3666484 ISL and QSL9 Engine Familiarization

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Service Bulletin Number Date

3666484 01-NOV-1999

Service Bulletin

ISL and QSL9 Engine Familiarization

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

The ISL and QSL9 are Heavy-duty, fully electronic automotive diesel engines featuring many enhanceddesign concepts for 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 3

Section 2. Design Features 3

Section 3. Engine Lubricating Oil System 8

Section 4. Engine Cooling System 12

Section 5. Engine Airflow System 14

Section 6. Electronically Controlled Fuel System 15

Section 7. Engine Protection System 17

Section 8. Basic Features 17

Section 9. Programmable Features 22

ISL EnginesQSL9 Engines

Section 10. ISL and QSL9 Engine Options 63

nd QSL9 Engine Familiarization https://quickserve.cummins.com/qs3/pubsys2/xml/en/bulletin/366

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Fig. 1, ISL and QSL9 Engines

Section 1. General Specifications andApplications

The ISL and QSL9 engines are Heavy-duty, fully electronic

six-cylinder diesel engines.

The engine incorporates all the important features andadvantages of modern diesel technology, including an engine-mounted ECM. The Cummins-designed ECM controls theCummins accumulator pumping system (CAPS) electronic fuelinjection pump for better efficiency and also monitors thesensors on the engine to make sure it is operating properly.

The engine covers a number of midrange automotiveapplications such as:

Medium-duty trucksRecreational vehiclesEmergency vehiclesFire trucksBuses.


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General specifications for the ISL and QSL9 engines are asfollows:

Displacement is 8.9 liters [543 C.I.D.].Bore and stroke is 114 mm [4.49 in] x 144.5 mm [5.69 in].Compression ratio is 16.6:1.Firing order is 1-5-3-6-2-4.Engine speed at rated power output is 2100 rpm for mostratings.

ISL and QSL9 engines are designed to metric unit

specifications throughout. The only deviation is the use ofsome SAE standard pipe fittings and plugs. Unit specificationsfor optional accessory equipment will vary with suppl ier.Service publications list metric values along with their SAEequivalents for comparison.

Section 2. Design Features

A variety of fan hub (1) mounting positions and automatic belttensioner (2) positions are available on the ISL and QSL9engines for various applications. The automatic belt tensioneris used to maintain 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-to-engine static timing.

The cylinder block has many innovative design features.

The block casting includes provisions for the following:

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


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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 ISL and QSL9 engines are equipped with a two-pieceexhaust manifold. Capscrew towers are used to mount theexhaust manifolds to the cylinder head.

Key components of the exhaust system are as follows:

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 speedISL and QSL9 ratings. The wastegate actuator hose is nowplumbed 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-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 ISL and QSL9engines.

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.

ISL and QSL9 engines use steel-backed trimetal connectingrod bearings. Service bearings also use the steel-backedtrimetal design.

The ISL and QSL9 engines use articulated pistons.

All ISL and QSL9 engines use articulated pistons withcentered, rather than offset, combustion bowls. The ISL and

QSL9 pistons all have a 10-mm [0.394-in] top ring location (thetop piston ring is 10 mm [0.394 in] down from the top of thepiston). Similar features of the pistons are a high-swirlcombustion bowl, a free-floating piston pin held in by retainingrings, 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. Oversize rod and main servicebearings 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).

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


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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. 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 filtercontains 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 pressure

difference 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.

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.


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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 the

main 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 uppermain 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).

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.


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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 throughdiagonal 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 lever thatsupply oil to the rocker lever pivot and the adjusting screw.

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 the

external 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.

NOTE: The camshaft of the CAPS fuel injection pump isoil 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 panfor recirculation.

Crankshaft gear1.Lube pump gear2.


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Lube pump idler gear3.Fuel pump gear4.Camshaft gear.5.

Oil pan capacity specifications for the ISL and QSL9 engines

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 thefuel 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.

A portion of the coolant flowing into the head is routed across

the 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.


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Thermostat open4.Return to radiator.5.

When the engines are below operating temperature, thethermostat is closed, and coolant is bypassed to the water

pump 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 located

toward the front of the head on the exhaust side.

Coolant for an in-cab heater is best taken from one of the1/2-inch pipe taps along the top exhaust side of the cylinderhead. If a coolant block heater is used, install the heater in the3/4-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 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 thecombustion chambers. After combustion, the exhaust gases

flow out the opposite side of the cylinder head. This flowpattern 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 todrive the turbine wheel. Exhaust system flow consists of thefollowing:

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


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A wastegate 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. The

capsule is calibrated so that the rod will not travel unless thepressure in the capsule exceeds a preset setting. When the

pressure 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 ISL and QSL9 engine control systems are electronicallycontrolled and also provide many operator and vehicle orequipment 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 controldevices.

The electronic control module (ECM) performs diagnostic testson most of its circuits and will activate a fault code if a problemis detected in one of these circuits. Along with the fault codeidentifying the problem, a snapshot of the engine operatingparameters at the time of the fault activation is stored inmemory.


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Most fault codes will activate a diagnostic lamp to signal thedriver.

The ECM communicates with service tools and other vehiclecontrollers such as the transmission, antilock brake system

(ABS), and antislip reduction (ASR) through an SAE J1939datalink.

Some vehicles and equipment will have J1939 networks thatlink many of the “smart” controllers together. Vehicle controldevices can temporarily command engine speed or torque toperform one of its functions such as transmission shifting orantilock braking.

The control system utilizes a number of sensors to providedata on engine operating parameters. These sensors includethe following:

Coolant temperature sensor1.Oil pressure sensor2.Cummins accumulator pump system (CAPS) fuelpressure sensor

3.

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

Pumping control valves.9.

NOTE: These inputs are application-dependent. Some

applications will not use all of these inputs.

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

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

5.

Accelerator interlock ( not shown)6.

OEM pressure sensor ( not shown).7.


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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 engineprotection system. The system monitors critical enginetemperatures and pressures, and it will log diagnostic faults ifan over or under normal operation condition occurs. If anout-of-range condition exists and an engine derate action isinitiated, the operator will be alerted by an in-cab WARNINGlamp. The WARNING lamp will blink or flash if out-of-rangeconditions worsen.

The engine protection system monitors the following data:

Coolant temperatureCoolant level (optional)

Oil pressureIntake manifold temperatureEngine overspeedFuel temperature.

NOTE: Engine power and speed will gradually reduce,

depending on the severity of the observed condition. The

engine protection system will not shut down the engine

unless the engine protection shutdown feature has been

enabled.

Section 8. Basic Features

The electronic control module (ECM) for the ISL and QSL9engines provide some basic electronic features that arecalibration-dependent. The following section describes thefunction of each feature. Whether a feature is available in agiven application is calibration-dependent.

The intake air heater feature controls the heating elementsthat are located in the engine's intake airstream. 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. A WAIT TOSTART lamp is located on the operator controls to indicatewhen to crank the engine.


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The ECM checks the 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 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 fuelfilter housing. Once the storage space in the bottom of thefilter housing fills with a certain amount of water, the sensorwill signal the ECM. A WATER IN FUEL lamp will illuminate atthe operator controls, indicating that the water needs to bedrained from the fuel filter assembly (Section 3 for draininginstructions).

The ECM controls the electric lift pump (located in betweenthe fuel tank and the injection pump). When the keyswitch isturned on, the lift pump will be energized for 30 seconds tomake sure that the low-pressure fuel lines are fully primed.

The electric lift pump does not start again unless thekeyswitch is cycled off for 30 seconds, allowing the ECM topower down and cycle back on.

NOTE: This is not a customer-adjustable feature.

When both the accelerator interlock feature and the externalaccelerator inhibit switch are active, the accelerator action willbe disregarded for fueling, and the engine will run at low-idlespeed or at the remote power take-off (PTO) speed if the

remote PTO switch is activated. Due to differing customerneeds, each manufacturer will build the interaction with itsbrakes, transmission, and fast- and slow-idle selectioncapabilities.

Example - Most buses use this feature to disable theaccelerator pedal and PTO operation when the bus door isopen.


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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 tokeep the engine at low idle for a brief time after the enginestarts or until adequate oil pressure is obtained. This allows oil

to reach all the critical engine components before the enginespeed is increased above low idle.

The engine protection shutdown feature automatically shutsoff the engine when the temperature, pressure, or coolantlevel sensors indicate that the engine is operating over orunder normal operating conditions.

The red STOP lamp in the cab will flash for 30 seconds priorto 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, whenenabled, allows the operator to override a pending engineshutdown. Prior to engine shutdown, the red STOP lamp willflash for 30 seconds to notify the operator that the engine isabout to shut down. The operator can override the engineshutdown through the use of an OEM switch (such as the

clutch switch). If the vehicle is not equipped with a clutchswitch, then the OEM will provide a dash-mounted switchmarked as the engine protection shutdown override switch.When the operator triggers this switch, while the red STOPlamp is flashing, a timer within the ECM will reset and allowthe engine to run an additional 30 seconds before engineshutdown occurs. Each time the operator triggers the switch,the time within the ECM is reset, allowing the engine to run foran 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 transmissionOther - OEM device, also known as mechanicalJ1939 datalink - Speed sensor connected to J1939


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datalinkTachograph - 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 electroniccontrol 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 tellsthe ECM the number of gear teeth on the transmissiontailshaft.


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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 givesthe customer the option of disabling Fault Code 242.

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

Some applications also provide inputs to the ECM for auxiliarydevice cooling (such as air conditioner pressure and powersteering temperature). An application can also include a

manual switch for fan control.

Enable this feature to control the variable speed fan drive, ifavailable, to help optimize fuel economy. The ECM varies fanspeed according to the coolant temperature. This maintainsthe temperature in the optimum range while minimizing theamount of load put on the engine by the fan.

The fan on with exhaust brake feature enables an electric fanwhen the exhaust brake is engaged. This increases the totalbraking power by increasing the parasitic load on the engine.

Select either 0 VDC = ON or 12 VDC = ON to match the fanclutch logic used in the application. A relay can be used forfans that draw more than 6 amps.

The minimum fan on time with air conditioner pressure switchfeature controls the minimum amount of time that the fan willstay 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 inputinto the ECM is not being used. Enable this feature if the airconditioner pressure switch input into the ECM is used tocontrol the fan.


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

Section 9. Programmable Features

The electronic control system provides many features that areintegrated into the vehicle operation. Some of these featurescan 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 isOEM-dependent.

ISL Engines

The smart road speed governor feature, when enabled, allowsthe 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 themaximum 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 canbe 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 theadjustable cruise control set speed to be saved through anengine shutdown and restart. This feature can beprogrammed using the INSITE™ electronic service tool. Whenthis feature is enabled, the adjustable cruise control set speedestablished prior to shutdown can be resumed after the next


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restart using the RESUME function of the cruise controlset/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 speedvariations, while in the PTO mode, can cause pump damage.

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

The user-activated datalogger feature improvestroubleshooting capabilities and provides assistance in

troubleshooting intermittent problems. This is accomplishedthrough the use of an internal ECM datalogger to capture datawhile the problem is occurring. The INSITE™ electronicservice tool is used to configure the feature for the specifickind of problem that exists. The feature can be activatedautomatically by the ECM or manually by the operator usingthe diagnostic switch.

When the problem occurs, the ECM datalogger is activatedand stores the data in the ECM. This data can be analyzedusing the INSITE™ electronic service tool. Once the problemhas 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 ofoperational events (such as fault codes, audit trails, andengine protection data).

The real-time clock is contained within the ECM and stampsevents 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 beinitialized with the last known real time.

The INSITE™ electronic service tool can be used to enable thereal-time clock feature and to set the ECM clock. The autosetfeature can be selected, which will automatically set the ECMclock 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 apassword is entered into the ECM using CumminsRoadRelay™ or the INSITE™ electronic service tool. Oncedeactivated, the engine can be started.

The antitheft feature prevents the engine from starting only ifthe feature is enabled and the feature is activated. The feature

can only be activated when the engine is idling or keyed ON

and not running. This feature has three separate functions:

AntilockThrottle lockHijack.

NOTE: The default setting is for the manual transmission.

The transmission style feature informs the ECM about the kind

of transmission used in the vehicle.

Manual (default)AutomaticFully automated.

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

The maximum vehicle speed (1) must be greater than or equalto the gear-down maximum vehicle speed if the gear-downprotection is enabled (reference the gear-down protectionfeature description), and the maximum cruise speed if thecruise control feature is enabled.

While operating on the road speed governor, the road speedgovernor upper droop allows tailoring of the torque curve

before the maximum vehicle speed is reached. Increasing thedroop can improve fuel economy in hilly terrain. The settingcan be between 0 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. Faster downhill speed increases the momentum going upthe 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, inheavy traffic, or when the weather is inclement. Loss ofvehicle control can result.

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

Set speed (1).

The maximum cruise control speed is the maximum allowablecruise 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 allowstailoring of the torque curve, before the set vehicle speed is

reached, while operating in cruise control. Increasing thedroop can improve fuel economy in hilly terrain. The settingcan be between 0 and 3 mph.

The cruise control governor lower droop feature allowstailoring of the torque curve in a downhill or no-load condition,while operating in cruise control, before fueling is completelycut off. Faster downhill speed increases the momentum goingup the next hill and can improve fuel economy in rollingterrain. The setting can be between 0 and 3 mph.

The set/accel feature informs the ECM how the cab switch isconfigured. If it is set to YES, then the cab switch will beset/accel in one position and resume/coast in the otherposition. If it is set to NO, then set/coast will be in one positionwhile resume/accel will be in the other position.


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The cruise control auto resume feature will automaticallyresume the cruise control set speed, after a brief clutchengagement and gear change, while cruise control is activelycontrolling the engine speed. This allows the operator to shiftgears in cruise control without having to bump the resumeswitch.

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

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

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

The PTO minimum speed (1) is the minimum engine speedthat can be reached while in the PTO mode.

The PTO set point (2) is for the PTO engine speed. Thisspeed is reached when the PTO on/off switch is in the ONposition, 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 isreached when the RESUME switch is used.

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

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

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 operation(4) can be adjusted using INSITE™ electronic service tool toprotect 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 PTOoperation if the brake pedal is depressed.

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

Some applications require the ability to override the PTO setspeed with the accelerator to increase engine speed withoutdisengaging the PTO function. When the accelerator overridein the PTO feature is enabled, the engine speed can beincreased above the present PTO operating speed by

depressing the accelerator. Engine speed can only beoverridden up to the maximum accelerator override in PTO.Once the accelerator is released, the engine speed will returnto the PTO operating speed in effect before the acceleratoroverride event.

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 OFF to ON before being left in the ONposition.

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 threetimes, and then leave it in the ON position on the last cycle.

Up to five remote-PTO speeds are available when the remotePTO is enabled. The remote PTO has higher priority than the

cab PTO, so it will control the engine speed in cases whereboth the cab and remote PTO are enabled.

The PTO ramp rate programmable feature sets the rate thatthe 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 lowergears is set at a lower mph than the maximum vehicle speedin the top gear. This encourages driving in the top gear forbetter fuel economy. Gear-down maximum vehicle speed,light-engine load, and heavy-engine load are parametersassociated with this feature.

The heavy-and light- engine loads feature allows the operatorto downshift from top gear to the next lower gear under heavyload and maintain a speed higher than the gear-down speed.This allows the operator to keep the vehicle momentum up byusing a lower gear to maintain a high engine speed whengoing uphill. Once the engine load drops off, such as whengoing downhill, then the vehicle speed limit will ramp backdown to the light-load gear-down speed limit. The driver willthen have to upshift back into top gear to reach the maximumvehicle speed limit.

The gear-down maximum vehicle speed for l ight-engine loads


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is a maximum vehicle speed (3) for operating one gear belowtop gear during light-engine load operations. This value can

not exceed gear-down maximum vehicle speed for heavy-engine load (2).

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

The powertrain protection feature can limit engine outputtorque, depending on the 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™ electronic service tool. Thisfeature can also limit the maximum engine torque when aswitched input to the ECM is enabled. This allows theoperator, or an automatic switching device, to l imit enginetorque under certain operating conditions (such as operation

of an auxiliary device). This feature can also be configured tolimit torque during heavy-load conditions only. This allows fulltorque output at light-load conditions and limits output torquewhen the engine is heavily loaded. An example of a torquelimit table is in the illustration.

The top transmission gear ratio feature is required 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 is used to tell theECM the first gear-down gear ratio of the transmission.

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 a

given accelerator position under varying load conditions. Theautomotive governor allows a larger speed variation undervarying load conditions for a given accelerator position.


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The cab-switchable governor feature allows the operator touse a cab switch to toggle between the automotive andvariable speed governor.

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

The low-idle adjustment feature allows the idle-speed range tobe increased or decreased, in 25-rpm increments, with thein-cab increment/decrement switch. There are limits on how

high or low the low-idle speed can be adjusted. Theadjustment range for an ISL engine is 600 to 800 rpm.

The idle shutdown feature automatically shuts off the 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 the engine has been automatically shut off, the

keyswitch must be turned OFF for 15 to 20 seconds beforeattempting 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 noactivity from the driver (such as clutch, brake, or acceleratoractuation), 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 theengine after a period of PTO or remote PTO operation duringwhich there is no activity from the driver (such as clutch,brake, or accelerator 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 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 vehiclehas moved.

Some engines are equipped with engine brakes.

Engine brakes are devices that use the energy of engine

compression to provide vehicle retardation. Engine brakesprovide the maximum retarding power at rated speed;therefore, gear selection is important.

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

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

CAUTION

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


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vehicle. Never use the engine brakes as the primary meansto 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 switchA clutch switchA throttle sensor.

Several operating conditions must be true to activate thecompression brake:

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

The operator's foot must be off of the accelerator pedal

(pedal at low-idle position).

2.

The engine speed must be above 1000 rpm.3.

The optional two-position selector switch is located near theon/off switch in the cab and allows the selection of theretarding power of one or two brakes.

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

WARNING

Do not use the engine brakes while bobtailing or pulling anempty trailer. With the engine brakes in operation, wheellockup 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 OFFposition when bobtailing or pulling an empty trailer.


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

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

CAUTION

Do not use the engine brakes to aid in clutchless gearshifting. This can cause the engine to stall or lead to enginedamage.

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

CAUTION

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

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


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Tips for operation on dry and relatively level surfaces, when

greater retarding power is not required, put the two-positionswitch in the LOW position.

To reduce vehicle speed, put the engine brake on/off switch inthe ON position. Remove foot pressure from the throttle andclutch pedal. The engine brakes will immediately begin tooperate, adding additional braking power.

For operation on dry pavement, when maximum retardingpower is required, put the two-position selector switch in the HIposition.

WARNING

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

Control speed for operation on grades with dry pavement isthe speed at which the forces pushing a vehicle down a gradeare equal to the forces holding it back.

Vehicles equipped with properly operated engine brakes areoften 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 enginespeeds below 2300 rpm. Engine brakes can be operatedintermittently at engine speeds between 2300 and 2600rpm. Never exceed 2600 rpm because engine damage canoccur.

Once the safe speed for the vehicle operation has beendetermined, operate the engine brakes with the transmission

in the lowest gear that will not cause the engine speed toexceed 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 thebraking power as the road conditions change.

Vehicle service brakes will be used when additional brakingpower 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 isrecommended that a slower control speed be used byselecting 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 enginebrakes do the work.

CAUTION

The operation of any vehicle is difficult to predict on slickroads. The first 10 to 15 minutes of rainfall are the mostdangerous as road dirt and oil mixed with rain create a very

slippery surface.

Always allow for extra distance between the vehicle and otherobjects when using the service brakes or engine brakes onslick roads.

WARNING

Using engine brakes on wet or slippery roads can causeoverbraking, especially on vehicles with l ight loads orsingle-drive axles. Stopping distance can actually increase,or the vehicle can skid or jackknife.

Reduce the retarding power, or turn OFF the engine brakeson slick roads.


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

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

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

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

fishtailing motion, do not activate the engine brakes.

If traction is maintained using the retarding power of theengine alone and more braking power is required, switch thetwo-position selector switch to the LOW position, and activatethe engine brakes by switching the on/off switch to the ONposition.

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


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If traction is maintained when the engine brakes are activatedand more braking power is required, move the two-positionselector switch to the HI position.

Some vehicles are equipped with an ECM-controlled exhaustbrake. This exhaust brake can be used to slow down thevehicle. The brake accomplishes this by restricting the exhaustgas flow out of the engine. Using the exhaust brake in hillyterrain or during heavily loaded decelerations helps reducewear on the service brakes.

The ECM will activate the exhaust brake when conditionsrequire 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 theexhaust brake:


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

2.


Foot must be off clutch pedal.4.

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

NOTE: Some electronically controlled automatictransmissions 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 severalECM interval fueling command checks, then the exhaust brakewill engage and begin applying a braking effect to the engine.The exhaust brake will remain on until one of the conditions isno longer in effect.


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CAUTION

Exhaust brakes can be operated continuously at enginespeeds below 2300 rpm. Exhaust brakes can be operatedintermittently at engine speeds between 2300 and 2600

rpm. The engine speed must not exceed 2600 rpm underany circumstances. 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 notifiesthe ECM if either an exhaust brake or a driveline retarder isbeing used on the vehicle. It allows the driveline retarder tooperate below 1000 rpm down to idle speed but will disengagethe selected speed when the exhaust brake feature is chosen.

The automatic engine or exhaust brake activation in cruisecontrol feature allows the ECM to use the engine or exhaustbrake to maintain set cruise control speed in downhill motoringconditions. If this feature is enabled, the engine or exhaustbrake automatically engages any time the cruise control isactive, and the vehicle speed exceeds the set cruise controlspeed by more than a programmed amount. The engine orexhaust brake will disengage when the vehicle speeddecreases back to the set cruise control speed.

CAUTION

The maintenance monitor is designed to alert the operatorof the need for a routine maintenance stop. Maintenancerecords must still be maintained for historical purposes.

CAUTION

The maintenance monitor uses data received from thevehicle speed sensor (VSS) to determine distance and datafrom the ECM to determine the amount of fuel burned.Whenever a VSS or battery voltage fault has occurred, themaintenance monitor data can be inaccurate.

The maintenance monitor is an optional feature that will alertthe operator when it is time to change the oil or perform anyother simultaneous maintenance tasks. This featurecontinuously monitors the distance the vehicle has traveled,


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the time the engine has been operating, and the amount offuel burned to determine when it is time to change the oil.

NOTE: The operator must still remain alert for any

indications that the engine needs other service.

The maintenance monitor has three modes of operation:

Automatic modeDistance modeTime mode.

CAUTION

The use of a synthetic-based oil does not justify extendedoil change intervals. Extended oil change intervals willdecrease engine life due to factors such as corrosion,deposits, and wear.

CAUTION

Cummins Inc. does not recommend exceeding thesepublished intervals and is not responsible for damagesustained due to overextended intervals.

The automatic mode alerts the operator when it is time tochange the 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.

The interval factor is used only in the maintenance monitorautomatic mode. It is used to adjust the maintenance intervalfor severe-, normal-, or light-duty applications.

The original factory-programmed value is severe.

The distance mode allows the customer to enter a desireddistance interval. The maintenance monitor tracks the distancethe engine has traveled and alerts the operator when theinterval has been reached.


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The time mode allows the customer to enter a desired timeinterval. The maintenance monitor tracks the time the enginehas run and alerts the operator when the interval has beenreached.

Refer to Procedure 102-002 (Maintenance Schedule) inSection 2 of the Operation and Maintenance Manual, ISC,ISCe, and ISL Engines, Bul letin 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 featureallows the customer to enter the percentage of the present

interval at which the light should illuminate, indicating theneed for an oil change. This allows the user to obtain an earlywarning 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, theMAINTENANCE 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 tochange the oil by flashing the FLUID lamp for approximately12 seconds after key-on. The flashing sequence will be threequick flashes followed by a pause. This flash sequence willcycle five times in the 12-second period. This sequence willoccur at every key-on until the maintenance monitor has beenreset.

NOTE: The diagnostic switch must be in the OFF position

for the flashing sequence to occur.

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

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


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

NOTE: The WARNING lamp will flash three quick flashes,

signifying that the reset has been made.

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

Percent of Current Maintenance Interval Reached (byeither 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 directlyusing the manual distance or time mode, or by entering the

interval factor in the automatic mode.

The adjusted threshold is the new threshold set automaticallyby the maintenance monitor when automatic mode is selectedand automatically reduces the maintenance intervals.

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 (VSS) fault, or

power-down fault occurs. These faults can cause data eithernot to accumulate or accumulate inaccurately.

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


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

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

QSL9 Engines

The fan clutch enable feature which the ECM can control thecooling fan based on inputs from the coolant temperaturesensor and the intake manifold temperature sensor.

Some applications also provide inputs to the ECM for auxiliarydevice cooling (such as air conditioner pressure and powersteering temperature). An application can also include amanual switch for fan control.

The fan on with exhaust brake feature enables an electric fanwhen the exhaust brake is engaged. This increases the totalbraking power by increasing the parasitic load on the engine.

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

The minimum fan on time with air conditioner pressure switchfeature controls the minimum amount of time that the fan willstay 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 airconditioner pressure switch input to be disabled if that input

into the ECM is not being used. Enable this feature if the airconditioner pressure switch input into the ECM is used tocontrol the fan.

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

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

Current maintenance monitor mode.

The maintenance monitor, if enabled, will alert the operator ofthe need to change oil by flashing the FLUID lamp forapproximately 12 seconds after keyswitch is turned on. Theflashing sequence will be three quick flashes followed by apause. This flash sequence will go through five cycles in the12-second period. This sequence will occur every time thekeyswitch is turned on until the maintenance monitor has beenreset.

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 directlyusing the time mode, or by entering the interval factor in theautomatic mode.

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

intervals.

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


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

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

fault occurs. These faults can cause data either not to

accumulate or accumulate inaccurately.

The maintenance monitor reset can be accomplished byclicking the reset button on the maintenance monitor screenusing the INSITE™ electronic service tool, or using one of thefollowing procedures:

1) Procedure for applications with a throttle pedal.

Turn the keyswitch to the ON position (but do not startthe engine) and turn the diagnostic switch to the ONposition.

a.

Fully depress the throttle pedal (100 percent) for at least3 seconds and then release it.

b.

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

c.

Fully depress the throttle pedal (100 percent) for at least3 seconds and then release it.

d.

2) Procedure for applications without a throttle pedal.

Turn the keyswitch to the ON position (but do not startthe engine).

a.

Turn the diagnostic switch to the ON position for at least3 seconds and then turn it to the OFF position.

b.

Turn the diagnostic switch to the ON position (for lessthan 3 seconds) and then to the OFF position, twice,with less than 3 seconds between each switching.

c.

Turn the diagnostic switch to the ON position for at least3 seconds and then turn it to the OFF position.

d.

NOTE: This procedure must be completed within 20

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

through d or the data will not reset.

NOTE: The WARNING lamp will flash three times to

indicate that the reset has been completed.

The trip information system records fuel consumption and timeinformation for the engine during normal operation, and incertain operating modes such as intermediate speed controland 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, aswell as trip data, can be reset using the INSITE™ electronicservice tool.

The duty cycle monitor feature the ECM tracks engine load

and speed. These data are stored in the ECM, and theINSITE™ electronic service tool is used to display the data.The INSITE™ electronic service tool display shows a dutycycle “map” that shows the whole engine's operating range interms of speed and load. This “map” is divided into 50 regions.The percent of the engine operating time spent in each regionis shown on the display.

The ECM contains duty cycle data for the whole life of theengine and for two 500-hour operating periods. The two500-hour maps can be reset with the INSITE™ electronicservice tool.

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 maximum cruise speed if the cruise controlfeature 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, 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 cruise control feature can be enabled or disabled usingthe 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 allowablecruise set speed.

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

NOTE: The maximum cruise control speed can not exceed

the maximum vehicle speed in top gear setting.

The intermediate speed control feature controls the engine at

a constant rpm. Up to three intermediate speed control setspeeds (1, 2, and 3) can be selected, depending on originalequipment manufacturer (OEM) availability (the axis 4 equalsengine 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 toselect an intermediate speed control set speed by an originalequipment manufacturer (OEM)-provided switch (1 is the OFFposition and 2 is the ON position), depending on originalequipment manufacturer availability.

This feature will override the throttle and control the enginespeed to the intermediate speed control speed setting. Thisfeature allows throttle control above the set speed or belowthe 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). Anadditional five set speeds can be obtained through use of thevariable intermediate speed input signal. This droop isindependent 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 bythe intermediate speed control increment (1) or decrement (2)switch. Set speed changes using this switch will be saved tothe electronic control module (ECM) when the keyswitch isturned to the OFF position if the save increment or decrementoption is enabled.

NOTE: This option is not allowed by some OEMs.

The intermediate speed control feature can be enabled ordisabled using the INSITE™ electronic service tool if thisfeature is available in the calibration. The intermediate speed

control set speeds (1, 2, and 3) can be adjusted using theINSITE™ electronic service tool along with the intermediatespeed control droop.

The hybrid governor can be enabled or disabled with theINSITE™ electronic service tool if the feature is available in thecalibration. The hybrid governor achieves partial-throttleoperation with the same power and torque rise characteristicsof the full-throttle operation. It will allow the application to beoperated in a more fuel efficient manner and with a greatercapability 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 featurethat allows the engine to be governed by either an auxiliaryspeed 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 toselect up to two additional alternate droop settings (1, 2, or 3)by an original equipment manufacturer (OEM)-providedswitch.

Each alternate droop setting provides the ability to select thehigh speed governor break point speed and droop percent.Droop percent at minimum and maximum throttle for the allspeed governor is also adjustable. The break point speeddetermines the position on the engine torque curve where highspeed governor will start to limit engine torque output.

Selection of the alternate droop feature is accomplished byusing the INSITE™ electronic service tool if the alternatedroop feature is available in the calibration.

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


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

Depending on original equipment manufacturer (OEM)availability, the switched torque feature provides the ability toselect two additional derated torque curves with an originalequipment manufacturer (OEM)-provided switch.

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

NOTE: Boost power is not available continuously.

The boost power feature provides the operator with enhancedtorque and power for a fraction of the operating period. If thefeature is enabled, boost power can be engaged by a

cab-mounted switch or automatically if the automatic boostpower feature is enabled. The additional power is limited by acalibrated time period, thresholds for intake manifoldtemperature, coolant temperature, and engine speed.


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

If the boost power feature is enabled, the boost power can beengaged by using a cab-mounted switch. When the automaticboost power feature is enabled, it automatically switches theengine to boost power curve based on the engine operatingconditions, and no manual switch is needed.

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

The remote throttle feature allows the operator to control theengine from a position other than the driver's seat. This featureis selected by the operator through an original equipment

manufacturer (OEM) cab-mounted switch.

There are three modes available for the remote throttlefeature.

The remote throttle feature, if allowed, can be enabled ordisabled using the INSITE™ electronic service tool if thefeature is available in the calibration.

The remote throttle mode-one will override the primary throttle(1) control and control the engine speed with the remotethrottle 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 usingtwo different throttles. One example is equipment that uses ahand throttle as your primary throttle and a foot throttle as adecelerating throttle.

NOTE: Remote throttle mode-two does not employ idle


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validation.

Remote throttle mode-three is a select maximum throttle usingtwo different throttles. One example is equipment using a

hand throttle as your primary throttle and a foot throttle as anaccelerating throttle.

NOTE: Remote throttle mode-three does not employ idle

validation.

The frequency throttle feature converts a frequency input intoa requested throttle percentage. The frequency throttle feature

is applicable in industrial and marine applications in which aposition (electronic or log signal) is not appropriate. Thefrequency throttle feature supports idle validation.

The frequency throttle feature can be enabled or disabledusing the INSITE™ electronic service tool if the feature isavailable 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 ordisabled using the INSITE™ electronic service tool if thefeature is available in the calibration.

All soft-coupled marine configuration engines are connected toa J1939 datalink.

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


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

The pulse-width modulate output feature can be adjustedusing the INSITE™ electronic service tool if the feature isadjustable in the calibration.

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.

Low-idle speed feature can be adjusted using the INSITE™

electronic service tool if the feature is adjustable in thecalibration.

The low-idle adjustment feature allows the idle speed range tobe increased or decreased in 25-rpm standard increments withthe in-cab increment or decrement switch. Depending on the

calibration, the rpm increment could not be 25-rpm. There arelimits on how high or low the low-idle speed can be adjusted.The allowable adjustment range for a QSL9 engine is 600 to1200 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 theoperator 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 enginespeed 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 featureprovides the ability to select an alternate idle speed by anoriginal equipment manufacturer (OEM)-provided switch (1 isin the OFF position, and 2 is in the ON position).

The idle shutdown feature automatically shuts off an engineafter a period of engine idling when there is no activity fromthe driver such as engine speed changing or having theengine under load.

NOTE: This feature will shut off the engine only. It will notremove power from other accessories powered by the

keyswitch. These can drain the battery.

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 keyswitch

must be turned off for 15 to 20 seconds before attempting arestart.

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 whenthere is no activity from the driver before the engineautomatically shuts off.

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

NOTE: This parameter will not appear if the idle shutdownfeature is turned off.


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

The idle shutdown warning period lasts for a calibrated periodof time prior to engine shutdown. The yellow WARNING lampon the dash will flash during the idle shutdown warningperiod.

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 electroniccontrol module (ECM) for auxiliary device cooling, such as airconditioner 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 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 minimum fan-on time with air conditioner pressure switchcan 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 enginecompression to provide vehicle retardation. Engine brakesprovide the maximum retarding power at rated speed;therefore, gear selection is important.

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

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

CAUTION

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


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rpm. Do not exceed 2600 rpm under any circumstancesbecause engine damage can occur. The engine brakes aredesigned to assist the vehicle's service brakes to slow downthe vehicle. Do not use the engine brakes as the primarymeans 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 thefollowing:

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

Several operating conditions must be true to activate thecompression brake:


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

2.


The optional two-position selector switch is located near theon/off switch in the cab and allows the selection of theretarding 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 anempty trailer. With the engine brakes in operation, wheellockup can occur more quickly when the service brakes areapplied, especially on vehicles with single-drive axles.

Make sure that the engine brakes are switched to the OFFposition 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 gearshifting. This can cause the engine to stall or lead to enginedamage.

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

CAUTION

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

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


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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 keepthe engine at low idle. This allows oil to reach all critical

engine components before engine speed is increased abovelow idle.

To limit the engine's speed at start-up, the following inputs arelimited:

Throttle input1.Intermediate speed control switches2.Datalink control inputs.3.

The hot shutdown monitor and load percent feature is alwaysenabled. 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 loadpercent of the engine is above the threshold set by theINSITE™ electronic service tool. The hot shutdown loadpercent is based on the duty cycle load factor that isdetermined from the engine's fueling levels.

CAUTION

The maintenance monitor is designed to alert the operatorof the need for a routine maintenance stop. Maintenancerecords must still be maintained for historical purposes.

CAUTION

The maintenance monitor uses data received from theelectronic 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 alertthe operator when it is time to change oil and perform anyother simultaneous maintenance tasks. The maintenancemonitor continuously monitors the time the engine has been


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

The maintenance monitor has two modes of operation:

Automatic modeManual mode.

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 maintenance monitor automatic mode alerts the operatorwhen it is time to change oil based on Cummins-recommended interval. It determines the maintenance intervalbased 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 themaintenance monitor automatic mode. It is used to adjust themaintenance interval for severe-, normal-, or light-dutyapplications.

The original factory-programmed value is SEVERE.


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CAUTION

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

Refer to Procedure 102-002 (Maintenance Schedule) inSection 2 of the Operation and Maintenance Manual, ISC,ISCe, and ISL Engines, Bulletin 4021428 for oil drain intervalsfor engine specific application.

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 oil

change. The parameter allows the user to obtain an earlywarning of the need for a maintenance stop.

For example, if the time mode is set to 100 hours and theinterval alert percentage is set to 90 percent, theMAINTENANCE lamp will illuminate at 90 hours (90 percent of100 hours).

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.

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 tripinformation system. The value entered here will be added tothe total ECM distance to equal the total engine distance. Thisallows the distance on the engine to be entered when theECM is replaced.

The real-time clock provides time and date for stamping ofoperational events. The real-time clock will maintain time valuein units of year, month, day, hour (24-hour base), minute, andsecond. Loss of clock accuracy will be indicated with adiagnostic fault code. This feature can be set manually orautomatically (to the PC time and date) through the INSITE™electronic service tool.


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StandardSetting

CustomerSelection

Autoset(set to PC time anddate)

No __ Yes __ No

Manual Date ____ ____

Date __/__/__ Adjust Date

Time __/__/__ Adjust Time

Reduced accuracy will be indicated with the diagnostic FaultCode 319. Upon loss of clock accuracy, the real-time clock willbe “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 hardwarefailure (chip fails) or a loss of power. There is no batterybackup for the clock. Therefore, if the battery is removed fromthe system for 5 seconds, the real-time clock will be lost.

To initialize the real-time clock, use the INSITE™ electronicservice tool, the menu item Adjustments - Feature andParameters. At this point a screen will pop up in which youcan manually enter a new time and date, or you can selectReal-Time Clock Autoset and the time and date will be set tothe PC's time and date. After initializing the real-time clock,INSITE™ electronic service tool will set the Fault Code 319inactive.

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 theneed for a dash-mounted diagnostic switch, which is used toactivate the diagnostic mode to display active fault codes in a

sequence of flashing lamps. The throttle-activated diagnosticswitch feature eliminates the need for a dash-mounteddiagnostic switch by providing a simple sequence of throttlemovements that activate the diagnostic mode.


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When the engine is not running, a sequence of three throttlecycles after the keyswitch is turned on will activate thediagnostic mode. The increment or decrement switch can beused to navigate to the next or previous fault code. In the case

that these switches are not available, a single throttle cyclewill also increment to the next fault code.

Section 10. ISL and QSL9 Engine Options

Application versatility is an advantage of the ISL and QSL9engines. The available option packages provide straight-forward installation recommendations for placing the engineinto a wide variety of applications.

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 fandrive is also available.


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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.

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 ft-lb] of torque can berealized with the available SAE size “A” or “B” flange adapters.

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.


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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), 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.

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: 04-Nov-2004

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


Documents

3666484 ISL and QSL9 Engine Familiarization