3666321 ISC Engine Familiarization

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Service Bulletin Number Date

3666321 01-AUG-1998

Service Bulletin

ISC Engine Familiarization

This Service Bulletin has been developed to familiarize customers; sales, parts, and service personnel; andother interested individuals with the Cummins Inc. ISC diesel engine.

The ISC is a midrange, fully electronic automotive diesel engine featuring many enhanced design conceptsfor continued simplicity and compactness.

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

Bulletin Contents

Section 1. General Specifications and Applications 2

Section 2. Design Features 2

Section 3. Engine Lubricating Oil System 7

Section 4. Engine Cooling System 11

Section 5. Engine Air Flow System 13

Section 6. Electronically Controlled Fuel System 14

Section 7. Engine Protection System 16

Section 8. Basic Features 16

Section 9. Programmable Features 20

Section 10. ISC Options 35

Engine Familiarization https://quickserve.cummins.com/qs3/pubsys2/xml/en/bulletin/366

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General specifications for the ISC engine are as follows:

Displacement is 8.3 liters [508 C.I.D.]Bore and stroke is 114 mm [4.49 in] x 135 mm [5.32 in]Compression ratio is 17:1Firing order is 1-5-3-6-2-4Engine speed @ rated power output is 2200 rpm formost ratings.

ISC engines are designed to metric unit specifications

throughout. The only deviation is the use of some SAEstandard pipe fittings and plugs. Unit specifications foroptional accessory equipment will vary with supplier. Servicepublications list metric values along with their SAE equivalentsfor comparison.

Section 2. Design FeaturesA variety of fan hub (1) mounting positions and automatic belttensioner (2) positions are available on the ISC engine forvarious applications. The automatic belt tensioner is used tomaintain proper belt tension.

All gears are hardened and have a helical-tooth design forstrength and quiet operation. Timing-mark alignment is usedbetween the camshaft gear and fuel pump gear. A timing markis also used between the crankshaft and camshaft. The fuelpump 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:

Oil cooler housing1.Water pump housing2.Oil pump housing3.Cylinder liners.4.


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Ribbing has been added to strengthen the block and reducenoise.

The ECM is mounted on the left side of the engine blockbelow the fuel filter. It controls the CAPS fuel injection pump

by issuing fueling and timing commands based on enginespeed, load, and throttle position. It also monitors all enginesensors 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 idlespeed. It also logs fault codes if there is a problem with theengine.

All ISC engines are equipped with a two-piece exhaustmanifold. Capscrew towers are used to mount the exhaustmanifolds to the cylinder head.

Key components of the exhaust system are:

Exhaust valves1.Exhaust manifold (two-piece)2.Dual entry turbocharger3.Turbocharger exhaust outlet.4.

The engine features a newly designed Holset® HX40turbocharger, which has been optimized for the higher speedISC ratings. The wastegate actuator hose is now plumbed intothe turbocharger compressor outlet.

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

The cylinder head is a one-piece, four-valve-per-cylinderdesign, which provides improved airflow and swirl. The designalso 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 avertically mounted thermostat.


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The cylinder head design features include:

Integral intake manifoldFour valves per cylinder.

The cylinder head design also allows for improved coolantflow.

The cylinder head also features pressed-in valve guides.

Valve seat inserts are used in all ratings of ISC engines.

The valve assembly includes the following components:

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

The valve train consists of the following:

Rocker lever assembly1.Push rods2.Tappets3.Camshaft.4.

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

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


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The power components of the engine are the following:

Piston1.Connecting rod2.Crankshaft.3.

ISC engines use steel-backed tri-metal connecting rodbearings. Service bearings also use the steel-backed tri-metaldesign.

There are three types of pistons used in ISC engines.Application and horsepower ratings determine which pistonsare placed in the engine.

The following pistons are used in the ISC engines:

Piston Type Application

Dual-Ni, Dual Keystone,gravity cast

Less than 280 hp

Dual-Ni, Dual Keystone,anodized, gravity cast

280 through 300 hp, 250and 280 hp Transit Bus

Dual-Ni, Dual Keystone,squeeze cast, fiber reinforced

Greater than 300 hp

All ISC engines use new pistons with centered, rather thanoffset, combustion bowls. The ISC pistons all have a 10 mm[0.394 in] top ring location (the top piston ring is 10 mm [0.394in] down from the top of the piston). Similar features of thepistons are a high-swirl combustion bowl, a free-floating pistonpin held in by retaining rings, and cast-aluminum bodies.


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The crankshaft is a forged-steel, full-fillet hardened, integrallybalanced unit. Internal cross drillings supply the connectingrod bearings with oil. The crankshaft thrust is controlled by aflanged, upper bearing shell (1), which is located in thenumber 4 main bearing. Oversized rod and main servicebearing are available for use with reground crankshafts.

Section 3. Engine Lubricating Oil System

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

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

Valve train11.Rod bearing.12.

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


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The oil pump (1) then delivers the oil through an internaldrilling in the cylinder block (2) to the oil cooler cover and theoil cooler bypass thermostat (3). If the oil is cold, thethermostat is open, allowing some oil to bypass the cooler andflow directly to the filter. As the temperature rises, thethermostat closes, directing all of the oil through the coolerplates. Upon exiting the cooler, the oil flows through the inner

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 portand allowing some oil to drain back to the oil pump inlet. Theremaining oil flows to the cast passage in the oil cooler coverleading to the Fleetguard® LF3000 Stratapore™ oil filter. Theoil flows through the cooler and filter in the following order:

From lubricating oil cooler1.Pressure regulator2.To lubricating oil filter3.Flows through oil filter4.To main oil rifle5.To turbocharger.6.

The Fleetguard® LF3000 Stratapore™ filter is a combinationfull flow and bypass oil filter. The upper section of the filter

contains the full-flow filter element while the lower sectioncontains the bypass element. Oil that flows through thebypass returns to the oil pan. During normal engine operation,oil circulates through the full-flow section of the combinationfilter and into the main oil rifle.

If the full-flow section of the combination filter becomesplugged to the point that a 175 kPa [25 psi] oil pressuredifference exists across the filter, the bypass valve opens inthe oil filter head and routes unfiltered oil to the main oil rifle.This is done to prevent oil starvation to the engine with aplugged oil filter.

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


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The filtered oil flows up the center of the filter and across theback of the oil cooler cover. At the oil cooler cover oil flow isdivided. A portion flows to the turbocharger, while the restpasses down a cast passage to a cross drilling in the block.The oil flow to the turbocharger is in the following order:

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

Once the oil has been cooled and filtered, a cross drilling overthe number 3 main bearing carries it across the block to themain oil rifle. The main oil rifle runs the length of the block andcarries oil to the camshaft and main bearings throughindividual transfer drillings. Oil flow through the main oil rifle isin the following order:

From oil filter1.To main oil rifle2.Flow to main bearings and camshaft bushings3.Flow to overhead (from camshaft bushings).4.

The transfer drilling connected to the main oil rifle supplies oilto a groove in the upper main bearing shells. Oil is thensupplied to the piston cooling nozzles, seated in the upper

main bearing saddles, and the cam bores through short radialdrillings. The piston pins are splash lubricated by pistoncooling nozzle spray. The oil flow to the power componentsconsists of the following:

From main oil rifle1.To camshaft bore2.To piston cooling nozzle.3.

From the main bearings, oil enters the crankshaft andlubricates the connecting rod bearings through internal crossdrillings (1)(2)(3).


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

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

From the transfer slot in the head gasket, the oil flows aroundthe outside diameter of the rocker lever capscrew and througha groove in the bottom of the rocker lever pedestal. Oilleakage past the top of the rocker lever capscrew is controlledby the flanged head on the capscrew.

Oil flows up around the rocker lever capscrew, then through

diagonal drillings in the rocker lever shaft. These drillingssupply oil to circumferential grooves in the rocker lever shaft.These grooves line up with the drill ings in the rocker leverwhich supply oil to the rocker lever pivot and the adjustingscrew.

Oil flow through rocker lever assembly consists of thefollowing:

From cam bores1.To rocker lever support2.To transfer slot3.

Rocker lever shaft4. Rocker lever bore5.Rocker lever6.Rocker lever pivot7.Adjusting screw.8.

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

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


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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 oilsplash. The oil pump idler gear is pressure-lubricated. Afterlubricating the front gear train, the oil drains back to the pan

for recirculation.

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

Oil pan capacity specifications for the ISC engine consist of

the following:

Lubricating Oil Capacity

liters u.s.gal

Standard Pan 19 MAX 5.0

Deep Sump Pan 21 MAX 5.5

Oil pressure specifications consist of the following:

Oil Pressure

kpa psi

At Low Idle 103 MIN 15

At Rated Speed 310 MIN 45

Section 4. Engine Cooling System

Coolant is circulated by the integrally mounted water pump.The output from the water pump empties into the bottom ofthe oil cooler cavity in the cylinder block. This provides the oilcooler with the coolest possible coolant. The coolant thencirculates around each cylinder and crosses the block to the

fuel pump side of the engine. Coolant system flow consists ofthe following:

Coolant inlet1.Water pump impeller2.Coolant flow past oil cooler3.Coolant flow past cylinders4.Coolant flow from cylinder block to cylinder head.5.


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A portion of the coolant flowing into the head is routed acrossthe exhaust ports. The balance of the coolant flows across thevalve bridges and around the injector nozzles. Coolant flowsfrom the block to the head via orifices in the head gasket.Coolant flows from the cylinder head to the thermostathousing. Coolant flow through the head consists of thefollowing:

Cylinder block to cylinder head1.To injector2.Upper water manifold3.Thermostat open4.Return to radiator.5.

When the engine is below operating temperature, thethermostat is closed, and coolant is bypassed to the waterpump inlet.

As the coolant temperature increases to the intermediaterange, the thermostat will start to open and coolant flow to the

bypass will start to be restricted. At engine operatingtemperature, the thermostat will be open and the bypass willbe closed, sending all the coolant through the radiator.

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


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Coolant for an in-cab heater is best taken from one of the 12.7mm [1/2-in] pipe taps along the top exhaust side of thecylinder head. If a coolant block heater is used, install theheater in the 3/4-inch NPT fitting just ahead of the oil coolerhousing.

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 Air Flow System

On charge-air-cooled engines, the intake air is drawn throughthe air cleaner into the compressor side of the turbocharger.The air then flows through a pipe, around the fins of thecharge air cooler and through another pipe into the intake

manifold. The air system flow consists of the following:

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

Airflow continues through the inlet ports and into the

combustion chambers. After combustion, the exhaust gasesflow out the opposite side of the cylinder head. This flowpattern across the cylinder head defines a “cross-flow”cylinder head.


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Exhaust gases then flow through the exhaust manifold andinto the divided-entry turbine housing of the turbocharger todrive the turbine wheel. Exhaust system flow consists of thefollowing:

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

A wastegated turbocharger is used to improve low enginespeed performance while retaining high-speed engine boost.The system includes the actuator hose, actuator boostcapsule, rod, and wastegate exhaust valve. Charged air issent to the actuator boost capsule via the actuator hose. Thecapsule is calibrated so that the rod will not travel unless thepressure in the capsule exceeds a preset setting. When thepressure in the capsule builds above this preset setting, thepressure forces the rod to travel, opening the wastegate.

The rod, which is connected to the wastegate, travels enoughto open the wastegate, which allows some exhaust gas tobypass the turbine wheel and dump directly into the exhaustpipe. Bypassing exhaust gas from the turbine wheel when theboost pressure is excessive helps prevent turbocharger andengine damage.

Section 6. Electronically Controlled Fuel System

The ISC engine control system is electronically controlled andprovides many operator and vehicle or equipment features.

The base functions of the control system include fueling andtiming control, limiting the engine speed operating rangebetween the low and high idle set points, and reducingexhaust emissions while optimizing engine performance.

The control system uses inputs from the operator and enginesensors to determine the fueling and timing required tooperate at the desired engine speed.

The electronic control module (ECM) is the control center ofthe system. It processes all of the inputs and sendscommands to the fuel system, vehicle, and engine control


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devices.

The ECM performs diagnostic tests on most of its circuits andwill activate a fault code if a problem is detected in one of

these circuits. Along with the fault code identifying theproblem, a snapshot of engine operating parameters at thetime of fault activation is also stored in memory.

Most fault codes will cause a diagnostic lamp to activate,which signals and alerts the driver.

The ECM communicates with service tools and some othervehicle controllers such as transmissions, anti-lock brake

system, and anti-slip reduction through an SAE J1939datalink.

Some vehicles and equipment will have J1939 networks onthem that link many of the “smart” controllers together. Vehiclecontrol devices can temporarily command engine speed ortorque to perform one of its functions, such as transmissionshifting and antilock braking.

The control system utilizes a number of sensors to provideinformation on engine operating parameters. These sensorsinclude:

Coolant temperature sensor1.Oil pressure sensor2.Intake air temperature sensor3.Water-in-fuel (WIF) sensor4.Intake manifold pressure sensor5.Engine speed and position sensors6.CAPS accumulator pressure sensor7.Pumping control valve8.Injection control valve.9.


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The following inputs are provided by OEM selected devices:

Accelerator pedal position sensor1.Idle validation switch2.Coolant level sensor3.Vehicle speed sensor4.Feature control switches, such as cruise control switches5.

Accelerator interlock ( not shown)6. Power take-off ( not shown).7.

Section 7. Engine Protection System

NOTE: Engine power and speed will be gradually reduced,

depending on the level of severity of the observed

condition. The engine protection system will not shut

down the engine unless the engine protection shutdown

feature has been enabled.

The ISC engines are equipped with an engine protectionsystem. The system monitors critical engine temperatures andpressures, and will log diagnostic faults when an over orunder normal operation condition occurs. If an out-of-rangecondition exists and engine derate action is to be initiated, theoperator will be alerted by an in-cab WARNING lamp. TheWARNING lamp will blink or flash when out-of-rangeconditions continue to worsen. When the red STOP lamp is

illuminated, the driver must pull to the side of the road, whenit is safe to do so, to reduce the possibility of engine damage.

The engine protection system monitors the following data:

Coolant temperatureCoolant level (optional)Oil pressureIntake manifold temperatureEngine overspeedFuel temperature.

Section 8. Basic Features

The ECM for the ISC engine provides some basic electronicfeatures. The following section describes the functionality ofeach feature. Whether a feature is available in a givenapplication is calibration dependent.


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The ECM controls the electric lift pump located between thefuel tank and injection pump. Whenever the keyswitch isturned to the ON position, the lift pump will be energized for30 seconds to make sure that the low pressure fuel lines are

fully primed. The electric lift pump does not start again unlessthe keyswitch is cycled.

The intake air heater feature controls the heating elementsthat are located in the engine's intake air stream. Theseelements heat the intake air when starting the engine in coldambient conditions. Startability and white smoke control areenhanced by the use of an intake air heater. AWAIT-TO-START lamp is located on the operator's controls to

indicate when to crank the engine.

The ECM checks intake manifold temperature to determinehow long to energize the air heater before extinguishing theWAIT-TO-START lamp (this is for the preheat phase).

Once the engine is started, the heater will be energized againfor a time period determined by intake air temperature and fueltemperature (this is for the post-heat phase). To minimize

cranking time in cold weather, the engine must not be starteduntil the WAIT-TO-START lamp is extinguished.

The water-in-fuel (WIF) sensor is located in the fuel filterhousing. Once the storage space in the bottom of the filterhousing fills with a certain amount of water, the sensor willsignal the ECM. A WIF lamp will illuminate, at the operatorcontrols, indicating that the water be drained from the fuelfilter assembly.

The engine warm-up protection feature inhibits the throttle tokeep the engine at low idle. This allows oil to reach all criticalengine components before engine speed is increased abovelow idle.


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

Percent of current interval consumed (by either distance,

time, or fuel burned)Distance since last resetTime since last resetFuel burned since last resetCurrent maintenance monitor mode.

NOTE: The diagnostic switch must be in the OFF position

for the flashing sequence to occur.

The maintenance monitor will alert the operator of the need tochange oil by flashing the FLUID lamp for approximately 12seconds after keyswitch is turned on. The flashing sequencewill be three quick flashes followed by a pause. This flashsequence will go through five cycles in the 12-second period.This sequence will occur every time the keyswitch is turned onuntil the maintenance monitor has been reset.

The maximum threshold is entered by the user either directlyusing the manual distance or time mode, or by entering theinterval factor in the automatic mode.

The adjusted threshold is the new threshold set automaticallyby the maintenance monitor when the automatic mode isselected, and it automatically reduces the maintenanceintervals.

The “interval reset at” is the interval distance, time, and fuelrecorded by the ECM at the time the Maintenance Monitor wasreset.

The “cumulative reset at” is the total distance, time, and fuelrecorded by the ECM at the time the maintenance monitor wasreset.

The possible error will contain an “X” next to a row of data thatcan be inaccurate due to a system fault. The “X” will betriggered when a vehicle speed sensor fault or power down


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fault occurs. These faults can cause data to either notaccumulate or accumulate inaccurately.

The maintenance monitor reset can be accomplished byclicking the reset button on the maintenance monitor screen

using the INSITE™ service tool, or use the following steps:

Hold the throttle down at 100 percent.1.Tap the brake three times.2.Release the throttle and brake.3.Hold the throttle down at 100 percent.4.Tap the brake three times.5.Release the throttle and brake.6.Hold the throttle down at 100 percent.7.Tap the brake three times.8.Release the throttle and brake.9.

NOTE: The WARNING lamp will flash three quick flashes,signifying that the reset has been made.

The trip information system records fuel consumption,distance, and time information for the engine during normaloperation and in certain operating modes such as PTO andidle. This data can be displayed using the INSITE™ electronic

service tool. Some data can not be reset and reflects theperformance of the engine over its lifetime. Other data as wellas trip data, can be reset using the INSITE™ electronic servicetool.

The duty cycle monitor feature the ECM tracks engine loadand speed. This data is stored in the ECM until the INSITE™electronic service tool is used to display it. The INSITE™electronic service tool display shows a duty cycle “map” thatshows the whole engine's operating range in terms of speedand load. This “map” is divided into fifty regions. The percentof the engine operating time spent in each region is shown onthe display.

The ECM contains duty cycle data for the whole life of theengine and for two 500 hour operating periods. The two 500hour maps can be reset with the INSITE™ service tool.


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NOTE: This is not a customer adjustable feature.

When the accelerator interlock feature is active and theexternal accelerator inhibit switch is active, the acceleratoraction will be disregarded concerning fueling, and the enginewill run at low idle speed or at the remote power take-off(PTO) speed, if the remote PTO switch is activated. Due to

different customer needs, each manufacturer will build theinteraction with its brakes, transmission, and fast and slow idleselection capabilities uniquely.

For example most buses use this feature to disable theaccelerator pedal and PTO operation while the bus door isopen.

Section 9. Programmable Features

The electronic control system can provide many features thatare integrated into the vehicle's operation. Some of thesefeatures can be adjusted or turned on or off with a service tool,

but some are set at the factory and can not be changed.

The following section describes the functionality of eachfeature. Whether a feature is available in a given application isOEM dependent.

The automotive and variable speed (VS) governor featuregives the owner a choice of engine governors. The variablespeed (VS) governor maintains a constant engine speed for agiven accelerator position under varying load conditions. Theautomotive governor allows a longer speed variation undervarying load conditions for a given accelerator position.

The cab switchable governor feature allows the operator touse a cab switch to switch between an automotive or variablespeed governor.

The automotive speed governor allows the engine speed tovary with load.

The variable speed governor allows the engine speed to beconstant under varying loads.


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

The vehicle speed sensor type indicates the type of vehiclespeed sensor being used with the ECM.

The sensor is one of the following:

None1.Magnetic2.

J1939 data link3.Other.4.

The maximum engine speed without vehicle speed sensor(VSS) parameter sets the maximum engine speed allowedwhen no vehicle speed is detected.

The tire revolutions per mile parameter indicates to the ECMhow many times the tire will turn a full revolution in one mile.


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The rear axle ratio parameter indicates to the ECM the gearratio of the rear axle.

Enable this feature to allow the ECM to monitor a switchedinput to signal which axle ratio is being used in a two-speedaxle system. This allows the ECM to calculate the vehiclespeed correctly for both axle ratios.

The number of transmission tailshaft gear teeth parameterindicates to the ECM the number of gear teeth on thetransmission tailshaft.

NOTE: Fault Code 242 is logged when an invalid or

inappropriate vehicle speed signal is detected by the

ECM, indicating an intermittent connection or signal

tampering. This fault code is not a guarantee that vehicle

speed sensor tampering has been performed.

The vehicle speed sensor antitampering (Fault Code 242)feature gives the customer the option of disabling Fault Code242.

The type of application feature selection tells the ECM whattype of application is being used by the vehicle. Choosebetween on-highway or on/off highway. On-highwayapplications are those that use top gear for the majority oftheir operations. On/off-highway appl ications are those thatuse gears lower than top gear for extended periods of time.


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The automatic transmission feature tells the ECM what type oftransmission is used in the vehicle. The transmission is eithermanual or automatic.

The top transmission gear ratio parameter is needed forgear-down protection to work properly with double overdrivetransmissions. This parameter will also be used by the tripinformation system to record the percentage of distancetraveled in top gear.

The one gear-down gear ratio parameter indicates to the ECM

the first gear-down gear ratio of the transmission.

The road speed governor limits the maximum road speed ofthe 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 orequal to the gear-down maximum vehicle speeds if gear-down

protection is enabled (see gear-down protection featuredescription), and the maximum cruise speed if the cruisecontrol feature is enabled.

The road speed governor upper droop allows tailoring of thetorque curve before the maximum vehicle speed is reachedwhile operating on the road speed governor. Increasing thedroop can increase fuel economy in hilly terrain. The settingcan be between zero and 3 mph.

The road speed governor lower droop allows tailoring of thetorque curve in a downhill or no-load condition while operatingon the road speed governor before fueling is completely cutoff. A faster downhill speed will increase momentum going upthe next hill and can improve fuel economy in rolling terrain.The setting can between zero and 3 mph.


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WARNING

Do not use cruise control when the road is slippery, inheavy traffic, or when the weather is inclement. Loss ofvehicle control can result.

The cruise control feature gives the driver the capability of afoot-off accelerator cruise operation. It is similar to anautomobile's cruise control.

The maximum cruise control speed is the maximum allowablecruise 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 allowstailoring of the torque curve before the set vehicle speed isreached while operating in cruise control. Increasing the droopcan increase fuel economy in hilly terrain. The setting can bebetween zero and 3 mph.

The cruise control governor lower droop feature allowstailoring of the torque curve in a downhill or no-load conditionwhile operating in cruise control before fueling is completelycut off. A faster downhill speed will increase momentum goingup the next hill and can improve fuel economy in rollingterrain. The setting can be between zero and 3 mph.

The SET/ACCEL parameter tells the ECM how the cab switch

is configured. If it is set to YES, then the cab switch will beSET/ACCEL in one position and RESUME/COAST in the otherposition. If it is set to NO, then SET/COAST will be in oneposition while RESUME/ACCEL will be in the other position.


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The cruise control auto resume feature will automaticallyresume the cruise set speed after a brief clutch engagementwhile cruise control is actively controlling engine speed. Thisallows the operator to shift gears in cruise control withouthaving to move the RESUME switch.

The gear-down protection feature limits the vehicle speed inthe lower gears. The maximum vehicle speed in the lowergears is set at a lower vehicle speed than the maximumvehicle speed in the top gear. This encourages driving in thetop gear for better fuel economy. Gear-down maximum vehiclespeed light engine load and heavy engine load are parametersassociated with this feature.

The heavy engine loads and light engine loads feature allowsthe operator to downshift from top gear to the next lower gearunder heavy load and maintain a speed higher than thegear-down speed. This allows the operator to keep the vehiclemomentum up by using a lower gear to maintain a highengine speed when going uphill. As soon as the engine load

drops off (such as going downhill), the vehicle speed limit willramp back down to the light load gear-down speed limit. Thedriver will then have to upshift back into top gear to reach themaximum vehicle speed limit.

The gear-down maximum vehicle speed for heavy-engine loadis a maximum vehicle speed (2) for operating one gear belowtop gear during heavy-engine load operations.

The gear-down maximum vehicle speed for l ight-engine load isa maximum vehicle speed (3) for operating one gear below top

gear during light-engine load operations. This value can notexceed gear-down maximum vehicle speed for heavy-engineload (2).


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The powertrain protection feature can limit engine outputtorque depending on transmission gear ratio. This featurehelps protect the drivetrain when lower gears are engaged.Engine torque l imits based on transmission gear ratio can beadjusted using the INSITE™ service tool. This feature can alsolimit the maximum engine torque when a switched input to theECM is activated. This allows the operator, or an automatic

switching device, to limit engine torque under certain operatingconditions, such as operation of an auxiliary device. Thisfeature can also be configured to limit torque duringheavy-load conditions. This allows full torque output atlight-load conditions, and limits torque output when the engineis heavily loaded. An example of a torque limit table isillustrated.

The power take-off (PTO) feature controls the engine at aconstant rpm selected by the operator. For applicationsneeding the PTO mode, a remote mounted switch can be

used where a cab switch is not desirable. The cruise controlswitches are also used for the PTO features.

The PTO maximum speed is the maximum engine speed that

can be obtained while in the PTO mode.

The PTO minimum speed is the minimum engine speed thatcan be obtained while in PTO mode.

NOTE: PTO set speed can not be less than the minimumPTO speed or greater than the maximum PTO speed.

The PTO set speed is obtained when the PTO on/off switch isin the ON position and the SET switch is used.

The PTO resume speed is the engine speed that will beobtained when the RESUME switch is used.


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NOTE: This torque limit is also in effect during accelerator

override of the PTO function.

Some devices that are driven by the engine during PTOoperation are sensitive to input torque. The maximum enginetorque that can be output by the engine during PTO operationcan be adjusted to protect these devices.

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

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

Some applications require the ability to override the PTO setspeed with the accelerator to increase engine speed withoutdisengaging the PTO function. When the accelerator overridein PTO feature is enabled, the engine speed can be increasedabove the current PTO operating speed by depressing theaccelerator. Engine speed can only be overridden up to the

maximum accelerator override in PTO speed. If the acceleratoris released, then the engine speed will return to the PTOoperating speed that was in effect before the acceleratoroverride event.

The PTO ramp rate programmable parameter sets the ratethat the PTO speed will ramp up or down when operating inPTO and the ACCEL or COAST switch is held down.


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The remote PTO allows the PTO mode to be activated from aseparate remote switch. Remote PTO can have up to fivedifferent set speeds depending on how many times the switchis toggled from the OFF to ON position before being left in theON position.

For example, to obtain remote PTO set speed three, rapidlytoggle the remote PTO on/off switch from OFF to ON threetimes and leave it in the ON position after the last cycle.

The remote PTO has higher priority than the cab PTO, so itwill control engine speeds in cases where both the cab andremote PTO are enabled.

Enabling the remote throttle feature activates the remotethrottle capabilities of the ECM. When activated by a switchedinput into the ECM, the remote throttle will take precedenceover the cab throttle.

The low-idle speed parameter is the engine speed at whichthe engine will idle. This speed can be adjusted by a cabswitch if the switch is installed and the low-idle adjustmentfeature is enabled.

The low-idle adjustment feature allows the idle speed range tobe increased or decreased in 25 rpm increments with thein-cab increment or decrement switch. There are limits on howhigh or low the low-idle speed can be adjusted. The allowableadjustment range for an ISC engine is 600 to 875 rpm.


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

remove power from other accessories powered by the

keyswitch. These can cause a drain on the battery.

The idle shutdown feature automatically shuts off an engineafter a period of engine idling when there is no activity fromthe driver such as clutch, brake, or accelerator actuation.

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

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

NOTE: This parameter will not appear if the idle shutdown

feature is turned off.

The idle shutdown time is a period of engine idling time whenthere is no activity from the driver such as clutch, brake, oraccelerator actuation before the engine automatically shutsoff.

The idle shutdown in PTO feature automatically shuts off theengine after a period of PTO or remote PTO operation in which

there is no activity from the driver such as clutch, brake, oraccelerator actuation.

The idle shutdown override feature allows the driver to overridethe idle shutdown by changing the position of the brake,clutch, or accelerator at any time during the idle shutdownwarning period.

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

After the idle shutdown feature has been overridden, this

feature will not shut off the engine again until the vehicle hasbeen moved.


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

Some applications will also provide inputs to the ECM forauxiliary device cooling, such as air conditioner pressure andpower steering temperature. Your application might alsoinclude a manual switch for fan control.

Select either 0 VDC = ON or 12 VDC = ON to match the fanclutch logic used in the application. It is recommended that afan relay be used for fans that draw more than 6 amps.

Enable the fan drive selection feature to control a variablespeed fan drive to help optimize fuel economy when a variablespeed fan is available for use. The ECM varies fan speedaccording to coolant temperature to maintain the temperaturein the optimum operating range while minimizing the amountof load put on the engine by the fan.

Enable the air conditioner pressure switch input feature if theair conditioner pressure switch input into the ECM is beingused to control the fan.

The minimum fan on-time with air conditioner pressure switchfeature controls the minimum amount of time that the fan willstay on when it is activated by the air conditioner pressureswitch to reduce excessive fan cycling.

The fan on with exhaust brake feature will enable an electricfan when the exhaust brake is engaged. This increases thetotal braking power by increasing the parasitic load on theengine.

Some vehicles are equipped with an ECM-controlled exhaustbrake. This exhaust brake can be used to slow the vehicle.The brake accomplishes this by restricting the exhaust gasflow out of the engine. Using the exhaust brake in hilly terrainor during heavily loaded decelerations can help reduce wearon the service brakes.


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The ECM will activate the exhaust brake when conditionsrequire its operation.

Several operating conditions must be true to activate theexhaust brake:

The exhaust brake switch must be in the ON position.1.The operator's foot must be off the accelerator pedal(pedal at low-idle speed position).

2.

The engine speed must be above 1000 rpm.3.

If the above conditions are true, in addition to several ECMinternal fueling command checks, then the exhaust brake will

engage and begin applying a braking effect to the engine. Theexhaust brake will remain on until one of the above conditionsis no longer true.

NOTE: Some electronically controlled automatic

transmissions will begin downshifting during exhaust

brake operation. This keeps the engine speed up near

rated speed where the braking effect is greatest.

CAUTION

The engine speed must not exceed 2900 rpm under anycircumstances. When descending a steep grade, use acombination of transmission gears and engine or servicebrakes to control the vehicle and engine speed.

The exhaust brake or driveline retarder control feature tells theECM whether an exhaust brake or a driveline retarder is beingused on the vehicle. It allows the driveline retarder to operatebelow 1000 rpm down to idle speed, but will disengage at1000 rpm when the exhaust brake feature is chosen.

The automatic exhaust brake activation in cruise controlfeature will allow the ECM to use the exhaust brake tomaintain set cruise speed in downhill motoring conditions. Ifthis feature is enabled, the exhaust brake will automatically


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engage anytime the cruise control is active and the vehiclespeed exceeds the cruise set speed by more than aprogrammable amount. The exhaust brake will disengagewhen the vehicle slows back to the set speed.

The engine protection shutdown feature automatically shutsoff the engine when the temperature, pressure, or coolantlevel sensor indicates the engine is operating over or undernormal operating conditions.

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

NOTE: 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.

NOTE: 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.

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 alertthe operator when it is time to change oil and perform anyother simultaneous maintenance tasks. The maintenancemonitor continuously monitors the distance the vehicle hastraveled, the time the engine has been operating, and theamount of fuel burned to determine when it is time to changeoil.

The maintenance monitor has three modes of operation:

Automatic modeDistance modeTime mode.


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CAUTION

The use of synthetic base oil does not justify extended oilchange intervals. Extended oil change intervals willdecrease engine life because of factors such as corrosion,deposits, and wear.

The automatic mode alerts the operator when it is time tochange oil based on Cummins® recommended interval. Itdetermines the maintenance interval based on distancetraveled, engine operating time, and fuel burned.

When the automatic mode is selected, the severe oil draininterval duty cycle is the default.

CAUTION

Refer to Procedure 102-002 (Maintenance Schedule) inSection 2 of the Operation and Maintenance Manual, ISC, ISCe, and ISL Engines, Bulletin 4021428, when selecting thecorrect oil-change interval for your appl ication. Cummins Inc.

does not recommend exceeding these published intervals andis not responsible for damage sustained from overextendeddrain intervals.

NOTE: This distance mode of the maintenance monitor

requires the use of the VSS. This mode must not be

selected for applications that do not have this sensor.

The distance mode allows the customer to enter a desireddistance interval. The maintenance monitor will then monitorthe distance the engine has traveled and alert the operatorwhen the interval has ended.

The time mode allows the customer to enter a desired timeinterval. The maintenance monitor will then monitor the timethe engine has run and alert the operator when the intervalhas ended.


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NOTE: The original factory programmed value is SEVERE.

The maintenance monitor interval factor is used only in themaintenance monitor automatic mode. It is used to adjust themaintenance interval for severe, normal, or light-dutyapplications.

The maintenance monitor interval is used by the distance andtime mode and defines the change interval.

The maintenance monitor interval alert percentage featureallows the user to enter the percentage of the current intervalat which the light comes on, indicating the need for an oilchange. The parameter allows the user to obtain an earlywarning of the need for a maintenance stop.

For example, if the distance mode is set to 24,194 km [15,000mi], and the interval alert percentage is set to 90 percent, theMAINTENANCE lamp will illuminate at 21,774 km [13,500 mi](90 percent of 24,194 km [15,000]).

The engine time offset parameter is part of the trip informationsystem. The value entered here will be added to total ECMtime to get total engine time. This parameter allows the timeon the engine to be entered when an ECM is replaced.

The engine distance offset parameter is part of the tripinformation system. The value entered here will be added tototal ECM distance to get total engine distance. This

parameter allows the distance on the engine to be enteredwhen an ECM is replaced.


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Section 10. ISC Options

Application versatility is an advantage of the ISC engine. Theavailable option packages provide straight-forward installationrecommendations for placing the engine into a wide variety ofapplications.

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

Multiple fan drive arrangements (1) are possible through theengine's common front end to satisfy most applicationrequirements. Fan drive options with automatic belt tensioningare available with centers from 203.2 to 444.25 mm [8 to 17.44in] above the crankshaft centerline and with speed ratios of0.87 to 1, 1.1 to 1, and 1.35 to 1. A crankshaft-mounted fan

drive is also available.

Optional v-belt pulleys are available for the fan hub andcrankshaft pulleys. This bolt-on option can be used to driveadditional accessories. Electric fan clutches can be driven bythe engine ECM.


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

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

Two oil pans are available. One pan can be used to provideeither a front or rear sump with the use of the correspondinginternal block-mounted oil suction tube. The other oil panprovides a center-sump arrangement.

All engines have an oil fill location in the valve cover (1). Ablock-mounted side oil fill is also available (not shown), whichwill accept a 51 mm [2 in] inside diameter hose for remote filllocations. A front oil fil l through the gear cover is also available(not shown). The center-mounted dipstick location on the fuelside (2) and exhaust side (3) of the engine provides oil-levelgauging for all oil-pan options.


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Multiple turbocharger locations are also available to suit spaceconstraints of various installations. Several locations areoffered, 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: 16-Sep-2004

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


3666321 ISC Engine Familiarization

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Transcript of 3666321 ISC Engine Familiarization