Service Bulletin

ISB High-Pressure Common Rail Fuel System Engine

Overview

The ISB High Pressure Common Rail engine is designed to meet the EPA exhaust emissions requirements for October 2002. This engine replaces the current ISB engine for future North America on-highway truck, fire truck, RV, bus, and walk-in van applications. Hardware improvements include a high pressure common rail fuel system, rear gear train, cooled EGR, and a new ECM architecture.

Engine Ratings

Service Bulletin Number Date4021385 01-SEP-2002

Design Application Market ApplicationAutomotive All

ISB High Pressure Common Rails Series Engines (U.S. EPA/CARB Emissions

Engine Horsepower (hp)

Kilowatts (kW)

RPM Horsepower

Peak Torque

RPM Peak Torque

Nm ft-lb

ISB High Pressure Common Rail (Wastegated Turbocharger

185 137 2400 569 420 1600

200 149 2300 630 465 1600

200 149 2300 705 520 1600

215 160 2300 705 520 1600

230 171 2400 705 520 1600

General Information

Electronic Service Tool

INSITE is the Cummins computer-based electronic service tool for this engine. INSITE version 6.2 or later is required for this engine. It will be capable of performing the following functions:

O Read fault codes. O Monitor and log engine operating parameters. O Adjust features and parameters. O Update engine calibrations. O Run diagnostic tests. O Manage work orders. O View trip information.

Cummins Distributors provide security activation for INSITE. Different levels of functionality are available, depending on the needs of users.

Engine Braking

The exhaust valve springs and valve train have capabilities for exhaust brake operation up to 60 psi [4.3 bar] with a wastegate turbocharger only. No external exhaust brakes are allowed with variable geometry chargers; the variable geometry turbocharger provides integrated engine braking. No Cummins-supplied exhaust brakes are planned at launch.

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

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

ISB High Pressure Common Rail (Variable Geometry Turbocharger

245 182 2300 894 660 1600

260 193 2500 746 550 1900

260 193 2300 894 660 1600

275 205 2500 894 660 1600

300 223 2700 894 660 1600

300 223 2500 894 660 1600

This six-cylinder engine has a displacement of 5.9 liters [360 C.I.D.]. The bore is 102 mm [4.02 in] and the stroke is 120 mm [4.72]. The firing order is 1-5-3-6-2-4.

1. Exhaust pressure sensor 2. Rail pressure relief valve 3. Fuel rail 4. Intake manifold pressure sensor 5. Intake temperature sensor 6. Electronic fuel control actuator 7. Bosch fuel pump 8. Air compressor 9. Flywheel housing

10. Oil pressure switch 11. Fuel filter 12. Fuel inlet to cooling plate 13. Oil pan drain plug 14. Barometric pressure sensor 15. Engine speed sensor (crankshaft) 16. Electronic Control Module (ECM) 17. Engine speed sensor (camshaft) 18. Air intake inlet

Intake Side

19. EGR temperature sensor 20. Fuel heater 21. Rail pressure sensor.

1. Fan drive 2. EGR differential pressure sensor 3. EGR temperature sensor 4. Air inlet 5. Fuel heater 6. Fuel lift pump 7. Fuel filter 8. Water-in-fuel sensor 9. ECM

10. Engine speed sensor (camshaft) 11. Engine speed sensor (crankshaft) 12. Vibration damper 13. Fan or power takeoff (PTO) drive flange mounting 14. Starter 15. Coolant inlet 16. Belt tensioner 17. Water pump 18. Freon compressor 19. Alternator 20. Coolant outlet 21. Coolant temperature sensor.

Front

1. Breather tube (valve cover to gear housing) 2. EGR cooler 3. EGR valve 4. Air outlet from turbocharger 5. Turbocharger exhaust outlet 6. Flywheel housing 7. Flywheel 8. Gear housing 9. Crankcase breather

10. Fuel out (return to tank) 11. Coolant connection for compressor 12. Fuel return line.

Rear

1. Exhaust pressure sensor 2. Coolant outlet 3. Alternator 4. Exhaust manifold 5. Oil filter 6. Coolant outlet 7. Oil pan drain plug 8. Turbocharger position sensor 9. Turbocharger actuator

10. Turbocharger compressor inlet 11. Compressor inlet temperature sensor 12. Turbocharger speed sensor 13. Turbocharger exhaust outlet 14. Starter 15. Flywheel housing 16. Gear housing 17. EGR cooler 18. EGR valve 19. EGR actuator.

Exhaust Side

1. EGR valve 2. EGR cooler 3. Starter 4. Breather tube (valve cover to gear housing) 5. Compressor cooling connection 6. High-pressure fuel lines 7. Intake temperature sensor 8. Fuel rail 9. Intake manifold pressure sensor

10. Rail pressure relief valve 11. Fuel rail pressure sensor 12. EGR temperature sensor 13. EGR differential pressure sensor 14. Tone wheel 15. Vibration damper 16. Oil fill cap 17. Coolant temperature sensor 18. Coolant outlet 19. Alternator 20. Oil filter.

Top

Section 01

Block

The block is a new design based on the ISB e Series Engines. The new block does not have a tappet cover. It contains drillings for both traditional

B Series saddle jets and directed piston cooling nozzles. Only one type of piston cooling will exist on a specific engine while the other style will be plugged. Because the engine is a rear gear train design, all the required drillings for mounting the gear housing are located at the rear of the block.

The optional coolant heater uses one of the large cup plugs on the exhaust side of the engine. An optional coolant heater uses one of the large cup plugs on the exhaust side of the engine. An optional coolant heater will be available. The location of the heater depends on turbocharger configuration. The heater will either be a threaded design and located near the oil filter head or it will install a cup plug near the rear of the block. For the cup plug-style heater, the block has two mounting bosses for attachment.

Block Stiffener

The engine is equipped with a block stiffener plate that is located on the bottom deck of the engine block. The stiffener plate is held in place with several capscrews around its perimeter. The stiffener provides additional support to the lower portion of the block.

Camshaft Gear

The new camshaft gear is bolted to the rear end of the camshaft. A locating pin on the camshaft aligns with a slot cut in the camshaft gear for proper valve train timing. A tone wheel is bolted on the front end of the camshaft inside the front gear cover. Engine speed and position is calculated using a sensor mounted in the front gear cover; this is the secondary (backup) speed sensor.

Crankshaft

The crankshaft is a new design that has a gear

located at the front and rear of the engine. The front gear is used to drive the oil lubrication pump only and is replaceable. The rear gear is not replaceable because it is captured by the flywheel mounting ring; the flywheel mounting is not removable. If any damage occurs to the rear crankshaft gear or the flywheel mounting ring, the crankshaft must be replaced.

Directed Piston Cooling Nozzles

Engines with ratings higher than 230 horsepower will be equipped with J-jet directed piston cooling nozzles. These are similar to the ISL and ISM piston cooling nozzles. A non-captured, fluted capscrew holds these in place and acts as the oil path from the dedicated oil rifle to the nozzles. These nozzles must be removed prior to piston and rod removal to prevent damage to the directed cooling nozzle. In engines with ratings of 230 horsepower and lower, traditional B Series saddle piston cooling nozzles are used. The directed cooling nozzle oil rifle holes are plugged with a short 10-mm [0.394-in] diameter capscrew.

Fracture-Split Connecting Rods

The connecting rod design continues to be an angle-split rod; however, the surface between the connecting rod and the cap is no longer machined. A process known as fractured splitting detaches the connecting rod cap from the connecting rod. The cap is separated utilizing a high-momentum force, resulting in a unique surface on every connecting rod cap. The surface of the connecting rod and cap must be protected against damage; the cap and rod must be assembled before performing any cleaning. Any damage to the fractured surface will result in an improper torque on the connecting rod capscrews. When replacing the connecting rods, replace with the same part number (or superseding part number) of the rod that was removed.

Gear Train

To reduce engine noise, the gear train is located at the rear of the engine. The gear train uses a straight-cut spur gear design for the crankshaft, camshaft, fuel pump, and accessory drive (air compressor and/or hydraulic pump) gears. There are no idler gears. The front of the engine continues to have a gear train for driving the lubricating oil pump and is also a straight-cut spur gear design. Access to the rear gear train is obtained by removing the flywheel housing, which also acts as the rear gear cover. The gear housing serves as the mounting location for the high-pressure fuel pump and accessory components.

Crankshaft Speed Indicator Ring

The tone wheel is located at the front of the engine and is mounted externally, directly behind the vibration damper. The belt drive pulley is integral to the tone wheel. A pin pressed into the crankshaft nose aligns the tone wheel for proper timing. The vibration damper capscrews pass through both the damper and tone wheel and are threaded into the crankshaft.

Section 02

Cylinder Head Capscrews

The cylinder head capscrews are all the same length. The capscrews are nominally 130 mm [5.12 in] in length. A 6-cylinder engine utilizes 26 cylinder head capscrews. A plastic length gauge, Part Number 3164057, is available for measuring the capscrew for reuse.

Head Gasket

The cylinder head gasket is a multi-layer steel gasket that is graded to two different thicknesses. To maintain proper cylinder pressure when replacing the gasket, make sure the new gasket is the same part number as the one being replaced.

Section 05

Alternatively, consult the Troubleshooting and Repair Manual for instructions on how to measure for the proper gasket. Because the gasket is graded, graded pistons are no longer used.

Section 03

Crankcase Breather System

The crankcase breather system utilizes a baffle in the valve cover. The crankcase gases and accumulated oil exit the valve cover via two lines. The larger line is for the crankcase gases and the smaller line is for the oil that accumulates in the valve cover baffle. The oil is drained back to the oil pan through the engine block. The crankcase gas flows through a cavity in the gear housing and flywheel housing and exits through a hole in the flywheel housing on the fuel pump side of the engine to a traditional road draft tube.

The rocker housing is attached to the cylinder head with three mounting capscrews.

Rocker Housing

A rocker housing is incorporated into the engine to allow a pass-through location for the injector wiring harness. The valve cover is mounted to the housing by capscrews. The upper gasket is incorporated into the valve cover.

The fuel system is a Bosch High Pressure Common Rail design. The fuel system consists of the following components:

ECM (engine control module) cooling plate (10) Electric lift pump (15) Cummins-supplied fuel filter (8) Electronic fuel control actuator (5) High-pressure fuel pump with integrated gear pump (3) Fuel rail (1) Fuel rail pressure sensor (14) High-pressure fuel connectors (11) Fuel injectors (18).

The fuel system is a Robert Bosch high-pressure common rail electronically controlled fuel system. The high-pressure common rail system consists of four main components: fuel pump gear pump, high-pressure pump, fuel rail, and injectors. The high-pressure pump supplies high-pressure fuel to the fuel rail independent of engine speed. The high-pressure fuel is then accumulated in the fuel rail. High-pressure fuel is constantly supplied to the injectors by the

WARNING The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel. Do not loosen any fittings while the engine is running. Personal injury and property damage can result. Wait at least 10 minutes after shutting down the engine before loosening any fittings in the high-pressure fuel system to allow pressure to decrease to a lower level.

fuel rail. The electronic control module (ECM) controls the fueling and timing of the engine by actuating the injectors.

Fuel enters the system from the original equipment manufacturer's connection on the bottom for the engines. While the fuel flows through the ECM cooling plate, it cools the electronics that are contained inside the ECM. The fuel leaves the ECM cooling plate and passes through an electric lift pump. Fuel then flows through the fuel filter and into the high-pressure fuel pump. Fuel flows to the gear pump via drillings within the pump before entering the high-pressure portion of the pump.

The fuel then enters the high-pressure pump. The low-pressure fuel is then supplied to the electronic fuel control actuator. The electronic fuel control actuator is an electronically controlled solenoid valve. The ECM controls the amount of fuel that enters the high-pressure pumping chambers by opening and closing the electronic fuel control actuator based on a demanded fuel pressure. The pressure sensor on the fuel rail provides the actual fuel pressure measurement. When the actuator is open, the maximum amount of fuel is being supplied to the high-pressure pump. When the actuator is partially closed, any fuel that does not enter the high-pressure pump is directed to the fuel return overflow valve. The fuel return overflow valve regulates the amount of fuel used for lubrication of the fuel pump (which returns to the fuel tank) and returns excess fuel to the gear pump inlet.

The fuel that enters the high-pressure pump is pressurized between 250 and 1600 bar [3626 to23,206 psi], by three radial pumping chambers. The pressurized fuel is then supplied to the fuel rail.

Section 06

Injectors and Fuel Lines, Overview

General Information

High-pressure common rail fuel systems use solenoid-actuated injectors. High-pressure fuel flows into the side of the injector. When the solenoid is activated, an internal needle lifts and fuel in injected. The clearances in the nozzle bore are extremely small and any dirt or contaminants will cause the injector to stick. This is why it is important to clean around all fuel connections before servicing the fuel system. Also, cap or cover any open fuel connections before a fuel system repair is performed.

High-pressure fuel is supplied to the injector from the fuel rail by an injector supply line and a fuel connector. The fuel connector pushes against the injector body when the fuel connector nut is tightened. The injector supply line is then

The fuel filter contains a 7-micron particle filter (Cummins Part Number 3955905, Fleetguard Part Number FS19596). It performs water stripping and contains an integrated water-in-fuel sensor. A fault code will log if the water-in-fuel sensor is disconnected. The fuel flows from the electric lift pump to the fuel filter inlet. Fuel flows from the filter to the inlet of the high-pressure fuel pump. A 300-micron or better pre-filter is required to be mounted between the original

connected to the fuel connector.

The torque on this fuel connector and the injector supply lines is critical. If the nut or line is under-tightened, the surfaces will not seal and a high-pressure fuel leak will result. If the nut is overtightened, the connector and injector will deform and cause a high-pressure fuel leak. This leak will be inside the head and will not be visible. The result will be a fault code, low power, or no start.

The fuel connector contains an edge filter that breaks up small contaminants that enter the fuel system. The edge filter uses the pulsating high pressure to break up any particles so that they are small enough to pass through the injector.

The edge filters are not a substitute for cleaning and covering all fuel system connections during repair and are not removable or replaceable.

All injectors feed into a common return circuit contained within the cylinder head. Any excess fuel is returned to the tank via this drilling in the cylinder head and return line attached to the rear of the cylinder head. A back-pressure valve is located on the back of the cylinder head where the drain line attaches.

The ECM controls the fueling and timing of the engine by actuating the solenoids on the injector. An electronic pulse is sent to the solenoids to lift the needle and start the injection event. By electronically controlling the injectors, there is a more precise and accurate control of fueling quantity and timing. Also, multiple injection events can be achieved by electronically controlling the injectors.

engine manufacturer (OEM) fuel tank and the electric lift pump. This pre-filter is supplied by theOEM and is located within the OEM fuel plumbing.

For customer locations with very poor fuel quality, a two-filter package may be required. This package consists of a 10-micron fuel filter with water stripping (Cummins Part Number 3406889, Fleetguard Part Number FS1003), which is mounted in the OEM fuel plumbing. The standard 7-micron on-engine filter is replaced with a 3-micron filter (Cummins Part Number 3959612, Fleetguard Part Number FF5321) that does not have water-stripping capabilities.

An optional +12-VDC or +24-VDC fuel heater may be installed between the fuel filter and the fuel filter head.

Section 10

Turbocharger

Engine ratings of 230 hp and lower utilize a Holset HX35W wastegated turbocharger. The wastegate is pneumatically controlled by intake manifold pressure. The wategates are factory-calibrated and are not adjustable in the field.

Engine ratings greater than 230 hp use a Holset HY35V variable geometry turbocharger. An electronic actuator with closed loop position feedback, controls the variable geometry turbocharger. The electronic actuator and the turbocharger bearing housing are water-cooled.

Variable geometry turbochargers are electronically controlled by the ECM and utilize a

Section 07

Lubricating Oil Filter

The lubricating oil filter is a full-flow spin-on element and is the same design as the previous ISB filter (Fleetguard Part Number LF3729). The filter uses 1-1/8-16 thread size.

Oil Pan

The oil pan is a 15-quart stamped steel design. A standard paper-style mounting gasket is used.

turbocharger speed sensor, a 103.2 mm [4.06 in] diameter full marmon outlet, and a water cooled bearing housing.

Intake Air Heater

The intake air heater is mounted at the inlet to the intake manifold. The heater is designed to operate at either +12 VDC or +24 VDC depending on how it is wired. Both systems require a OEM-supplied relay. Unlike previous ISB engines, the ECM provides only one driver for cycling the grid heater on and off instead of cycling between two grid heater elements. Intake air heaters are included on all engines.

The air handling system on engines with EGR consists of the following:

O Air cleaner O Intake air piping O Turbocharger O Charge air piping O Charge air cooler O Exhaust manifold O Intake air heater O Exhaust gas recirculation.

Air is drawn through the air cleaner into the compressor side of the turbocharger. It is then forced through the charge air cooler piping to the charge air cooler, mixed with EGR gas, through the intake air heater, and into the intake manifold. From the intake manifold, air is forced into the cylinders and used for combustion.

Section 11

Exhaust Gas Recirculation (EGR) Components

Cooled exhaust gas is used to meet the October 2002 Environmental Protection Agency (EPA) emissions requirements. The major components of the EGR system are the EGR valve, the EGR cooler, the flow measurement device, and the inlet mixer.

The water-cooled EGR valve opens into the exhaust manifold and controls the amount of recirculated exhaust gas which flows into the intake. An electronic actuator with closed-loop position feedback controls the lift of the EGR valve.

At the exit of the EGR valve is a flexible bellows. The bellows takes up thermal expansion in the tube that flow exhaust gas from the exit of the EGR valve to the inlet of the EGR cooler.

The EGR cooler is mounted above the exhaust manifold and uses engine coolant to lower the temperature of the recirculated exhaust gas. The EGR cooler is self-regenerating and requires no regular maintenance.

After the EGR cooler exit, a connection tube leads to the intake side of the engine.

An inlet mixing device is used to be sure that complete mixing of recirculated exhaust gas and intake air is located upstream of the intake manifold.

Section 12

Compressed Air System and Accessory Drives

A Cummins/Wabco 15.2 CFM single cylinder air compressor is provided as an option. The air compressor is located on the fuel pump side of the rear gear housing. The high-mount location is the most common. The high-mount air compressor is always turbocharged and can produce a maximum accessory drive torque of 81 Nm [60 ft-lb].

A low-mount location is also available. In a turbocharged configuration, the maximum accessory drive torque is 81 Nm [60 ft-lb]. For naturally-aspirated configuration, the maximum accessory drive torque is 143 Nm [105 ft-lb] with an 11-tooth spline and 157 Nm [116 ft-lb] with a 13-tooth spline.

The accessory drive for the air compressor runs at a 1:1 ratio with the crankshaft and moves clockwise in rotation when viewed from the front of the engine. This direction of rotation is opposite to that of previous B/ISB products.

The air compressor must be timed to engine position. Refer to Section 12 of the Troubleshooting and Repair Manual for more information.

The compressor is marked for timing location.

Sensors

Several new sensors have been added to monitor and control the new fuel system and the exhaust gas recirculation system. The following is a list of sensors on the engine:

O Coolant temperature sensor O Intake manifold temperature sensor O Intake manifold pressure sensor O Primary engine speed/position (crankshaft) sensor O Secondary engine speed/position (camshaft) sensor O Fuel pressure sensor O Oil pressure switch O Water-in-fuel sensor O Barometric air (ambient) pressure sensor O Turbocharger speed sensor O Turbocharger compressor inlet temperature sensor O Variable geometry turbocharger position sensor O EGR valve position sensor

Section 19

Electronic Control Module (ECM)

The electronic control module (ECM) controls all engine operations and is fuel-cooled by a cooling plate. The CM850 module on this engine processes all sensor inputs and sends commands to, performs calculations for, and monitors the following:

O Fueling and timing O Turbo boost pressure O Exhaust gas recirculation flow O Operator interface data communications O Auxiliary systems control O Market-specific features.

The CM850 incorporates a 60-pin engine harness connector and two OEM connectors, a 50-pin OEM harness connector and two OEM connectors, one 50-pin OEM harness connector and a 4-pin power connector to supply unswitched battery power to the module. The ECM power connector must be directly connected to the vehicle batteries to meet the supply voltage requirements.

O Exhaust pressure sensor O EGR differential pressure sensor O EGR temperature sensor.

Wiring Harness

The wiring harness is a molded polyurethane design and includes an on-engine J1939 datalink connection located immediately to the left of the engine control module. The harness contains connectors supplied from Framatome, Deutsch, Packard, Weatherpack, AMP, and Bosch. Replacement parts can be found in the wire repair kit for this engine.

New Mechanical Tools

ECM Bench Calibration Cable (Part Number 3164185)

The ECM bench calibration cable is used to calibrate the CM850 electronic control module (ECM) without installing it on an engine. This tool is used with the ECM bench calibration base harness (Part Number 3163151), electrical power supply (Part Number 3164446), INLINE adapter kit (Part Number 3163099), or INLINE II adapter kit (Part Number 3163682).

Engine Controller Harness (Part Number 3164242)

The engine controller harness is used with the portable handheld electronic controller (Part Number 3163890). It is used to start and control engine speed and replaces the throttle pedal, driver interface panel, and fault code monitoring circuits. The engine controller has a datalink provision to connect to an electronic service tool to monitor engine operation and fault codes.

INLINE Datalink Adapter Power Supply Harness (Part Number 3164653)

This harness connects between the ECM and the OEM ECM power supply harness. The cable contains a 2-pin break-out cable to provide power to any INLINE datalink adapter.

Fuel Connector Remover (Part Number 3164025)

The fuel connector remover is used to remove the injector fuel supply connector from the cylinder head. Refer to Service Tool Instruction, Bulletin 3377866.

Fuel Return Tester - Injectors and Fuel Pump (Part Number 3164618)

This tool is used to divert return fuel flow from either the injectors or the fuel pump. The return flow is measured to check for proper component operation. Refer to the Troubleshooting and Repair Manual for this engine for more details.

Fuel Return Tester - Fuel Rail Pressure Relief Valve (Part Number 3164617)

This tool is used to divert return fuel flow from the fuel rail pressure relief valve. The return flow is measured to check for proper component operation. Refer to the Troubleshooting and Repair Manual for this engine for more details.

Lift Pump Performance Tester (Part Number 3164621)

This tool connects to a Compuchek diagnostic fitting on the inlet to the fuel filter. It is used to measure flow from the lift pump through an 0.043-inch orifice without the engine running. Referto the Troubleshooting and Repair Manual for this engine for more details.

Fuel Blocking Tool - Fuel Rail to Injector (Part Number 3164625)

This tool is used to block fuel flow at the fuel rail to an injector. This will determine which cylinder is causing high injector return flow by process of elimination.

Crankshaft Front Seal Service Kit (Part Number 3164659)

The crankshaft front seal service kit is used to remove and install the crankshaft front seal. Refer to Service Tool Instruction, Bulletin 3377875.

Crankshaft Rear Seal Service Kit (Part Number 3164660)

The crankshaft rear seal service kit is used to remove and install the crankshaft rear seal. Refer to Service Tool Instruction, Bulletin 3377876.

Valve Steam Seal Installer (Part Number 3164055)

The valve stem seal installer is used to install valve stem seals on all four-valve ISB engines. The tool is used with the intake and exhaust valves positioned in the cylinder head. Refer to Service Tool Instruction, Bulletin 3377881.

Wiring Harness Repair Kit (Part Number 3164573)

The wiring harness repair kit is used to make repairs to the engine wiring harness. The kit contains all connectors and wire leads necessary for harness repair.

Cylinder Head Capscrew Length Gauge (Part Number 3164057)

The cylinder head capscrew length gauge is used to check the cylinder head capscrew length for stretching beyond the point of reuse.

Sealant (Part Number 3164070)

This silicon RTV sealant is used for the joints between the rear gear housing and the block, thefront cover and the block, the intake manifold and the cylinder head, and the joint between the flywheel housing and the rear gear train.

Additional Service Literature

The following publications can be purchased by contacting the nearest local distributor.

Bulletin Title of Publication

4021271 Troubleshooting and Repair Manual, ISB e and ISB (Common Rail Fuel System)

4021337 Troubleshooting and Repair Manual, CM850 Electronic Control System, ISB

Last Modified:20-Sep-2002

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