3666484 ISL and QSL9 Engine Familiarization

ISL and QSL9 Engine Familiarization

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Service Bulletin Number 3666484

Date 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 other interested individuals with the Cummins ISL and QSL9 diesel engines. The ISL and QSL9 are Heavy-duty, fully electronic automotive diesel engines featuring many enhanced design concepts for continued simplicity and compactness. An understanding of the information contained in this bulletin will help to identify the components, properly maintain the engine, 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 Engines QSL9 Engines Section 10. ISL and QSL9 Engine Options 63

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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 electronic six-cylinder diesel engines. The engine incorporates all the important features and advantages of modern diesel technology, including an enginemounted ECM. The Cummins-designed ECM controls the Cummins accumulator pumping system (CAPS) electronic fuel injection pump for better efficiency and also monitors the sensors on the engine to make sure it is operating properly.

The engine covers a number of midrange automotive applications such as: Medium-duty trucks Recreational vehicles Emergency vehicles Fire trucks Buses.

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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 most ratings. ISL and QSL9 engines are designed to metric unit specifications throughout. The only deviation is the use of some SAE standard pipe fittings and plugs. Unit specifications for optional accessory equipment will vary with supplier. Service publications list metric values along with their SAE equivalents for comparison.

Section 2. Design Features A variety of fan hub (1) mounting positions and automatic belt tensioner (2) positions are available on the ISL and QSL9 engines for various applications. The automatic belt tensioner is used to maintain proper belt tension.

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

The cylinder block has many innovative design features. The block casting includes provisions for the following: 1. 2. 3. 4.

Oil cooler housing Water pump housing Oil pump housing Cylinder liners

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

The ECM is mounted on the left side of the engine block below the fuel filter. It controls the CAPS fuel injection pump by issuing fueling and timing commands based on engine speed, load, and throttle position. It also monitors all engine sensors for better overall operation and engine protection. The ECM allows the driver to access many electronic features, including cruise control, power take-off, and adjustable idle speed. It also logs fault codes if there is a problem with the engine.

All ISL and QSL9 engines are equipped with a two-piece exhaust manifold. Capscrew towers are used to mount the exhaust manifolds to the cylinder head. Key components of the exhaust system are as follows: 1. 2. 3. 4.

Exhaust valves Exhaust manifold (two-piece) Dual-entry turbocharger Turbocharger exhaust outlet.

The engine features a newly designed Holset® HX40 turbocharger, which has been optimized for the higher speed ISL and QSL9 ratings. 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 allows the injector to be centrally located in the cylinder. The thermostat housing is an integral part of the block casting, which eliminates a potential leak point, and provides for a vertically mounted thermostat.

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The cylinder head design features include: Integral intake manifold Four 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: 1. 2. 3. 4. 5. 6.

Valve spring retainer Valve spring Valve stem seal Pressed-in valve guide Valve seat insert Valve.

The valve train consists of the following: 1. 2. 3. 4.

Rocker lever assembly Push rods Tappets Camshaft.

Valve crossheads have been added because of the addition of two more valves per cylinder. A new rocker lever design has been implemented to reduce valve train wear. This design consists of a ball-and-socket type of end where the rocker lever contacts the valve crosshead.

A camshaft bushing (1) is located in each camshaft bore and is used to carry the side loading from the accessory drive.

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The power components of the engine are the following: 1. Piston 2. Connecting rod 3. Crankshaft.

ISL and QSL9 engines use steel-backed trimetal connecting rod bearings. 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 all have 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 of the pistons are a high-swirl combustion bowl, a free-floating piston pin held in by retaining rings, and cast-aluminum bodies.

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The crankshaft is a forged-steel, full-fillet hardened, integrally balanced unit. Internal cross drillings supply the connecting rod bearings with oil. The crankshaft thrust is controlled by a flanged upper bearing shell (1), which is located in the number 4 main bearing. Oversize rod and main service bearings are available for use 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: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Gerotor lubricating oil pump Pressure regulator valve Oil cooler Filter bypass valve Full-flow oil filter Turbocharger Turbocharger oil drain Main oil rifle Crankshaft Camshaft Valve train Rod bearing.

The lubricating oil flow begins as the higher capacity gerotor lubrication 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 in the cylinder block (2) to the oil cooler cover and the oil cooler bypass thermostat (3). If the oil is cold, the thermostat is open, allowing some oil to bypass the cooler and flow directly to the filter. As the temperature rises, the thermostat closes, directing all of the oil through the cooler plates. Upon exiting the cooler, the oil flows through the inner

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channels of the cover (4), through the pressure regulator (5), and to the oil filter (6).

When oil pressure from the pump exceeds 517 kPa [75 psi], the pressure regulator (2) opens, uncovering the dump port and allowing some oil to drain back to the oil pump inlet. The remaining oil flows to the cast passage in the oil cooler cover leading to the Fleetguard® LF3000 Stratapore™ oil filter. The oil flows through the cooler and filter in the following order: 1. 2. 3. 4. 5. 6.

From lubricating oil cooler Pressure regulator To lubricating oil filter Flows through oil filter To main oil rifle To turbocharger.

The Fleetguard® LF3000 Stratapore™ filter is a combination full-flow and bypass oil filter. The upper section of the filter contains the full-flow filter element while the lower section contains the bypass element. Oil that flows through the bypass returns to the oil pan. During normal engine operation, oil circulates through the full-flow section of the combination filter and into the main oil rifle. If the full-flow section of the combination filter becomes plugged to the point that a 175-kPa [25-psi] oil pressure difference exists across the filter, the bypass valve opens in the oil filter head and routes unfiltered oil to the main oil rifle. This is done to prevent oil starvation to the engine with a plugged oil filter. 1. 2. 3. 4. 5.

Bypass valve is closed From lubricating oil pump To main oil rifle Bypass valve is open Bypass valve.

The filtered oil flows up the center of the filter and across the back of the oil cooler cover. At the oil cooler cover oil flow is divided. A portion flows to the turbocharger, while the rest passes down a cast passage to a cross drilling in the block. The oil flow to the turbocharger is in the following order: 1. Lubricating oil filter 2. Turbocharger oil supply (oil under pressure)

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3. Turbocharger oil drain (gravity flow back to pan) 4. To main oil rifle.

Once the oil has been cooled and filtered, a cross drilling over the number 3 main bearing carries it across the block to the main oil rifle. The main oil rifle runs the length of the block and carries oil to the camshaft and main bearings through individual transfer drillings. Oil flow through the main oil rifle is in the following order: 1. 2. 3. 4.

From oil filter To main oil rifle Flow to main bearings and camshaft bushings Flow to overhead (from camshaft bushings).

The transfer drilling connected to the main oil rifle supplies oil to a groove in the upper main bearing shells. Oil is then supplied to the piston cooling nozzles, seated in the upper main bearing saddles, and the cam bores through short radial drillings. The piston pins are splash lubricated by piston cooling nozzle spray. The oil flow to the power components consists of the following: 1. From main oil rifle 2. To camshaft bore 3. To piston cooling nozzle.

From the main bearings, oil enters the crankshaft and lubricates the connecting 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 bore oil flow consists of the following: 1. From camshaft bushing 2. To vertical drilling for each cylinder 3. To rocker lever support in the head deck area.

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From the transfer slot in the head gasket, the oil flows around the outside diameter of the rocker lever capscrew and through a groove in the bottom of the rocker lever pedestal. Oil leakage past the top of the rocker lever capscrew is controlled by the flanged head on the capscrew. Oil flows up around the rocker lever capscrew, then through diagonal drillings in the rocker lever shaft. These drillings supply oil to circumferential grooves in the rocker lever shaft. These grooves line up with the drillings in the rocker lever that supply oil to the rocker lever pivot and the adjusting screw. Oil flow through rocker lever assembly consists of the following: 1. 2. 3. 4. 5. 6. 7. 8.

From cam bores To rocker lever support To transfer slot Rocker lever shaft Rocker lever bore Rocker lever Rocker lever pivot Adjusting screw.

Drillings in the cylinder block and gear housing connect to the external groove on the No. 1 camshaft bushing to supply oil to the injection pump oil feed hole (1). Excess oil drains out through roller bearing supporting the injection pump 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 the front gear train, the oil drains back to the pan for recirculation. 1. Crankshaft gear 2. Lube pump gear

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3. Lube pump idler gear 4. Fuel pump gear 5. Camshaft gear.

Oil pan capacity specifications for the ISL and QSL9 engines consist of the following: Lubricating Oil Capacity liters Standard Pan 19 Deep Sump Pan 21

u.s.gal MAX MAX

5.0 5.5

Oil pressure specifications consist of the following: Oil Pressure At Low Idle At Rated Speed

kpa 103 310

MIN MIN

psi 15 45

Section 4. Engine Cooling System Coolant is circulated by the integrally mounted water pump. The output from the water pump empties into the bottom of the oil cooler cavity in the cylinder block. This provides the oil cooler with the coolest possible coolant. The coolant then circulates around each cylinder and crosses the block to the fuel pump side of the engine. Coolant system flow consists of the following: 1. 2. 3. 4. 5.

Coolant inlet Water pump impeller Coolant flow past oil cooler Coolant flow past cylinders Coolant flow from cylinder block to cylinder head.

A portion of the coolant flowing into the head is routed across the exhaust ports. The balance of the coolant flows across the valve bridges and around the injector nozzles. Coolant flows from the block to the head via orifices in the head gasket. Coolant flows from the cylinder head to the thermostat housing. Coolant flow through the head consists of the following: 1. Cylinder block to cylinder head 2. To injector 3. Upper water manifold

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4. Thermostat open 5. Return to radiator.

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

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

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

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

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The cooling system capacities are for the engine only. They do not include 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 air cleaner into the compressor side of the turbocharger. The air then flows through a pipe, around the fins of the charge air cooler, and through another pipe into the intake manifold. The air system flow consists of the following: 1. 2. 3. 4. 5.

Intake air inlet to turbocharger Turbocharged air to charge air cooler Charge air cooler (CAC) Intake manifold Intake valve.

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

Exhaust gases then flow through the exhaust manifold and into the divided-entry turbine housing of the turbocharger to drive the turbine wheel. Exhaust system flow consists of the following: 1. 2. 3. 4.

Exhaust valve Exhaust manifold Dual-entry turbocharger Turbocharger exhaust outlet.

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A wastegate turbocharger is used to improve low engine speed performance while retaining high-speed engine boost. The system includes the actuator hose, actuator boost capsule, rod, and wastegate exhaust valve. Charged air is sent to the actuator boost capsule 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 this preset setting, the pressure forces the rod to travel, opening the wastegate. The rod, which is connected to the wastegate, travels enough to open the wastegate, which allows some exhaust gas to bypass the turbine wheel and dump directly into the exhaust pipe. Bypassing exhaust gas from the turbine wheel when the boost pressure is excessive helps prevent turbocharger and engine damage.

Section 6. Electronically Controlled Fuel System The ISL and QSL9 engine control systems are electronically controlled and also provide many operator and vehicle or equipment features. The base functions of the control system include fueling and timing control, limiting the engine speed operating range between the low- and high-idle set points, and reducing exhaust emissions while optimizing engine performance.

The control system uses inputs from the operator and engine sensors to determine the fueling and timing required to operate at the desired engine speed. The electronic control module (ECM) is the control center of the system. It processes all of the inputs and sends commands to the fuel 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 is detected in one of these circuits. Along with the fault code identifying the problem, a snapshot of the engine operating parameters at the time of the fault activation is stored in memory.

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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 link many of the “smart” controllers together. Vehicle control devices can temporarily command engine speed or torque to perform one of its functions such as transmission shifting or antilock braking.

The control system utilizes a number of sensors to provide data on engine operating parameters. These sensors include the following: 1. Coolant temperature sensor 2. Oil pressure sensor 3. Cummins accumulator pump system (CAPS) fuel pressure sensor 4. Intake air temperature sensor 5. Intake manifold pressure sensor 6. Engine speed and position sensors 7. CAPS fuel temperature sensor 8. Injection control valve 9. Pumping control valves.

NOTE: These inputs are application-dependent. Some applications will not use all of these inputs. The following inputs are provided by original equipment manufacturer (OEM)-selected devices: 1. 2. 3. 4. 5.

Accelerator pedal position sensor Idle validation switch Coolant level sensor Vehicle speed sensor (VSS) Feature control switches such as cruise control, power take-off (PTO), and fan clutch control 6. Accelerator interlock ( not shown) 7. OEM pressure sensor ( not shown).

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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 protection system. The system monitors critical engine temperatures and pressures, and it will log diagnostic faults if an over or under normal operation condition occurs. If an out-of-range condition exists and an engine derate action is initiated, the operator will be alerted by an in-cab WARNING lamp. The WARNING lamp will blink or flash if out-of-range conditions worsen. The engine protection system monitors the following data: Coolant temperature Coolant level (optional) Oil pressure Intake manifold temperature Engine overspeed Fuel 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.

Section 8. Basic Features The electronic control module (ECM) for the ISL and QSL9 engines provide some basic electronic features that are calibration-dependent. The following section describes the function of each feature. Whether a feature is available in a given application is calibration-dependent.

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

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The ECM checks the intake manifold temperature to determine how long 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 a time period determined by intake air temperature and fuel temperature. (This is for the postheat phase.) To minimize cranking time in cold weather, the engine can not be started until the WAIT TO START lamp is extinguished.

The water-in-fuel sensor is located in the canister of the fuel filter housing. Once the storage space in the bottom of the filter housing fills with a certain amount of water, the sensor will signal the ECM. A WATER IN FUEL lamp will illuminate at the operator controls, indicating that the water needs to be drained from the fuel filter assembly (Section 3 for draining instructions).

The ECM controls the electric lift pump (located in between the fuel tank and the injection pump). When the keyswitch is turned on, the lift pump will be energized for 30 seconds to make sure that the low-pressure fuel lines are fully primed. The electric lift pump does not 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 be disregarded for fueling, and the engine will run at low-idle speed or at the remote power take-off (PTO) speed if the remote PTO switch is activated. Due to differing customer needs, each manufacturer will build the interaction with its brakes, transmission, and fast- and slow-idle selection capabilities. Example - Most buses use this feature to disable the accelerator pedal and PTO operation when the bus door is open.

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NOTE: The maintenance lamp is illuminated while this feature is in operation. The engine warm-up protection feature inhibits the throttle, datalink control, and intermediate speed control switches to keep the engine at low idle for a brief time after the engine starts or until adequate oil pressure is obtained. This allows oil to reach all the critical engine components before the engine speed is increased above low idle. The engine protection shutdown feature automatically shuts off the engine when the temperature, pressure, or coolant level sensors indicate that the engine is operating over or under normal operating conditions. The red STOP lamp in the cab will flash for 30 seconds prior to shutdown 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 to engine shutdown, the red STOP lamp will flash for 30 seconds to notify the operator that the engine is about to shut down. The operator can override the engine shutdown through the use of an OEM switch (such as the clutch switch). If the vehicle is not equipped with a clutch switch, then the OEM will provide a dash-mounted switch marked as the engine protection shutdown override switch. When the operator triggers this switch, while the red STOP lamp is flashing, a timer within the ECM will reset and allow the engine to run an additional 30 seconds before engine shutdown occurs. Each time the operator triggers the switch, the time within the ECM is reset, allowing the engine to run for an additional 30 seconds.

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 transmission Other - OEM device, also known as mechanical J1939 datalink - Speed sensor connected to J1939

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datalink Tachograph - Primarily used for European applications.

The maximum engine speed without vehicle speed sensor (VSS) sets the maximum engine speed allowed when no vehicle speed sensor 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 control module (ECM) how many times the tire makes a complete revolution in 1 mile.

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

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

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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 the customer the option of disabling Fault Code 242.

The ECM can control the cooling fan based on inputs from the coolant temperature sensor and the intake manifold temperature sensor. Some applications also provide inputs to the ECM for auxiliary device cooling (such as air conditioner pressure and power steering temperature). An application can also include a manual switch for fan control. Enable this feature to control the variable speed fan drive, if available, to help optimize fuel economy. The ECM varies fan speed according to the coolant temperature. This maintains the temperature in the optimum range while minimizing the amount of load put on the engine by the fan. The fan on with exhaust brake feature enables an electric fan when the exhaust brake is engaged. This increases the total braking power by increasing the parasitic load on the engine. Select either 0 VDC = ON or 12 VDC = ON to match the fan clutch logic used in the application. A relay can be used for fans that draw more than 6 amps. The minimum fan on time with air conditioner pressure switch feature controls the minimum amount of time that the fan will stay on when activated by the air conditioner pressure switch. This reduces excessive 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 not being used. Enable this feature if the air conditioner pressure switch input into the ECM is used to control the fan.

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The application style feature informs the ECM about the kind of application for this vehicle. Choose between the on-highway or on/off-highway. On-highway applications use the top gear for the majority of operations. On/off-highway applications use gears lower than the top gear for extended periods.

Section 9. Programmable Features The electronic control system provides many features that are integrated into the vehicle operation. Some of these features can be adjusted, 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. Whether a feature is available in a given application is OEM-dependent.

ISL Engines The smart road speed governor feature, when enabled, allows the operator to adjust the maximum vehicle speed limit by using an OEM switch, typically the cruise accel/resume switch. This feature can be used for city driving if reducing the maximum vehicle 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 to raise 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 adjustable cruise control set speed to be saved through an engine shutdown and restart. This feature can be programmed using the INSITE™ electronic service tool. When this feature is enabled, the adjustable cruise control set speed established prior to shutdown can be resumed after the next

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restart using the RESUME function of the cruise 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 protect pumping applications when high engine speed variations, while in the PTO mode, can cause pump damage. The INSITE™ electronic service tool can enable or disable this feature.

The user-activated datalogger feature improves troubleshooting capabilities and provides assistance in troubleshooting intermittent problems. This is accomplished through the use of an internal ECM datalogger to capture data while the problem is occurring. The INSITE™ electronic service tool is used to configure the feature for the specific kind of problem that exists. The feature can be activated automatically by the ECM or manually by the operator using the diagnostic switch. When the problem occurs, the ECM datalogger is activated and stores the data in the ECM. This data can be analyzed using the INSITE™ electronic service tool. Once the problem has been resolved, the ECM can be reset using INSITE™ electronic service tool, and the data will be cleared.

The real-time clock feature provides time/date stamping of operational events (such as fault codes, audit trails, and engine protection data). The real-time clock is contained within the ECM and stamps events in units of year, month, day of month, hour, minute, and second. If the clock loses power, a diagnostic fault code is triggered. Upon loss of power, the real-time clock will be initialized with the last known real time. The INSITE™ electronic service tool can be used to enable the real-time clock feature and to set the ECM clock. The autoset feature can be selected, which will automatically set the ECM clock to the present time/date of the PC. NOTE: Once the real-time clock feature is enabled in the ECM, it can not be disabled.

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The antitheft feature prevents the engine from starting until a password is entered into the ECM using Cummins RoadRelay™ or the 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: Antilock Throttle lock Hijack.

NOTE: The default setting is for the manual transmission. The transmission style feature informs the ECM about the kind of transmission used in the vehicle. Manual (default) Automatic Fully automated.

The road speed governor limits the maximum road speed (1) of the vehicle. The maximum vehicle speed (1) must be greater than or equal to the gear-down maximum vehicle speed if the gear-down protection is enabled (reference the gear-down protection feature description), and the maximum cruise speed if the cruise control feature is enabled.

While operating on the road speed governor, the road speed governor upper droop allows tailoring of the torque curve before the maximum vehicle speed is reached. Increasing the droop can improve fuel economy in hilly terrain. The setting can be between 0 and 3 mph. The road speed governor lower droop allows tailoring of the torque curve in a downhill or no-load condition while operating on the road speed governor before fueling is completely cut off. Faster downhill speed increases the momentum going up the next hill and can improve fuel economy in rolling terrain. The setting can be between 0 and 3 mph.

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WARNING Do not use cruise control when the road is slippery, in heavy traffic, or when the weather is inclement. Loss of vehicle control can result. The cruise control feature gives the driver the capability of a “foot-off” accelerator cruise operation. It is similar to an automobile cruise control. Set speed (1).

The maximum cruise control speed is the maximum allowable cruise control set speed. NOTE: The maximum cruise control speed can not exceed the maximum vehicle speed in top gear setting.

The cruise control governor upper droop feature allows tailoring of the torque curve, before the set vehicle speed is reached, while operating in cruise control. Increasing the droop can improve fuel economy in hilly terrain. The setting can be between 0 and 3 mph. The cruise control governor lower droop feature allows tailoring of the torque curve in a downhill or no-load condition, while operating in cruise control, before fueling is completely cut off. Faster downhill speed increases the momentum going up the next hill and can improve fuel economy in rolling terrain. The setting can be between 0 and 3 mph.

The set/accel feature informs the ECM how the cab switch is configured. 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 in the other position.

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The cruise control auto resume feature will automatically resume the cruise control set speed, after a brief clutch engagement and gear change, 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 constant rpm selected by the operator. For applications requiring the PTO mode, a remote-mounted switch can be used if a cab switch is not desirable. The cruise control switches are also used for the PTO features.

The PTO maximum speed (6) is the maximum engine speed that can be reached while in the PTO mode. The PTO minimum speed (1) is the minimum engine speed that can be reached while in the PTO mode. The PTO set point (2) is for the PTO engine speed. This speed is reached when the PTO on/off switch is in the ON position, and the set 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 reached when 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).

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The following are for maximum engine load in PTO mode: 1. 2. 3. 4.

Engine rpm Engine output torque Standard engine torque curve Maximum engine load in PTO.

Some devices that are driven by the engine during PTO operation are sensitive to input torque. The maximum engine torque that can be output by the engine during PTO operation (4) can be adjusted using INSITE™ electronic service tool to protect these devices. 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 PTO operation if the brake pedal is depressed. The clutch override in the PTO allows the operator to exit PTO operation if the clutch pedal is depressed.

Some applications require the ability to override the PTO set speed with the accelerator to increase engine speed without disengaging the PTO function. When the accelerator override in the PTO feature is enabled, the engine speed can be increased above the present PTO operating speed by depressing the accelerator. Engine speed can only be overridden up to the maximum accelerator override in PTO. Once the accelerator is released, the engine speed will return to the PTO operating speed in effect before the accelerator override event.

The remote PTO allows the PTO mode to be activated from a separate remote switch. Remote PTO can have up to five different set speeds, depending on how many times the switch is toggled from OFF to ON before being left in the ON position. Example - To obtain the remote PTO set speed 3, rapidly

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toggle the remote PTO on/off switch from OFF to ON three times, and then leave it in the ON position on the last cycle.

Up to five remote-PTO speeds are available when the remote PTO is enabled. The remote PTO has higher priority than the cab PTO, so it will 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 PTO speed will ramp up or down when operating in PTO, and the accel or coast switch is held down.

The gear-down protection feature limits the vehicle speed in the lower gears. The maximum vehicle speed in the lower gears is set at a lower mph than the maximum vehicle speed in the top gear. This encourages 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 to downshift from top gear to the next lower gear under heavy load and maintain a speed higher than the gear-down speed. This allows the operator to keep the vehicle momentum up by using a lower gear to maintain a high engine speed when going uphill. Once the engine load drops off, such as when going downhill, then the vehicle speed limit will ramp back down to the light-load gear-down speed limit. The driver will then have to upshift back into top gear to reach the maximum vehicle speed limit. The gear-down maximum vehicle speed for light-engine loads

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is a maximum vehicle speed (3) for operating one gear below top gear during light-engine load operations. This value can not exceed gear-down maximum vehicle speed for heavyengine load (2). This is a maximum vehicle speed (2) for operating one gear below top gear during heavy-engine load operations.

The powertrain protection feature can limit engine output torque, depending on the transmission gear ratio. This feature helps protect the drivetrain when lower gears are engaged. Engine torque limits based on transmission gear ratio can be adjusted using the INSITE™ electronic service tool. This feature can also limit the maximum engine torque when a switched input to the ECM is enabled. This allows the operator, or an automatic switching device, to limit engine torque under certain operating conditions (such as operation of an auxiliary device). This feature can also be configured to limit torque during heavy-load conditions only. This allows full torque output at light-load conditions and limits output torque when the engine is heavily loaded. An example of a torque limit table is in the illustration.

The top transmission gear ratio feature is required for gear-down protection to work properly with double-overdrive transmissions. This parameter will also be used by the trip information system to record the percentage of distance traveled in top gear. The one gear-down gear ratio parameter is used to tell the ECM the first gear-down gear ratio of the transmission.

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

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

The low-idle speed feature selects the speed at which the engine will 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 be increased or decreased, in 25-rpm increments, with the in-cab increment/decrement switch. There are limits on how high or low the low-idle speed can be adjusted. The adjustment range for an ISL engine is 600 to 800 rpm.

The idle shutdown feature automatically shuts off the engine after a period of engine idling when there is no activity from the driver (such as clutch, brake, or accelerator actuation). The idle shutdown system will not be active at coolant temperatures below 37.8°C [100°F]. After the engine has been automatically shut off, the keyswitch must be 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 from the driver (such as clutch, brake, or accelerator actuation), before the 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 engine after a period of PTO or remote PTO operation during which there is no activity from the driver (such as clutch, brake, or accelerator actuation).

The idle shutdown override feature allows the driver to override the idle shutdown by changing the position of the brake, clutch, or accelerator at any time during the idle shutdown warning period. The idle shutdown warning period lasts for 30 seconds prior to engine shutdown. The yellow WARNING lamp on the dash will flash during 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 engine compression to provide vehicle retardation. Engine brakes provide the maximum retarding power at rated speed; therefore, gear selection 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 exhaust valve near the end of the compression stroke.

CAUTION Engine brakes can be operated continuously at engine speeds below 2300 rpm. Engine brakes can be operated intermittently at engine speeds between 2300 and 2600 rpm. Do not exceed 2600 rpm under any circumstances. Engine damage can occur. The engine brakes are designed to assist the vehicle's service brakes to slow down the

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vehicle. Never use the engine brakes as the primary means to stop the vehicle. If other engine brakes are used, 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 switch A throttle sensor. Several operating conditions must be true to activate the compression brake: 1. The exhaust brake switch must be in the ON position. 2. The operator's foot must be off of the accelerator pedal (pedal at low-idle position). 3. The engine speed must be above 1000 rpm.

The optional two-position selector switch is located near the on/off switch in the cab and allows the selection of the retarding power of one or two brakes. LOW activates the engine brakes on three cylinders, and HI activates the engine brakes on six cylinders.

WARNING Do not use the engine brakes while bobtailing or pulling an empty trailer. With the engine brakes in operation, wheel lockup can occur 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 position when bobtailing or pulling an empty trailer.

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The engine brakes are designed to assist the vehicle's service brakes 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.

The ECM will disable the engine brakes when engine speed is below 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 engine immediately, and contact a Cummins Authorized Repair Facility.

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Tips for operation on dry and relatively level surfaces, when greater retarding power is not required, put the two-position switch in the LOW position.

To reduce vehicle speed, put the engine brake on/off switch in the ON position. Remove foot pressure from the throttle and clutch pedal. The engine brakes will immediately begin to operate, adding additional braking power.

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

WARNING The safe control speed of a vehicle will vary with the size of the load, kind of load, grade, and road conditions. Control speed for operation on grades with dry pavement is the speed 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 often capable of traveling downhill at slightly higher control speeds than vehicles not equipped with engine brakes.

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

CAUTION Engine brakes can be operated continuously at engine speeds below 2300 rpm. Engine brakes can be operated intermittently at engine speeds between 2300 and 2600 rpm. Never exceed 2600 rpm 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 engine speed. 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 braking power as the road conditions change.

Vehicle service brakes will be used when additional braking power is required.

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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 is recommended that a slower control speed be used by selecting a lower 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 as road dirt and oil mixed with rain create a very slippery surface. Always allow for extra distance between the vehicle and other objects when using the service brakes or engine brakes on slick roads.

WARNING Using engine brakes on wet or slippery roads can cause overbraking, especially on vehicles with light loads or single-drive axles. Stopping distance can actually increase, or the vehicle can skid or jackknife. Reduce the retarding power, or turn OFF the engine brakes on slick roads.

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When driving on slick roads, start with the on/off switch in the OFF position and the two-position selector switch in the LOW position. If the tractor is equipped with a twin-screw rear axle, use the power divider in the unlocked position.

Remove foot from the throttle to make sure that the vehicle will maintain 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 engine alone and more braking power is required, switch the two-position selector switch to the LOW position, and activate the engine brakes by switching the on/off switch to the ON position.

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

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If traction is maintained when the engine brakes are activated and more braking power is required, move the two-position selector switch 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 brake accomplishes this by restricting the exhaust gas flow out of the engine. Using the exhaust brake in hilly terrain or during heavily loaded decelerations helps reduce wear on the service brakes. The ECM will activate the exhaust brake when conditions require its operation. NOTE: Vehicles equipped with an engine brake can not also be equipped with an exhaust brake.

Several operating conditions must be true to activate the exhaust brake: 1. The exhaust brake switch must be in the ON position. 2. The operator's foot must be off of the accelerator pedal (pedal at low-idle speed position). 3. The engine speed must be above 1000 rpm. 4. Foot must be off clutch pedal. 5. Cruise control must be inactive. 6. Intermediate speed control (ISC) inactive.

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 will engage and begin applying a braking effect to the engine. The exhaust brake will remain on until one of the conditions is no longer in effect.

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CAUTION Exhaust brakes can be operated continuously at engine speeds below 2300 rpm. Exhaust brakes can be operated intermittently at engine speeds between 2300 and 2600 rpm. The engine speed must not exceed 2600 rpm under any circumstances. When descending a steep grade, use a combination of transmission gears and engine or service brakes to control the vehicle and engine speed.

The exhaust brake or driveline retarder control feature notifies the ECM if either an exhaust brake or a driveline retarder is being used on the vehicle. It allows the driveline retarder to operate below 1000 rpm down to idle speed but will disengage the selected speed when the exhaust brake feature is chosen. The automatic engine or exhaust brake activation in cruise control feature allows the ECM to use the engine or exhaust brake to maintain set cruise control speed in downhill motoring conditions. If this feature is enabled, the engine or exhaust brake automatically engages any time the cruise control is active, and the vehicle speed exceeds the set cruise control speed by more than a programmed amount. The engine or exhaust brake will disengage when the vehicle speed decreases back to the set cruise control speed.

CAUTION The maintenance monitor is designed to alert the operator of the need for a routine maintenance stop. Maintenance records must still be maintained for historical purposes.

CAUTION The maintenance monitor uses data received from the vehicle speed sensor (VSS) to determine distance and data from the ECM to determine the amount of fuel burned. Whenever a VSS or battery voltage fault has occurred, the maintenance monitor data can be inaccurate. The maintenance monitor is an optional feature that will alert the operator when it is time to change the oil or perform any other simultaneous maintenance tasks. This feature continuously monitors the distance the vehicle has traveled,

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the time the engine has been operating, 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 mode Distance mode Time mode.

CAUTION The use of a synthetic-based oil does not justify extended oil change 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 published intervals and is not responsible for damage sustained due to overextended intervals. The automatic mode alerts the operator when it is time to change the oil based on Cummins-recommended interval. It determines the maintenance interval based on distance traveled, engine operating time, and fuel burned. When the automatic mode is selected, the severe oil drain interval duty cycle is the default. The interval factor is used only in the maintenance 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. The distance mode allows the customer to enter a desired distance interval. The maintenance monitor tracks the distance the engine has traveled and alerts the operator when the interval has been reached.

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The time mode allows the customer to enter a desired time interval. The maintenance monitor tracks the time the engine has run and alerts the operator when the interval has been reached. Refer to Procedure 102-002 (Maintenance Schedule) in Section 2 of the Operation and Maintenance Manual, ISC, ISCe, and ISL Engines, Bulletin 4021428, for selecting the correct oil change interval 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 the customer to enter the percentage of the present interval at which the light should illuminate, indicating the need for an oil change. This allows the user to obtain an early warning of the need for a maintenance stop. Example - If the distance mode is set to 28,968 km [18,000 mi] and the interval alert percentage is set to 90 percent, the MAINTENANCE lamp will illuminate at 26,071 km [16,200 mi] (90 percent of 18,000 mi).

The maintenance monitor will alert the operator of the need to change the oil by flashing the FLUID lamp for approximately 12 seconds after key-on. The flashing sequence will be three quick flashes followed by a pause. This flash sequence will cycle five times in the 12-second period. This sequence will occur at every key-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 the maintenance monitor screen using the INSITE™ electronic service tool, or follow these steps: 1. 2. 3. 4. 5.

Hold the throttle down at 100 percent. Tap the brake three times. Release the throttle and the brake. Hold the throttle down at 100 percent. Tap the brake three times.

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6. 7. 8. 9.


Release the throttle and the brake. Hold the throttle down at 100 percent. Tap the brake three times. Release the throttle and the brake.

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 the INSITE™ electronic service tool: Percent of Current Maintenance Interval Reached (by either distance, 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 using the manual distance or time mode, or by entering the interval factor in the automatic mode. The adjusted threshold is the new threshold set automatically by the maintenance monitor when automatic mode is selected and automatically reduces the maintenance intervals. The cumulative reset at is the total distance, time, and fuel recorded by the ECM at the time the maintenance monitor was reset. The possible error will contain an “X” next to a row of data that can be inaccurate due to a system fault. The “X” will be triggered when a vehicle speed sensor (VSS) fault, or power-down fault occurs. These faults can cause data either not to accumulate or accumulate inaccurately.

Enable the two-speed axle feature to allow the ECM to monitor a switched input to signal which axle ratio is being used in a two-speed axle system. This allows the ECM to calculate the vehicle speed for both axle ratios correctly correctly.

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The maximum switched operation speed feature changes the governed speed of the engine, depending on the position of the switched input.

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

QSL9 Engines The fan clutch enable feature which the ECM can control the cooling fan based on inputs from the coolant temperature sensor and the intake manifold temperature sensor. Some applications also provide inputs to the ECM for auxiliary device cooling (such as air conditioner pressure and power steering temperature). An application can also include a manual switch for fan control. The fan on with exhaust brake feature enables an electric fan when the exhaust brake is engaged. This increases the total braking power by increasing the parasitic load on the engine. Select either 0 VDC = ON or 12 VDC = ON to match the programmable fan clutch logic used in the application. A relay can be used for fans that draw more than 6 amps. The minimum fan on time with air conditioner pressure switch feature controls the minimum amount of time that the fan will stay on when activated by the air conditioner pressure switch. This reduces excessive fan cycling.

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The air conditioner pressure switch input allows the air conditioner pressure switch input to be disabled if that input into the ECM is not being used. Enable this feature if the air conditioner pressure switch input into the ECM is used to control the fan.

Using the INSITE™ electronic service tool, the following maintenance 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 reset Current maintenance monitor mode. The maintenance monitor, if enabled, will alert the operator of the need to change oil by flashing the FLUID lamp for approximately 12 seconds after keyswitch is turned on. The flashing sequence will be three quick flashes followed by a pause. This flash sequence will go through five cycles in the 12-second period. This sequence will occur every time the keyswitch is turned on until the maintenance monitor has been reset. NOTE: The diagnostic switch must be in the OFF position for the flashing sequence to occur.

The maximum threshold is entered by the user either directly using the time mode, or by entering the interval factor in the automatic mode. The adjusted threshold is the new threshold set automatically by the maintenance monitor when the automatic mode is selected, and it automatically reduces the maintenance intervals. The “interval reset at” is the interval time and fuel recorded by the ECM at the time the maintenance monitor was reset.

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The “cumulative reset at” is the total time and fuel recorded by the ECM at the time the maintenance monitor was reset. The possible error will contain an “X” next to a row of data that can be inaccurate due to a system fault. The “X” will be triggered when a vehicle 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 the reset 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. a. Turn the keyswitch to the ON position (but do not start the engine) and turn the diagnostic switch to the ON position. b. Fully depress the throttle pedal (100 percent) for at least 3 seconds and then release it. c. Fully depress the throttle pedal (100 percent), twice, for less than 3 seconds each time. d. Fully depress the throttle pedal (100 percent) for at least 3 seconds and then release it. 2) Procedure for applications without a throttle pedal. a. Turn the keyswitch to the ON position (but do not start the engine). b. Turn the diagnostic switch to the ON position for at least 3 seconds and then turn it to the OFF position. c. Turn the diagnostic switch to the ON position (for less than 3 seconds) and then to the OFF position, twice, with less than 3 seconds between each switching. d. Turn the diagnostic switch to the ON position for at least 3 seconds and then turn it to the OFF position. 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 time information for the engine during normal operation, and in certain operating modes such as intermediate speed control and idle. Either data can be displayed using the INSITE™ electronic service tool. Some data can not be reset and reflect

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the performance of the engine over its lifetime. Other data, as well as trip data, can be reset using the INSITE™ electronic service tool.

The duty cycle monitor feature the ECM tracks engine load and speed. 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 shows the whole engine's operating range in terms of speed and load. This “map” is divided into 50 regions. The percent of the engine operating time spent in each region is shown on the display. The ECM contains duty cycle data for the whole life of the engine and for two 500-hour operating periods. The two 500-hour maps can be reset with the INSITE™ electronic service tool.

The road speed governor limits the maximum road speed of the vehicle 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 the maximum cruise speed if the cruise control feature is enabled. The maximum road speed in top gear can be adjusted by using the INSITE™ 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 heavy traffic, or when the weather is inclement. Loss of vehicle control can result. The cruise control feature gives the driver the capability of a foot-off accelerator cruise operation. It is similar to an automobile's cruise control. The cruise control feature can be enabled or disabled using the INSITE™ electronic service tool.

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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 cruise set speed. The maximum cruise control speed can be adjusted using the INSITE™ electronic service tool. NOTE: The maximum cruise control speed can not exceed the maximum vehicle speed in top gear setting.

The intermediate speed control feature controls the engine at a constant rpm. Up to three intermediate speed control set speeds (1, 2, and 3) can be selected, depending on original equipment manufacturer (OEM) availability (the axis 4 equals engine speed and 5 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 select an intermediate speed control set speed by an original equipment manufacturer (OEM)-provided switch (1 is the OFF position and 2 is the ON position), depending on original equipment manufacturer availability.

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

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The intermediate speed control feature provides a single droop (6) for up to three intermediate speeds (1, 2, and 3). An additional five set speeds can be obtained through use of the variable intermediate speed input signal. This droop is independent of all other selectable droops 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 the intermediate speed control increment (1) or decrement (2) switch. Set speed changes using this switch will be saved to the electronic control module (ECM) when the keyswitch is turned to the OFF position if the save increment or decrement option is enabled.

NOTE: This option is not allowed by some OEMs. The intermediate speed control feature can be enabled or disabled using the INSITE™ electronic service tool if this feature is available in the calibration. The intermediate speed control set speeds (1, 2, and 3) can be adjusted using the INSITE™ electronic service tool along 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. The hybrid governor achieves partial-throttle operation with the same power and torque rise characteristics of the full-throttle operation. It will allow the application to be operated in a more fuel efficient manner and with a greater capability of driving at partial throttle.

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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 that allows the engine to be governed by either an auxiliary speed or pressure signal. The feature uses a manual switch input to turn the governor operation on and off.

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

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

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

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This feature improves operating efficiency in loaded (1) versus unloaded (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 two additional derated torque curves with an original equipment manufacturer (OEM)-provided switch.

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

NOTE: Boost power is not available continuously. The boost power feature provides the operator with enhanced torque and power for a fraction of the operating period. If the feature is enabled, boost power can be engaged by a cab-mounted switch or automatically if the automatic boost power feature is enabled. The additional power is limited by a calibrated time period, thresholds for intake manifold temperature, coolant temperature, and engine speed.

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The INSITE™ electronic service tool can enable or disable the boost power feature if the feature is available in the calibration. The service tool can also monitor the cab-mounted boost power switch. If the boost power feature is enabled, the boost power can be engaged by using a cab-mounted switch. When the automatic boost power feature is enabled, it automatically switches the engine to boost power curve based on the engine operating conditions, and no manual switch is needed. The automatic boost power feature can be enabled or disabled using the INSITE™ electronic service tool.

The remote throttle feature allows the operator to control the engine from a position other than the driver's seat. This feature is selected by 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 disabled using the INSITE™ electronic service tool if the feature is available in the 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 two different throttles. One example is equipment that uses a hand throttle as your primary throttle and a foot throttle as a decelerating throttle. NOTE: Remote throttle mode-two does not employ idle

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validation.

Remote throttle mode-three is a select maximum throttle using two different throttles. One example is equipment using a hand throttle as your primary throttle and a foot throttle as an accelerating throttle. NOTE: Remote throttle mode-three does not employ idle validation.

The frequency throttle feature converts a frequency input into a requested throttle percentage. The frequency throttle feature is applicable in industrial and marine applications in which a position (electronic or log signal) is not appropriate. The frequency throttle feature supports idle validation. The frequency throttle feature can be enabled or disabled using the INSITE™ electronic service tool if the feature is available in the calibration.

The multiple unit synchronization feature allows two or more engines to be controlled by a single throttle signal. The multiple unit synchronization feature can be enabled or disabled using the INSITE™ electronic service tool if the feature is available in the calibration.

All soft-coupled marine configuration engines are connected to a J1939 datalink. The pulse-width modulate output feature allows the electronic control module to output a pulse-width modulation signal that is proportional to either engine speed, engine load, engine torque output, or throttle input.

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

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

The low-idle speed parameter is the engine speed at which the engine will idle. This speed can be adjusted by a cab switch if the switch 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 the in-cab increment or decrement switch. Depending on the calibration, the rpm increment could not be 25-rpm. There are limits on how high or low the low-idle speed can be adjusted. The allowable adjustment 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 to switch between the low-idle speed setting (3) and

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an alternate low-idle speed setting (4) (the axis 1 is engine speed and 2 is engine torque).

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 to select an alternate idle speed by an original equipment manufacturer (OEM)-provided switch (1 is in the OFF position, and 2 is in the ON position). The idle shutdown feature automatically shuts off an engine after a period of engine idling when there is no activity from the driver such as 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 temperatures below 37.8°C [100°F]. After an engine has been automatically shut off, the keyswitch must be turned off for 15 to 20 seconds before attempting a restart. The idle shutdown feature can be enabled or disabled using the INSITE™ electronic service tool.

The idle shutdown time is a period of engine idling time when there is no activity from the driver before the engine automatically shuts off. The idle shutdown time, if allowed, can be changed using the INSITE™ electronic service tool. NOTE: This parameter will not appear if the idle shutdown feature is turned off.

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The idle shutdown override feature allows the driver to override the idle shutdown by changing the engine speed (2) or putting the engine under load (1). The idle shutdown warning period lasts for a calibrated period of time prior to engine shutdown. The yellow WARNING lamp on the dash will flash during the idle shutdown warning period.

The ECM can control the cooling fan based on inputs from the coolant temperature sensor and the intake manifold temperature sensor. Some applications will also provide inputs to the electronic control module (ECM) for auxiliary device cooling, such as air conditioner pressure and power steering temperature. Your application also can include a manual switch for fan control. The minimum fan-on time with air conditioner pressure switch feature controls the minimum amount of time that the fan will stay on when it is activated by the air conditioner pressure switch to reduce excessive fan cycling. The minimum fan-on time with air conditioner pressure switch can be adjusted by using the INSITE™ electronic service tool.

Some engines are equipped with engine brakes. Engine brakes are devices that use the energy of engine compression to provide vehicle retardation. Engine brakes provide the maximum retarding power at rated speed; therefore, gear selection 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 exhaust valve near the end of the compression stroke.

CAUTION Engine brakes can be operated continuously at engine speeds below 2300 rpm. Engine brakes can be operated intermittently at engine speeds between 2300 and 2600

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rpm. Do not exceed 2600 rpm under any circumstances because engine damage can occur. The engine brakes are designed to assist the vehicle's service brakes to slow down the vehicle. Do not use the engine brakes as the primary means to stop the vehicle. If other engine brakes are used, 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 switch A throttle sensor. Several operating conditions must be true to activate the compression brake: 1. The exhaust brake switch must be in the ON position. 2. The operator's foot must be off of the accelerator pedal (pedal at low-idle position). 3. The engine speed must be above 1000 rpm.

The optional two-position selector switch is located near the on/off switch in the cab and allows the selection of the retarding power of one 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 empty trailer. With the engine brakes in operation, wheel lockup can occur 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 position when bobtailing or pulling an empty trailer.

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NOTE: The engine brakes are designed to assist the vehicle's service brakes 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.

The ECM will disable the engine brakes when engine speed is below 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 can cause severe engine damage. If the engine brakes will not shut off, shut off the engine immediately, and contact a Cummins Authorized Repair Facility.

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NOTE: The MAINTENANCE lamp is turned on while this feature is operating. Once adequate oil pressure is supplied to the engine, the lamp is turned off. The engine warm-up protection feature inhibits the throttle, intermediate control switch, and datalink control inputs to keep the engine at low idle. This allows oil to reach all critical engine components before engine speed is increased above low idle. To limit the engine's speed at start-up, the following inputs are limited: 1. Throttle input 2. Intermediate speed control switches 3. Datalink control inputs. The hot shutdown monitor and load percent feature is always enabled. The electronic control module (ECM) will log an inactive fault code when the engine is turned off while still “hot” by the operator or by the engine protection feature. An engine is considered “hot” when the hot shutdown load percent of the engine is above the threshold set by the INSITE™ electronic service 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 the need for a routine maintenance stop. Maintenance records must still be maintained for historical purposes.

CAUTION The maintenance monitor uses data received from the electronic control module (ECM) to determine the amount of fuel burned. Whenever a battery voltage fault has occurred, the maintenance monitor 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 the operator when it is time to change oil and perform any other simultaneous maintenance tasks. The maintenance monitor continuously monitors the time the engine has been

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operating and the amount of fuel burned, to determine when it is time to change oil.

The maintenance monitor has two modes of operation: Automatic mode Manual mode.

CAUTION The use of synthetic-base oil does not justify extended oil change intervals. Extended oil change intervals will decrease engine life because of factors such as corrosion, deposits, and wear. The maintenance monitor automatic mode alerts the operator when it is time to change oil based on Cumminsrecommended interval. It determines the maintenance interval based on coolant temperature and load factor. When the automatic mode is selected, the severe oil drain interval duty cycle is the default.

The maintenance monitor interval factor is used only in the maintenance 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.

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CAUTION When selecting the correct oil change interval for your application, Cummins Inc. does not recommend exceeding published intervals and is not responsible for damage sustained from overextended drain intervals. Refer to Procedure 102-002 (Maintenance Schedule) in Section 2 of the Operation and Maintenance Manual, ISC, ISCe, and ISL Engines, Bulletin 4021428 for oil drain intervals for engine specific application.

The maintenance monitor interval alert percentage feature allows the user to enter the percentage of the current interval at which the light comes on, indicating the need for an oil change. The parameter allows the user to obtain an early warning of the need for a maintenance stop. For example, if the time mode is set to 100 hours and the interval alert percentage is set to 90 percent, the MAINTENANCE lamp will illuminate at 90 hours (90 percent of 100 hours). The engine time offset parameter is part of the trip information system. The value entered here will be added to total ECM time to get 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™ electronic service 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 information system. The value entered here will be added to the total ECM distance to equal the total engine distance. This allows the distance on the engine to be entered when the ECM is replaced.

The real-time clock provides time and date for stamping of operational events. The real-time clock will maintain time value in units 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 time and date) through the INSITE™ electronic service tool.

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Standard Setting

Customer Selection

No

__ Yes __ No

____

____

Date

__/__/__

Adjust Date

Time

__/__/__

Adjust Time

Autoset (set to PC time and date) Manual Date

Reduced accuracy will be indicated with the diagnostic Fault Code 319. 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 the clock. Therefore, if the battery is removed from the system for 5 seconds, the real-time clock will be lost. To initialize the real-time clock, use the INSITE™ electronic service tool, the menu item Adjustments - Feature and Parameters. At this point a screen will pop up in which you can manually enter a new time and date, or you can select Real-Time Clock Autoset and the time and date will be set to the PC's time and date. After initializing the 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 need for a dash-mounted diagnostic switch, which is used to activate the diagnostic mode to display active fault codes in a sequence of flashing lamps. The throttle-activated diagnostic switch feature eliminates the need for a dash-mounted diagnostic switch by providing a simple sequence of throttle movements that activate the diagnostic mode.

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When the engine is not running, a sequence of three throttle cycles after 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 not available, a single throttle cycle will also increment to the next fault code.

Section 10. ISL and QSL9 Engine Options Application versatility is an advantage of the ISL and QSL9 engines. The available option packages provide straightforward installation recommendations for placing the engine into a wide variety of applications.

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

Multiple fan drive arrangements (1) are possible through the engine's common front end to satisfy most application requirements. Fan drive options with automatic belt tensioning are available with centers from 203.2 to 444.25 mm [8 to 17.44 in] above the crankshaft centerline and with speed ratios of 0.87 to 1, 1.1 to 1, and 1.35 to 1. A crankshaft-mounted fan drive is also available.

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

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

Provisions have also been made to allow up to 150 hp of PTO capability off the front of the crankshaft. Reference the engine dataplate for horsepower rating.

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

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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 accept a 51-mm [2-in] inside diameter hose for remote fill locations. A front oil fill through the gear cover is also available ( not shown). The center-mounted dipstick location on the fuel side (2) and exhaust side (3) of the engine provides oil-level gauging for all oil-pan options.

Multiple turbocharger locations are also available to suit space constraints 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.

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3666484 ISL and QSL9 Engine Familiarization

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