includingmanufacture year 2007.

Electronic engines are identified by the firsttwo letters, either an "IS" for On-Highwayautomotive or "QS" for Off-Highwayindustrial market applications.

The third letter is the engine platformdesignation followed by the engine litersize.



If the engine operates on a fuel type otherthan diesel, the type will be identified afterthe liter size.

The control system is identified with theletters "CM" followed by the control systemmodel number.

The technology identifier after the controlsystem designates the prevailingtechnology used with the engine. (See tablein this procedure for letter designations.)

Example:

1. On-Highway automotive "X" 15 literengine

2. Control system number 8713. Technology supported; Electric EGR

and Diesel Particulate Filter



Technology Name Suffix

Exhaust Gas Recirculation

Not used None

Pneumatic P

Electric E

Diesel Particulate Filter (DPF)

Not used None

Full Flow DPF F

Partial Flow DPF F2

Diesel Oxidation CatalystNot used None

DOC C

3-Way Oxidation CatalyticConverter

Not used None

3-Way Catalyst J

Selective Catalytic ReductionSystem

Not used None

Air Driven S

Airless A

Nox SensorNot used None

Nox Sensor N

Modular Common Rail SystemUsed only on QSK19, 38, 50 , 60 HHPEngines

MCRS

Integrated Dosing Control UnitNot Used None

Integrated I

Last Modified: 12-Dec-2012




000-999 Complete Engine - Overview

General Information

The procedures required to replace anengine will vary with different enginemodels, the type of equipment, optionalequipment, and the shop facilities. Use thefollowing procedures as a guide.

All replacement steps will not apply to all

types of equipment. Complete only the

steps that apply to the equipment involved.Use the equipment manufacturer'srecommendations and precautions forremoval of chassis parts to gain access tothe engine.

Last Modified: 01-Nov-2006



Manual Change History

Help With Printing

Front

Section i - Introduction

Section E - Engine and System Identification

Section F - Familiarization

(45-000-999) Complete Engine - Overview

(45-003-999-tr-iscl07) Rocker Levers - Overview

(45-005-999-tr-iscl07) Fuel System - Overview

(45-200-001-tr-iscl07) Flow Diagram, Fuel System

(45-006-999-tr-iscl07) Injectors and Fuel Lines - Overview

(45-007-999) Lubricating Oil System - Overview

(45-200-002-tr-iscl07) Flow Diagram, Lubricating Oil System

(45-008-999) Cooling System - Overview

(45-200-003-tr-iscl07) Flow Diagram, Cooling System

(45-010-999-tr-iscl07) Air Intake System - Overview

(45-200-004-tr-iscl07) Flow Diagram, Air Intake System

(45-011-999-tr-iscl07) Exhaust System - Overview

(45-200-005-tr-iscl07) Flow Diagram, Exhaust System

(45-012-999-tr-iscl07) Compressed Air System - Overview

(45-200-006) Flow Diagram, Compressed Air System

(45-013-999) Electrical Equipment - Overview

(45-014-999) Engine Testing - Overview

(45-020-999) Vehicle Braking - Overview

Section TS - Troubleshooting Symptoms

Section TT - Troubleshooting Symptoms (New Format)

003-999 Rocker Levers - Overview

General Information

Rocker Levers

The exhaust and intake rocker levers are mounted on acommon pedestal, but rotate on separate shafts.

Oil is supplied through a drilling in the cylinder head throughthe pedestals to supply oil to the rocker shafts, socket, andadjusting screw.



005-999 Fuel System - Overview

General Information

Cummins Common Rail Fuel System

The fuel system is a high-pressure commonrail injection system. A fuel rail is used tostore pressurized fuel for fuel injection.There are four components that provide orreceive input to the electronic controlmodule (ECM). The ECM powers theelectric fuel lift pump (located behind theECM) for approximately 30 seconds at key-on to prime the fuel system. The normallyopen fuel pump actuator receives a pulsewidth modulated (PWM) signal from theECM to open or close in response to thesignal from the fuel rail pressure sensor.The injectors have individual solenoids. TheECM powers each injector individually toprovide fueling to each cylinder.

The high-pressure fuel pump can be dividedinto four distinct assemblies. They are thefuel gear pump, fuel pump actuator housing,cam housing, and high-pressure fuel pumphead. Fuel flows through the gear pump to a3-micron pressure-side filter. After thepressure-side filter, fuel enters the fuelpump actuator housing. The fuel pumpactuator housing includes an air-bleedfitting and the fuel pump actuator. Some fuelcontinuously returns to drain through the air-bleed orifice fitting. Fuel that is metered



through the fuel pump actuator enters thehigh-pressure fuel pump head where it ispumped to fuel rail pressure and exits at thehigh-pressure outlet fitting.

A lift pump is used for priming the gearpump at start-up. The lift pump runs forapproximately 30 seconds after key-on.Once the engine is started, the gear pumpis able to maintain prime without anyassistance from the lift pump.

The ECM and ECM cooling plate must beremoved to access the lift pump and liftpump fuel lines. This is accomplished bydisconnecting the engine harnesses andthe quick disconnect style fuel lines first.Removal of the ECM cooling platecapscrews allows the ECM, cooling plate,lift pump and lift pump plumbing to beremoved as one assembly.

The gear pump output is routed to a 3-micron fuel filter. The filtered fuel returns tothe fuel pump actuator housing.

The high-pressure pump is driven by theengine camshaft. The gear pump is drivenby the pump camshaft through an internalcoupling.

Each of the two pumping plungers is drivenby a three lobed camshaft. The camshaft islocated in the cam housing module bytapered roller bearings. The bearings thatsupport the camshaft, as well as thetappets, rollers and camshaft itself arelubricated with engine oil. These are theonly components in the pump lubricatedwith engine oil.



Engine oil to the high-pressure pump issupplied through a drilling in the enginegear housing. The oil passes from theengine gear housing to the high-pressurepump cam housing. A small o-ring in arecess on the back of the engine gearhousing seals this passage.

Pressurized fuel from the gear pump issupplied to the fuel pump actuator. The fuelpump actuator is opened or closed by theECM to maintain the appropriate fuel railpressure.

An air-bleed orifice fitting in the fuel pumpactuator housing aids in purging air from thefuel supply. Because of the air-bleed orificefitting, some fuel that is supplied by the gearpump will return to drain at all times.

Fuel that is metered past the fuel pumpactuator enters the high-pressure fuel pumpinlet drilling, past the inlet check valve andfills the pumping chamber by pressing thepumping plunger downward. When thecamshaft pushes the pumping plungerupward, fuel reaches rail pressure andcauses the outlet check valve to lift. Fuelthen enters the outlet drilling of the fuelpump and exits the high pressure fuel line tothe fuel rail.





200-001 Flow Diagram, Fuel System

General Information

1. Fuel from supply tank2. Fuel filter and water separator3. OEM fuel supply connection4. Fuel supply to ECM mounted fuel lift pump5. ECM cooling plate6. ECM mounted fuel lift pump7. Fuel outlet from ECM mounted fuel lift pump8. Fuel gear pump9. Fuel from gear pump to fuel filter

10. Pressure side fuel filter11. Fuel inlet to fuel pump actuator12. High-pressure fuel pump



13. Fuel outlet from high-pressure pump14. High-pressure pump drain flow connection15. Fuel rail16. High-pressure injector supply lines17. High-pressure fuel connector18. Fuel injector19. Fuel pressure relief valve20. Fuel injector drain flow line21. Fuel return to supply tanks





006-999 Injectors and Fuel Lines - Overview

General Information

Cummins Common Rail Fuel System

WARNING

Fuel is flammable. Keep all cigarettes,flames, pilot lights, arcing equipment,and switches out of the work area andareas sharing ventilation to reduce thepossibility of severe personal injury ordeath when working on the fuel system.

High-pressure common rail fuel systemsuse solenoid-actuated injectors. High-pressure fuel flows into the side of theinjector. When the solenoid is activated, aninternal needle lifts and fuel is injected. Theclearances in the nozzle bore are extremelysmall and any dirt or contaminants cancause the injector to stick. This is why it isimportant to clean around all fuelconnections before servicing the fuelsystem. Also, cap or cover any open fuelconnections before a fuel system repair isperformed.

CAUTION

To reduce the possibility of engine



damage, always use the proper torquevalue and the proper torquing sequenceon the high-pressure line nuts.

High-pressure fuel is supplied to the injectorfrom the fuel rail by an injector supply lineand a fuel connector. The fuel connectorpushes against the injector body when thefuel connector nut is tightened. The injectorsupply line is then connected to the fuelconnector.

The torque and sequence for this joint iscritical. If the nut or line is undertightened,the surfaces may not seal and a high-

pressure fuel leak will result. If the nut isovertightened, the connector and injectorwill deform and can cause a high-pressurefuel leak. This leak will be inside the headand will not be visible. The result will be afault code, low power, or no-start.

If the injector is not fully seated prior to theinstallation of the high-pressure connector,the joint will not seal.

The fuel connector contains an edge filterthat breaks up small contaminants that enterthe fuel system.

The edge filters are not a substitute forcleaning and covering all fuel systemconnections during repair.

Be sure to cap or cover all fuel fittings andports.

All injectors feed into a common returndrilling contained within the cylinder head.Any excess fuel is returned to the tank viathis drilling and return line attached to therear of the cylinder head. A back-pressurevalve is located on the back of the cylinderhead where the drain line attaches.

The electronic control module (ECM)



controls the fueling of the engine byactuating the injector solenoids. Anelectronic pulse is sent to the solenoids tolift the needle and start the injection event.By electronically controlling the injectors,there is a more precise and accuratecontrol of fueling quantity and timing. Also,multiple injection events can be achieved byelectronically controlling the injectors.

Fuel Filters

The engines covered in this manual requireoriginal equipment manufacturers (OEM's)to mount a 10-micron suction filter prior tothe OEM fuel supply connection at the rearof the engine block. The 10-micron filterperforms water stripping and includes awater-in-fuel sensor. The water-in-fuelsensor must be installed. If not, a faultcode warning lamp will be active.

The engines covered in this manual alsoinclude a 2-micron pressure-side fuel filter.The pressure-side filter will be locateddownstream of the gear pump before thehigh-pressure fuel pump inlet. If a water-in-fuel fault is experienced, drain the waterstripping filter and replace the pressureside fuel filter.





007-999 Lubricating Oil System - Overview

General Information

Lubricating Oil Filters

The LF9009 oil filter is used on all ISC,QSC8.3, ISL, and QSL9 with CM850engines. This filter is a spin-on element andcontains an internal venturi that providesfilter bypass oil flow through a stacked disksection of the filter. Lubricating oil filtersmust be of the venturi style. Using a

lubricating oil filter without a venturi willresult in premature engine wear.





Foreword

This manual provides instructions for troubleshooting and repairing this engine in the chassis.Component and assembly rebuild procedures are provided in the engine shop manual. Refer toSection i - Introduction for instructions on how to use this manual.

Read and follow all safety instructions. Refer to the WARNING in the General Safety

Instructions in Section i - Introduction.

The manual is organized to guide a service technician through the logical steps of identifying andcorrecting problems related to the engine. This manual does not cover vehicle or equipmentproblems. Consult the vehicle or equipment manufacturer for repair procedures.

A series of specific service manuals (for example: Shop, Specifications, and Alternative Repair)are available and can be ordered by Contacting your local area Cummins Regional office. ACummins Regional office listing is located in Service Literature (Section L).

The repair procedures used in this manual are recommended by Cummins Inc. Some serviceprocedures require the use of special service tools. Use the correct tools as described.

Cummins Inc. encourages the user of this manual to report errors, omissions, andrecommendations for improvement. Please use the postage paid, pre-addressed LiteratureSurvey Form in the back of this manual for communicating your comments.

The specifications and rebuild information in this manual are based on the information in effect atthe time of printing. Cummins Inc. reserves the right to make any changes at any time withoutobligation. If differences are found between your engine and the information in this manual,contact a Cummins Authorized Repair Location or call 1-800-DIESELS (1-800-343-7357) tollfree in the U.S. and Canada.

The latest technology and the highest quality components are used to manufacture Cumminsengines. When replacement parts are needed, we recommend using only genuine Cummins orReCon exchange parts.

Last Modified: 22-May-2006




200-002 Flow Diagram, Lubricating Oil System

General Information

Lubricating Oil Cooler Flow

1. Gerotor lubricating oil pump2. Lubricating oil cooler3. Bypass oil to lubricating oil pan4. Full flow lubricating oil filter5. Filter bypass valve6. From lubricating oil filter to main oil rifle7. Oil thermostat



Lubrication for Power Components

1. From lubricating oil filter2. Main lubricating oil rifle3. To camshaft4. To piston cooling nozzle5. From main lubricating oil rifle6. To connecting rod bearing.

Lubrication for the Overhead

1. From cam bushings2. Transfer slot3. Rocker lever support



4. Rocker lever shaft5. Rocker lever bore6. Rocker lever.

Turbocharger Oil Flow

1. Turbocharger oil supply from oil filter head2. Turbocharger oil drain to cylinder block.





008-999 Cooling System - Overview

General Information

The function of the cooling system is tomaintain a specified operating temperaturefor the engine. Some of the heat generatedby the engine is absorbed by the coolantflowing through the passages in the cylinderblock and head. Then, heat is removed fromthe coolant as it flows through the radiator.

Conventionally cooled engines withautomatic transmissions typically use oil-to-water transmission torque converter coolersplumbed between the radiator and theengine water pump.

A torque converter cooling system with aremote bypass allows the torque converterto receive coolant flow when the thermostatis closed (engine cold).

The following publications, availablethrough Cummins Distributors or CumminsDealers, provide cooling system installationrecommendations and specificationsapproved by Cummins Inc.:

Automotive InstallationRecommendations (Cooling System),Bulletin 3382413



Construction, Mining, Logging andAgriculture InstallationRecommendations (Cooling System),Bulletin 3382171Data Sheets for specific enginemodelsOperation of Diesel Engines in ColdClimates, Bulletin 3379009Heavy-Duty Coolant/SCAMaintenance Requirements, Bulletin3387910.

Open the petcocks at the bottom of theradiator and at the bottom of the oil coolerhousing. Remove the lower radiator hose. A20 liter [4 gal] drain pan will contain thecoolant in most applications.

When troubleshooting overheating,remember that too much oil in the oil pancan cause additional heat from friction whenthe rod journals are submerged in oil.Overfilling with oil raises the oil temperaturethat is transferred to the cooling system atthe oil cooler.

The system is designed to use a specificquantity of coolant. If the coolant level is low,the engine will run hot.

NOTE: The engine or system has a leakif frequent addition of coolant isnecessary. find and repair the leak.



During operation, entrapped air mixes withthe coolant which results in cavitationcorrosion and poor heat transfer. Highlyareated coolant can cause localizedoverheating of the cylinder head and blockwhich can result in a cracked head, scoredcylinder liner, or blown head gasket.

Obstructions in the coolant passages willreduce coolant flow, which can lead tooverheating.

NOTE: The small holes in the headgasket are especially susceptible to

plugging. Their size is critical. Do notenlarge the size of the orifices. Doing

so will disturb the coolant flow and willnot solve an overheating problem.

Water will cause rust formation, reducingthe flow in the smaller coolant passages.

Also, water used as a coolant for even arelatively short period can result in theexpansion plugs rusting through, which willallow the coolant to leak.

NOTE: A sudden loss of coolant from aheavily loaded engine can result in

severe damage to the pistons and

cylinder bore.

Overfueling and Loading

Overfueling can cause the engine tooverheat. Make sure that the correct engineelectronic control module (ECM) calibration



is being used.

Constant overloading (lugging) can causethe engine to run hot.





200-003 Flow Diagram, Cooling System

General Information

Internal Engine Coolant Flow

CAUTION

Never operate the engine without a thermostat. Without a thermostat, the coolant will notflow to the radiator, and the engine will overheat.

1. Coolant inlet from radiator2. Water pump suction3. Coolant flow through lubricating oil cooler4. Block lower water manifold (to cylinders)5. Coolant filter inlet (optional)6. Coolant filter outlet (optional)7. Coolant supply to cylinder head8. Coolant return from cylinder head



9. Block upper water manifold10. Thermostat bypass11. Coolant return to radiator

EGR Cooler Coolant Flow

1. Coolant supply from cylinder block to EGR cooler2. Coolant drain to cylinder block from EGR cooler3. Coolant vent line to OEM top tank from EGR cooler and cylinder head.

Turbocharger Coolant Flow

1. Turbocharger and actuator coolant supply2. Turbocharger and actuator coolant drain



3. Coolant vent line to OEM top tank.

Last Modified: 07-Dec-2009




010-999 Air Intake System - Overview

General Information

On an engine with exhaust gas recirculation(EGR), the air intake system and exhaustsystem components work together toprovide the correct amount of intake chargeflow into the engine. This overview will goover the major components of the intakesystem.

1. Turbocharger2. Charge Air Cooler (CAC)3. Air Intake Connection4. Air Intake Manifold/Cold Starting Aid.

The exhaust system components arecovered in Exhaust System - Overview.Refer to Procedure 011-999 in Section F..

Turbocharger

The turbocharger is a variable geometryturbocharger (VGT) with:

a serviceable actuator mounted to thebearing housing of the turbocharger.a speed sensor in the bearinghousing to monitor turbochargeroperation.water-cooled bearing housings (inaddition to oil lubrication).



The turbocharger uses exhaust gas energyfrom the engine to turn the turbine wheel.

The turbine wheel drives the compressorwheel through a common shaft.

The impellers on the compressor wheeldraw intake air through the OEM air filterand inlet plumbing into the compressorhousing of the turbocharger.

The air is then pressurized by thecompressor wheel before being deliveredto the charge air cooler.

Engine lubricating oil is used to lubricatethe bearings and provide some cooling forthe turbocharger.

The lubricating oil supplied to theturbocharger through the supply line is at theengine oil operating pressure.

A return line connected to the bottom of theturbocharger routes the lubricating oil backto the engine lubricating oil pan.

The turbine, compressor wheel, and shaftare supported by two rotating bearings inthe bearing housing.

Passages in the bearing housing directfiltered, pressurized engine oil to the shaftbearings and thrust bearings.

The oil is used to lubricate and cool therotating components.

Oil then drains from the bearing housing tothe engine sump, through the oil drain line.

An adequate supply of good, filtered oil isvery important to the life of the turbocharger.

Make sure a high-quality oil is used and the



oil and the oil filter are changed accordingto maintenance recommendations.

The actuator mounted on the turbochargeris used to control a sliding nozzle ring (1)internal to the turbine housing of theturbocharger.

The position of the sliding nozzle ring iscontrolled by the electronic control module(ECM) through a datalink connection.

The position of the sliding nozzle ring,internal to the variable geometryturbocharger, allows for control of turbinewheel speed and exhaust flow through theturbocharger.

This allows for control of:

Exhaust pressureTurbocharger compressor wheelspeedExhaust outlet temperatures.

WARNING

When using solvents, acids, or alkalinematerials for cleaning, follow themanufacturer's recommendations foruse. Wear goggles and protectiveclothing to reduce the possibility ofpersonal injury.

Failure of the internal components of theturbocharger can reduce its effectiveness.

A bearing failure can produce friction, whichwill slow the speed of the rotor assembly.

Failed bearings can also allow the bladesof the rotor assembly to rub the housings,reducing the rotor assembly speed.

To inspect for blade rubbing against the



housing, clean the area between thehousing and the blades with a cotton-tipswab treated with cleaning solvent.

This will remove any dirt that hasaccumulated on the housing due to theclose proximity of the blade path andprovide a clean surface for inspection.

Excessive crankcase pressure will not

allow the oil to drain from the turbocharger.This will load the bearing housing and allowlubricating oil to leak past the seal rings andinto the intake and exhaust of the engine.

If turbine seal leakage into the exhaustoccurs on engines with an aftertreatmentsystem, the aftertreatement system must

be inspected for reuse.

A restricted or damaged lubricating oilreturn line will cause the turbochargerhousing to be pressurized, causinglubricating oil to migrate past the seal ringson both the intake and exhaust side of theturbocharger.

Additionally, high intake or exhaustrestrictions can cause a vacuum betweenthe compressor and the turbochargerhousing, resulting in lubricating oil leakingpast the seal rings at the compressor(intake) side.

NOTE: If this occurs, it is necessary to

flush the charge air cooler to clean theoil from the intake system. Refer to

Procedure 010-023 in Section 10. Refer

to Procedure 010-027 in Section 10.



Turbocharger Noise

It is normal for the turbocharger to emit awhining sound that varies in intensity,depending on turbine wheel speed.

The sound is caused by the very highrotational speed of the rotor assembly andthe method used to balance the rotorassembly during manufacturing.

Because the engine uses a variablegeometry turbocharger, which allows forcontrol of the turbine wheel speedindependent of engine load and speed, thesound may not be the loudest at rated

engine speed and load.

Depending on engine and aftertreatmentrequirements for exhaust temperatures andexhaust pressure, the sound may be mostnoticeable around idle speed conditions orslightly above.

Leaks in the air system intake and/orexhaust components can produceexcessive engine noise.

A leaking noise usually sounds like a high-pitched whining or sucking.

Check for leaks in the intake and exhaustsystem.

Check to make sure all hose clamps aretight. Refer to Procedure 010-024 inSection 10..

Lower pitched sounds or rattles, at slowerengine speeds, can indicate that debris isin the system or that the rotor assembly istouching the housings.



Remove the turbocharger inlet and checkfor foreign objects.

If suspect, check for turbocharger bladedamage and bearing clearance. Refer toProcedure 010-033 in Section 10.

Charge Air Cooler (CAC)

Automotive engines use a chassis-mountedcharge air cooler to improve engineperformance and reduce emissions.

This system also uses large-diameterpiping to transfer the air from the engineturbocharger to the charge air cooler, thenreturns the air from the charge air cooler tothe engine intake manifold.

As the intake air is compressed by theturbocharger, the air temperatureincreases.

This heated air is then passed through thecharge air cooler, which cools the air.

Cool air is more dense, which allows moreair to be compressed into the cylinder,yielding a much greater combustionefficiency.

Air Intake Connection

NOTE: The style of the air intake

connection (1) can vary depending on

the application. Although the air intake

connection may appear different, the

function is the same.



The air intake connection is a critical piecein combining the EGR flow and the freshintake air of the engine.

The EGR valve (2) is mounted to the top ofthe air intake connection.

The purpose of the EGR valve is to controlthe amount of EGR flow into the air intakeconnection.

The amount of EGR flow entering the airintake connection is measured throughinternal drillings in the air intake connectionby a differential pressure sensor (3).

The air intake connection also acts as theintake air source for engines equipped withturbocharged air compressors.

An air compressor inlet tube connects theair compressor to the air intake connection.

Air Intake Manifold/Cold Starting Aid

An air intake manifold with an integral coldstarting aid is used to cover the intakeportion of the cylinder head.

The integral cold starting aid is a singleelement intake air heater used to pre-heatthe intake air under cold ambientconditions.

The on/off operation of the intake air heateris controlled by the ECM.

The ECM controls a single OEM-suppliedsolenoid which provides power for theintake air heater when commanded.

NOTE: The cold starting aid is not a

serviceable part. If the cold starting aid

has cracked, broken, or melted

elements, the engine air intake manifold

must be replaced. Refer to Procedure

010-023 in Section 10.



200-004 Flow Diagram, Air Intake System

General Information

Air Intake Flow

1. Air cleaner2. Turbocharger compressor inlet3. Turbocharger compressor outlet4. Charge air cooler inlet5. Charge air cooler outlet6. Air intake connection7. Intake manifold (intregal part of the cylinder head)8. Intake port9. Intake valve.




011-999 Exhaust System - Overview

General Information

On an engine with exhaust gas recirculation(EGR), the air intake system and exhaustsystem components work together toprovide the correct amount of intake chargeflow into the engine. This overview coversthe major components of the exhaustsystem.

1. Exhaust manifold and seal2. EGR cooler3. EGR valve4. Exhaust pressure sensor and

mounting

This overview also covers the aftertreatmentsystem components located off the enginein the exhaust system.

The exhaust manifold is a two-piece designwith a sealed slip-joint to allow for thermalexpansion.

Depending on the application, the exhaustmanifold used can vary in order to locatethe turbocharger in various positions, asrequired by the application.

The exhaust manifold has an additional portthat connects to the EGR cooler inlet (1).



The exhaust manifold sections are sealedby a metallic exhaust seal (1), which isreplaceable in the event the sealmalfunctions and leaks exhaust gas.

The seal requires a special installation toolto be properly installed to the exhaustmanifold.

The EGR cooler (1) cools the exhaustgases flowing to the EGR valve. The EGRcooler is mounted above the exhaustmanifold and is supported by the EGRcooler mounting bracket (2) attached to thecylinder head.

Because the EGR valve is mounted afterthe EGR cooler, the EGR cooler is underthe same exhaust temperatures andpressures as the exhaust manifold.

The EGR cooler has a coolant vent (3) nearthe exhaust outlet of the EGR cooler. Thisvent prevents air from being trapped in thecooler during coolant filling and engineoperation by continuously flowing coolant tothe top tank of the vehicle cooling system.

Exhaust pressure in the exhaust manifold(which determines the position of thevariable geometry turbocharger and theEGR valve) is measured by an exhaustpressure sensor. To maximize the longevityof the exhaust pressure sensor, the sensordoes not mount directly in the exhaustmanifold. The exhaust pressure sensor isconnected by a tube to the exhaust manifoldand is located on the EGR cooler coolantoutlet connection, for additional cooling ofthe sensor.



The aftertreatment system is used to reduceparticulate emissions and is composed ofsix main components:

1. Aftertreatment inlet.2. Aftertreatment diesel particulate filter

differential pressure sensor.3. Aftertreatment diesel oxidation

catalyst.4. Aftertreatment diesel particulate filter.5. Aftertreatment outlet.6. Aftertreatment exhaust gas

temperature sensors.

NOTE: In some applications, theaftertreatment diesel oxidation catalyst

can be contained within the inletsection of the aftertreatment system.

Passive regeneration occurs when theexhaust temperatures are naturally highenough to oxidize the soot collected in theaftertreatment diesel particulate filter fasterthan the soot is collected.

Passive regeneration typically occurs whenthe temperature of the aftertreatment dieselparticulate filter is above 316C [600F].This occurs during highway driving ordriving with heavy loads.

Since passive regeneration occursnaturally, it is considered to be normalengine operation. No fuel is added to theexhaust stream during passiveregeneration.

Since passive regeneration occursnaturally, it is considered to be normalengine operation. No fuel is added to theexhaust stream during passiveregeneration.

Active regeneration occurs when the



exhaust temperatures are not naturally high

enough to oxidize the soot collected in theaftertreatment diesel particulate filter fasterthan it is collected.

Active regeneration requires assistancefrom the engine in order to increase theexhaust temperature. This is typically doneby injecting a small amount of diesel fuelinto the exhaust stream (calledaftertreatment injection) which is thenoxidized by the aftertreatment dieseloxidation catalyst. The oxidation of thisadditional fuel creates the heat needed toregenerate the aftertreatment dieselparticulate filter.

Aftertreatment injection requires that temperatures in the aftertreatment system reachapproximately 288C [550F]. At this temperature and above, the small quantities of fuelinjected into the exhaust will properly oxidize across the aftertreatment diesel oxidationcatalyst creating the additional heat required to actively regenerate the aftertreatmentdiesel particulate filter.

During active regeneration, the engine ECM monitors the exhaust temperatures beforeand after the aftertreatment diesel particulate filter and maintains the temperatures in arange of approximately 482 to 649C [900 to 1200F]. The quantity of fuel used foraftertreatment injection will vary as the temperature is controlled within these limits.

The temperatures achieved during active regeneration are typically higher than thoseachieved during passive regeneration. The conversion of soot to carbon dioxide occursmuch faster as temperatures increase.

A typical active regeneration event will take approximately 20 to 40 minutes to completewhile the vehicle is operating. The vehicle operator may notice additional turbochargernoise during this time, along with an illuminated high exhaust temperature lamp.

The frequency at which an engine will require an active regeneration varies greatly fromapplication to application. In general, vehicles with a low vehicle speed, such as urbanvehicles, or a low-load duty cycle, will require more active regeneration events than aheavily loaded vehicle or a vehicle with a highway speed duty cycle.

The engine ECM also contains a time-based feature for active regenerations which isused to verify correct aftertreatment operation when the vehicle duty cycle is typically highenough that active regeneration events are not necessary.

If the engine has not completed an active regeneration within the last 96 hours of

operation, the engine ECM will call for a time-based active regeneration event.

The 96-hour timer resets each time the ECM detects that an active regeneration event has



completed.

Under some operating conditions, such as low speed, low load, or stop and go dutycycles, the engine may not have enough opportunity to regenerate the aftertreatment

diesel particulate filter during normal vehicle operation. When this occurs, the engineilluminates the aftertreatment diesel particulate filter lamp to inform the vehicle operatorthat assistance is required, typically in the form of a stationary (parked) regeneration.

Stationary (parked) regeneration is a form of active regeneration that is initiated by thevehicle operator when the vehicle is not moving.

Use the following procedure for more information on Stationary (Parked) Regeneration.Refer to Procedure 014-013 in Section 14.

The vehicle manufacturer has the option of installing two switches that controlaftertreatment functions: the start switch and the permit switch.

The start switch (known as the Diesel Particulate Filter Regeneration Start Switch inINSITE electronic service tool) is used to start a stationary (parked) regeneration. Thevehicle manufacturer may also reference this switch as a stationary regeneration switch,start switch, or parked regeneration switch.

The permit switch (known as the Diesel Particulate Filter Permit Switch in INSITEelectronic service tool) is used to allow the vehicle operator to disable active regeneration,if necessary. The vehicle manufacturer may also reference this switch as an inhibit switch,stop switch, or disable switch.

Use the following procedure for switch operation and troubleshooting. Refer to Procedure



011-056 in Section 11.

The Minimum Vehicle Speed for Automotive Mobile Regeneration parameter in INSITEelectronic service tool allows the vehicle manufacturer to program a minimum vehiclespeed at which active regeneration is allowed.

This parameter is controlled by the vehicle manufacturer and can be protected by an OEMpassword. Do not change the value of this parameter without written consent of the vehicle

manufacturer.

This parameter can be set between 0 to 40 kph [0 and 25 mph].

When this parameter is set to zero mph, the engine is allowed to activate an activeregeneration event at any vehicle speed.

If the engine needs to initiate an active regeneration event, but the vehicle speed is zeroand the engine is at low idle speed, the engine will not immediately enter an active

regeneration event. The ECM will wait until the engine speed increases to begin the activeregeneration event. Once the active regeneration begins, and the exhaust temperatureshave increased, the engine will maintain the active regeneration event, even if the vehiclespeed returns to zero and the engine speed returns to idle.

When the vehicle speed is greater than zero and the engine speed is above idle speed, anactive regeneration event can occur at any time.

When this parameter is set to any speed other than zero mph, the triggers for activeregeneration change.

In order for an active regeneration event to start, the vehicle speed must exceed 64 kph

[40 mph], regardless of minimum vehicle speed parameter setting. Once the vehiclespeed exceeds 40 mph, an active regeneration event can begin.

Once the vehicle speed has exceeded 64 kph [40 mph] and the active regeneration eventhas started, the active regeneration event will continue until the vehicle speed drops belowthe minimum speed parameter. Once the vehicle speed drops below the minimum speedparameter, the active regeneration stops.

The vehicle must once again exceed 64 kph [40 mph] to begin the active regenerationevent again.

If a vehicle has a non-zero minimum vehicle speed for mobile active regeneration, and hasa low vehicle speed or stop-and-go duty cycle (such as a transit bus, delivery vehicle,school bus), the engine may not have enough opportunity to perform or complete an active

regeneration event. An engine in this situation can illuminate the diesel particulate filter(DPF) lamp on a frequent basis, signaling the need for a stationary regeneration.

The Active Regeneration in power-take off (PTO) and Remote Modes parameter inINSITE electronic service tool allows the vehicle manufacturer to allow/disallowregeneration when a vehicle is in a PTO or remote operating mode.

This parameter is controlled by the vehicle manufacturer and can be protected by an OEMpassword. This parameter can be set to enable or disable. Do not change the value of thisparameter without written consent of the vehicle manufacturer.



When this parameter is set to Disable, an active regeneration event can not occur when

the vehicle is in a PTO or remote operating mode. Certain applications (such as a firetruck, delivery vehicle, and transit bus) may assume a PTO or remote operating state manytimes during normal operation and may not have enough opportunity to perform orcomplete an active regeneration event. An engine in this situation can illuminate the dieselparticulate filter (DPF) lamp on a frequent basis, signaling the need for a stationaryregeneration. Consult the vehicle manufacturer for information regarding specific engineoperating states.

The aftertreatment warm-up feature activates during periods of extended idle time.

The purpose of this feature is to increase the temperature of the aftertreatment system toremove any deposit accumulation that has built up during the idle time.

After the ECM detects that the exhaust temperature entering the aftertreatment system hasbeen below 212C [413F] for approximately 2 hours, the ECM automatically activates theaftetreatment warm-up feature for approximately 10 minutes.

For the aftertreatment warm-up feature to activate, the following conditions must be met:

The clutch pedal is released.The brake pedal is released.The transmission is in neutral or park.PTO or Remote PTO is off.The vehicle speed is zero mph.The accelerator pedal is released.

The aftertreatment warm-up feature is similar to stationary regeneration because it usesthe same engine speeds and inputs. However, the aftertreatment warm-up feature doesnot require aftertreatment injection, as it does not require the higher temperatures that are

needed during stationary (parked) regeneration.

Increasing the exhaust temperature entering the aftertreatment system to above 150C[302F] for approximately 10 minutes allows the aftertreatment warm-up to deactivate. Thiscan be done by allowing the engine to operate in this condition for approximately 10minutes or by driving the vehicle.





200-005 Flow Diagram, Exhaust System

General Information

Exhaust Flow

1. Exhaust valves2. Exhaust port3. Exhaust manifold4. Turbocharger turbine housing5. Turbocharger exhaust outlet6. EGR cooler gas inlet7. EGR cooler8. EGR cooler gas outlet9. EGR valve.



1. Exhaust from turbocharger2. Exhaust pipe with exhaust mixture3. Exhaust gas temperature sensor number 14. Aftertreatment inlet5. Aftertreatment diesel particulate filter differential pressure sensor6. Aftertreatment diesel oxidation catalyst7. Exhaust gas temperature sensor number 28. Aftertreatment diesel particulate filter differential pressure sensor tubes (Hi*)9. Installation alignment tab

10. Aftertreatment diesel particulate filter11. Aftertreatment diesel particulate filter differential pressure sensor tube (Low*)12. Aftertreatment outlet13. Exhaust gas temperature sensor number 314. Exhaust flow exiting aftertreatment system.

* (Hi) and (Low) are with respect to the flow direction. The inlet to the aftertreatment systemis considered the (Hi) pressure side.

Last Modified: 19-Jul-2010




012-999 Compressed Air System - Overview

General Information

The compressed air system normallyconsists of an on-engine/gear-driven aircompressor, air governor, air tanks, and allnecessary plumbing.

The components listed below are commonlyused in a compressed air system:

1. Air governor2. Discharge line3. Air dryer4. Supply tank5. Check valve6. Primary tank7. Secondary tank8. Check valve9. Air compressor

The engine is supplied with the aircompressor and related intake air andcoolant plumbing only. The remainder of

the compressed air system is theresponsibility of the vehicle manufacturer.

Air Compressor

Several different air compressors areavailable for the engines covered in thismanual. Both single cylinder (1) and twocylinder (2) modules are available.

The air compressors can either beturbocharged or naturally aspirated,



depending on the configuration.

The air compressor can also be a lowthroughput torque or high throughput torquemodel, depending on the application.

Low throughput torque models have anSAE A rear flange (1).

High throughput torque models have anSAE B rear flange (2).

To make sure the air compressor does not

contribute to engine vibrations, wheninstalled, the air compressor must be

properly timed on the engine.

The key factor which determines thereliability and durability of an aircompressor in an application is the amountof time the air compressor is supplying airduring the vehicle/machine operation,known as the duty cycle of the aircompressor.

Air compressors are not designed to pumpcontinuously and will generate a lot of heatwhen pumping, which is dissipated duringthe time the compressor is not pumping

(called the unloaded operation).

Compressed air systemmaintenance/servicing can help minimizeair compressor duty cycle and ensurereliability and durability of the air



compressor. These item include but are notlimited to:

1. Find and stop all leaks in the system.Air leaks can double or tripleoperating duty cycles. Close attentionto correcting air system leaks iscritical.

2. Checking the air compressor exhaustport, discharge line, and fittings forcarbon build up. If the carbon buildupis greater than 1.6 mm [0.06 in], cleanor replace as necessary.

3. Check the air lines and fittingsbetween the outlet port of the air dryerand the first tank after the air dryer forany water or oil. The tank should bedry. If oil is present, replace the dryerdesiccant and clean the downstreamsystem and components as required.

Refer to the OEM manual for the vehicle formaintenance and service information for thecompressed air system. For aircompressor specific maintenance, see theOperation and Maintenance and/or Owner'smanual for the engine being serviced.

Air Compressor Cylinder Head

The air compressor cylinder head is cooledby engine coolant. The cylinder containsintake and exhaust valves to regulate airflow into and out of the cylinder head.

Most air compressor cylinder heads can beserviced without removing the compressorfrom the engine. This manual coversservicing of the cylinder head with thecompressor installed on the engine. If thereis internal damage to the air compressor,the air compressor must be replaced.

Prior to removing the air compressorcylinder, make sure to check if replacementparts are available. Some air compressorcylinder heads may not be able to be

serviced separately from the air



compressor.

The compressor operates continuously, buthas a loaded" and unloaded" operatingmode. The operating mode is controlled bya pressure activated air governor and theair compressor unloader assembly. The airgovernor can be located on the aircompressor or remotely on the vehicle.

When the air system reaches apredetermined pressure, the governorapplies an air signal to the unloaderassembly, causing the unloader to eitherhold open or shutoff the compressor'sintake valve. This causes compressed air tostop flowing into the compressed airsystem.

As the system is used, the pressure drops.At a predetermined pressure, the governordirects an air signal to the compressorunloader assembly, allowing thecompressor to again pump compressed airinto the system.





200-006 Flow Diagram, Compressed Air System

General Information

1. Coolant2. Air3. Lubricant.

Last Modified: 26-Jul-2006




013-999 Electrical Equipment - Overview

General Information

The basic heavy-duty electrical systemconsists of:

Batteries (1)Starting motor (2)Alternator (generator) (3)Magnetic switch (4)Push-button switch or keyswitch (5)Control (or relay) circuit wiringBattery cables or cranking circuit.





204-002 About the Manual

General Information

This Service Manual is intended to aid in determining the cause of engine relatedproblems and to provide recommended repair procedures. Additionally the manual isintended to aid mechanics in disassembly, inspecting parts for reuse, rebuilding andassembly of components.

The manual is divided into sections. Each section is equivalent to a group used inCummins' filmcard system. Some sections contain reference numbers and procedurenumbers. Reference numbers provide general information, specifications, diagrams, and

service tools where applicable. Procedure numbers are used to identify and reference

specific repair procedures for correcting the problem and describe specific rebuildprocedures.

This manual does not contain fuel systems electronic troubleshooting. Use the

troubleshooting trees in this manual, if there are no electronic fault codes.

This manual is designed so the troubleshooting trees are used to locate the cause of anengine problem. The troubleshooting trees then direct the user to the correct repairprocedure. The repair procedures within a section are in numerical order. However, therepair steps within a given procedure are organized in the order the repair must be

performed regardless of the numerical order of the steps. The user must use the contents

pages or the index at the back of the manual to locate specific topics when not using the

troubleshooting trees.





014-999 Engine Testing - Overview

General Information

The engine test is a combination of an engine run-in and a performance check. The enginerun-in procedure provides an operating period that allows the engine parts to achieve afinal finish and fit. The performance check provides an opportunity to perform finaladjustments needed to optimize the engine's performance.

An engine test can be performed using either an engine dynamometer or a chassisdynamometer. If a dynamometer is not available, an engine test must be performed in a

manner that simulates a dynamometer test.

Check the dynamometer before beginning the test. The dynamometer must have the

capability to test the performance of the engine when the engine is operating at themaximum rpm and horsepower range (full power).

The engine crankcase pressure, often referred to as engine blowby, is an important factorthat indicates when the piston rings have achieved the correct finish and fit. Rapid changesof blowby or values that exceed specification by more than 50 percent indicate thatsomething is wrong. The engine test must be discontinued until the cause has been

determined and corrected.





020-999 Vehicle Braking - Overview

General Information

NOTE: The engine brake is comprised

of two assemblies. The following

instructions apply to both of the enginebrake assemblies.

Engine brake controls consist of thefollowing:

An ON/OFF switchClutch switchThrottle sensorTwo-position selector switch(optional).

The throttle sensor is part of the acceleratorpedal assembly located in the cab, and willdeactivate the engine brakes whendepressed.



The clutch switch uses the motion of theclutch linkage to deactivate the enginebrakes when the clutch pedal is depressed.Depressing the clutch while in cruise controlwill disengage the cruise control.

The service brake switch is attached to theservice brake.

Applying the service brakes while in cruisecontrol will disengage the cruise control andenable the engine brakes.

NOTE: See the appropriate pages in

this section for specific informationabout engine brake operation under

certain road conditions.

To activate the engine brakes, switch theON/OFF switch to the ON position. Onceactivated, the operation of the enginebrakes is fully automatic.

WARNING

Do not use the engine brakes whilebobtailing or pulling an empty trailer.With the engine brakes in operation,wheel lockup can occur more quicklywhen the service brakes are applied,especially on vehicles with single-driveaxles.



Make sure the engine brakes are switchedto the OFF position when bobtailing orpulling an empty trailer.

CAUTION

The engine harness are designed toassist the vehicle's service brakes inslowing the vehicle to a stop.

Remember, service brakes will be requiredto bring the vehicle to a stop.

CAUTION

Do not use the engine brakes to aidclutchless gearshifting. This can causethe engine to stall or lead to enginedamage.

CAUTION

Do not operate the engine if the engine brakeswill not deactivate.

If the engine brakes will not shut off, shut off the

engine immediately.

Last Modified: 18-Sep-2009




t00-001 Troubleshooting Procedures andTechniques

General Information

A thorough analysis of the customer's complaint is the key to successful troubleshooting.The more information known about a complaint, the faster and easier the problem can besolved.

The Troubleshooting Symptom Charts are organized so that a problem can be located andcorrected by doing the easiest and most logical things first. Complete all steps in thesequence shown from top to bottom.

It is not possible to include all the solutions to problems that can occur; however, these

charts are designed to stimulate a thought process that will lead to the cause andcorrection of the problem.

Follow these basic troubleshooting steps:

Get all the facts concerning the complaintAnalyze the problem thoroughlyRelate the symptoms to the basic engine systems and componentsConsider any recent maintenance or repair action that can relate to the complaintDouble-check before beginning any disassemblySolve the problem by using the symptom charts and doing the easiest things firstDetermine the cause of the problem and make a thorough repairAfter repairs have been made, operate the engine to make sure the cause of thecomplaint has been corrected





t00-002 Troubleshooting Symptoms Charts

General Information

Use the charts on the following pages of this section to aid in diagnosing specificsymptoms. Read each row of blocks from top to bottom. Follow through the chart to identifythe corrective action.

WARNING

Troubleshooting presents the risk of equipment damage, personal injury or death.Troubleshooting must be performed by trained, experienced technicians.

Last Modified: 22-May-2012



t00-004 Troubleshooting Overview

Engine Noise Diagnostic Procedures - General Information

NOTE: When diagnosing engine noise problems, make sure that noises caused by accessories, such

as the air compressor and power take-off, are not mistaken for engine noises. Remove the accessory

drive belts to eliminate noise caused by these units. Noise will also travel to other metal parts notrelated to the problem. The use of a stethoscope can help locate an engine noise.

Engine noises heard at the crankshaft speed, engine rpm, are noises related to the crankshaft, rods, pistons, andpiston pins. Noises heard at the camshaft speed, one-half of the engine rpm, are related to the valve train. Ahandheld digital tachometer can help determine if the noise is related to components operating at the crankshaftor camshaft speed.

Engine noise can sometimes be isolated by performing a cylinder cutout test. Refer to Procedure 014-008 inSection 14. If the volume of the noise decreases or the noise disappears, it is related to that particular enginecylinder.

There is not a definite rule or test that will positively determine the source of a noise complaint.

Engine-driven components and accessories, such as gear-driven fan clutches, hydraulic pumps, belt-drivenalternators, air-conditioning compressors, and turbochargers, can contribute to engine noise. Use the followinginformation as a guide to diagnosing engine noise.

Main Bearing Noise

(See Engine Noise Excessive - Main Bearing symptom tree)

The noise caused by a loose main bearing is a loud, dull knock heard when the engine is pulling a load. If all mainbearings are loose, a loud clatter will be heard. The knock is heard regularly every other revolution. The noise isthe loudest when the engine is lugging or under heavy load. The knock is duller than a connecting rod noise. Lowoil pressure can also accompany this condition.

If the bearing is not loose enough to produce a knock by itself, the bearing can knock if the oil is too thin or if thereis no oil on the bearing.

An irregular noise can indicate worn crankshaft thrust bearings.

An intermittent, sharp knock indicates excessive crankshaft end clearance. Repeated clutch disengagements cancause a change in the noise.


Connecting Rod Bearing Noise

(See Engine Noise Excessive - Connecting Rod symptom tree)

Connecting rods with excessive clearance will knock at all engine speeds under both idle and load conditions.When the bearings begin to become loose, the noise can be confused with piston slap or loose piston pins. Thenoise increases in volume with engine speed. Low oil pressure can also accompany this condition.

Piston Noise

(See Engine Noise Excessive - Piston symptom tree)

It is difficult to tell the difference between piston pin, connecting rod, and piston noise. A loose piston pin causes aloud double knock that is usually heard when the engine is idling. When the injector to this cylinder is cut out, anoticeable change will be heard in the sound of the knocking noise. However, on some engines the knockbecomes more noticeable when the vehicle is operated on the road at a steady speed.

Driveability - General Information

Driveability is a term that in general describes vehicle performance on the road. Driveability problems for anengine can be caused by several different factors. Some of the factors are engine-related and some are not.

Before troubleshooting, it is important to determine the exact complaint and whether the engine has a realdriveability issue or if it simply does not meet driver expectations. The Driveability/Low-Power Customer

Complaint Form is a valuable list of questions that must be used to assist the service technician in determining

what type of driveability issue the vehicle is experiencing. Complete the checklist before troubleshooting the issue.The form can be found at the end of this section. If an engine is performing to factory specifications but does not

meet the customer's expectations, explain to the customer that nothing is wrong with the vehicle and why.

The troubleshooting symptom charts have been set up to divide driveability problems into two different symptoms:Engine Power Output Low and Engine Acceleration or Response Poor.

Low power is a term that is used in the field to describe many different performance issues. However, in thismanual low power is defined as the inability of the engine to produce the power necessary to move the vehicle at aspeed that can be reasonably expected under the given conditions of load, grade, wind, and so on. Low power isusually caused by the lack of fuel flow that can be caused by any of the following factors:

Lack of full travel of the accelerator pedalFailed boost sensorExcessive fuel inlet, intake, exhaust, or drainline restrictionLoose fuel pump suction lines.

Low power is the inability of the vehicle to accelerate satisfactorily from a stop or the bottom of a grade. See thesymptom tree Engine Power Output Low for the proper procedures to locate and correct a low-power issue. Thechart starts off with basic items that can cause lower power.

Poor acceleration or response is described in this manual as the inability of the vehicle to accelerate satisfactorilyfrom a stop or from the bottom of a grade. It can also be the lag in acceleration during an attempt to pass orovertake another vehicle at conditions less than rated speed and load. Poor acceleration or response is difficult totroubleshoot since it can be caused by factors such as:


Engine or pump related factorsDriver techniqueImproper gear shiftingImproper engine applicationWorn clutch or clutch linkage.

Engine related poor acceleration or response can be caused by several different factors such as:

Failed boost sensorExcessive drainline restrictionAccelerator deadband.

See the symptom tree Engine Acceleration or Response Poor for the proper procedures to locate and correct apoor acceleration or response complaint. For additional information, see Troubleshooting Driveability Complaints,Bulletin 3387245.

Driveability/Low Power - Customer Complaint Form

Customer Name/Company/Driver____________________________________Date______________

Describe Problem/Complaint_____________________________________________________Symptoms of the Problem/Complaint

When cranking:____Cranks too slowly____Cranks OK but does not start easily

____Cranks OK but does not start____Slow start; _____ seconds____Starts then dies____Idle RPM is rough when engine is cold____Idle RPM is rough when engine is hot

When driving____Misses or hesitates during acceleration____Misses or hesitates during deceleration____Stalls (dies) during acceleration____Stalls (dies) during deceleration____Smokes: ___ black ___ white____Low power____Unusal engine____________________________________________________________________________

When do you notice the Problem/Complaint occurring?

Engine conditions:When the coolant temperature for the engine is:___ cold ___ normal ___ hot ___ all temperaturesWhen the engine is ____ RPM on the tachometer

Weather conditions:___ cold (below 10C [50F]) ___ hot (above 27C [80F]) ___ humid or rainy ___ other____________________

When driving:____Accelerating____Decelerating____Climbing a grade / hill____Down hill


____Braking____Unloaded____Loaded

How did the problem occur? Suddenly ________ Gradually ________At what hour/mileage did the problem begin? Hours ________ Miles ________ Since New ________

After engine repair? Yes ________ No ________After equipment repair? Yes ________ No ________After change in equipment use? Yes ________ No ________After change in selected programmable parameters? Yes ________ No ________If so, what was repaired and when?______________________________________________________________

Does the vehicle also experience poor fuel economy? Yes ________ No ________

Answer questions 7 through 10 using selections (A through F) listed below. Circle the letter or letters that bestdescribe the complaint.

A - Compared to fleet, B - compared to competition, C - compared to previous engine

D - Personal expectation, E - will not pull on hill, F - will not pull on flat terrain

A B C D E F

Can the vehicle obtain the expected road speed? Yes ________ No ________What is desired speed? rpm/mph ________What is achieved speed? rpm/mph ________Gross vehicle weight ________________

A B C D E F

Has the vehicle's load changed? Yes ________ No ________Is the vehicle able to pull the load? Yes ________ No ________

When?

________ On hilly terrain________ With a loaded trailer________ On flat terrain________ Other___________________________________________________________________________________

If no was the answer to the previous questions, fill out the Driveability/Low Power/Excessive Fuel ConsumptionChecklist and go to the Low Power performance tree.

A B C D E F

Is the vehicle slow to accelerate or respond? Yes ________ No ________

When?

From a stop? Yes ________ No ________After a shift? Yes ________ No ________ rpm ________Before a shift? Yes ________ No ________ rpm ________No shift? Yes ________ No ________ rpm ________

A B C D E F

Does the vehicle hesitate after periods of long deceleration or coasting? Yes ________ No ________ rpm________

If yes was the answer to the previous two questions, fill out the Driveability/Low Power/ Excessive FuelConsumption Checklist and go to the Poor Acceleration/Response performance tree.

Additional Comments:


This Page Can Be Copied for Your Convenience.

Driveability/Low Power/Excessive Fuel Consumption - Checklist

Vehicle/Equipment Specifications

Year, Type, and Model:____________________________________________________________________________________

Transmission (RT 14609, and so forth): ________________________,

Duty Cycle:________________________________________,

Rear Axle Ratio, Number of Axles: _____, Application: Industrial ____, Marine ____, Genset ____, Automotive____

Typical Gross Vehicle Weight: _________________________, Engine Rating: _________________________

Trailer Type and Size: _______________________________________, Height: __________, Weight:__________

Tire Size (11R x 24.5, low profile, and so forth)________________________________________________________

Tire Type: Radial __________, Standard Tread __________, Extra Tread __________

Fan Type: Direct Drive __________, Viscous __________, Clutch __________

Power Steering: Yes ________ No ________Air Conditioner: Yes ________ No ________Air Shield: Yes________ No ________Freon Compressor: Yes ________ No ________

General Information

DO Number: SC Number:

Fuel Pump Code: Fuel Pump Serial Number:

Mileage: Engine Serial Number:

Date in Service: Engine Model and Rating:

Cruise Speed and rpm: Rated Speed and rpm:

Road Speed Governor: Yes No Type:

Engine Brake: Yes No Type/Brand:

Chassis and Other Related Items

Tank Vents: OK Not OK Obvious Fuel Leaks: Yes No

Brake Drag: OK Not OK Axle Alignment: OK Not OK

Altitude: Ambient Temperature:

Fuel Heater: Conditions (Wind, Rain, Snow):

Fuel Type: Number 1D Number 2D Other

Typical Terrain: Flat Hilly Percent of Asphalt Percent of Concrete


Additional Comments:

Use this information for VE/VMS run.This Page Can Be Copied for Your Convenience

Fuel Consumption - General Information

The cause of excessive fuel consumption is hard to diagnose and correct because of the potential number offactors involved. Actual fuel consumption problems can be caused by any of the following factors:

Engine factorsVehicle factors and specificationsEnvironmental factorsDriver technique and operating practicesFuel system factorsLow-power/driveability problems.

Before troubleshooting, it is important to determine the exact complaint. Is the complaint based on whether theproblem is real or perceived, or

cumminsisc and isl cm2150service manual

Documents

engine model

isl cm2150bulletin number

filter head capscrews

hourmpq miles

following information

millionpsi pounds

cubic inch displacementcng

customer interface boxc