ISB (4 Cylinder) and ISBe (4 and 6 Cylinder) Series Engine Familiarization+4021288

ISB (4 cylinder) and ISBe (4 and 6 cylinder) Series Engine Familiarization https://quickserve.cummins.com/qs2/pubsys2/xml/en/bulletin/4021288....

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Service Bulletin Number 4021288

Date 01-OCT-2002

Service Bulletin

ISB (4 cylinder) and ISBe (4 and 6 cylinder) Series Engine Familiarization This bulletin has been developed to familiarize customers, salespersons, service personnel, and other interested persons with the Cummins ISB (4 cylinder) and ISB e (4 and 6 cylinder) diesel engines. The midrange ISB ( 4 cylinder) and ISB e (4 and 6 cylinder) Series engines are fully electronic diesel engines featuring many enhanced design concepts for continued simplicity and compactness. An understanding of the information contained in this bulletin will help to identify the components, maintain the engine properly, and troubleshoot the various systems.

BULLETIN CONTENTS Section 1. General Specifications and Applications 2 Engine Diagrams Section 2. Design Features 13 Section 3. Engine Lubricating Oil System 17 Section 4. Engine Cooling System 21 Section 5. Engine Airflow System 24 Section 6. Electronic Controlled Fuel System 24 Engine Protection Features Diagnostic Fault Codes Section 7. Engine Options 37

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Section 1. - General Specifications and Applications Engine Diagrams 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. NOTE: The illustrations are only a reference to show a typical engine.

3.9-Liter Engine Top View

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.

Turbocharger wastegate Flywheel housing Crankcase breather Air compressor cooling connection Intake manifold pressure/temperature sensor Air compressor Fuel rail High-pressure supply line (pump to rail) Fuel rail pressure sensor High-pressure fuel lines Oil fill cap Engine speed sensor (crankshaft) Tone wheel Coolant temperature sensor Vibration damper Coolant outlet Alternator Oil pressure/temperature sensor

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19. Exhaust manifold.

3.9-Liter Engine Front View

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Air inlet Fan drive Electronic control module Engine speed sensor (crankshaft) Dipstick Fuel filter Vibration damper Fan or PTO drive flange mounting Starter Water pump Coolant inlet Belt tensioner Alternator Coolant outlet Coolant temperature sensor.

3.9-Liter Engine Rear View

1. 2. 3. 4. 5. 6. 7. 8.

Coolant connection for air compressor Air outlet from turbocharger Air inlet to turbocharger Flywheel Flywheel housing Crankcase breather tube Fuel return line Engine lifting brackets.

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3.9-Liter Engine Exhaust Side View

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Coolant outlet Alternator Oil pressure/temperature sensor Coolant inlet Oil filter Oil pan drain plug Turbocharger exhaust outlet Starter Flywheel housing Turbocharger compressor inlet.

3.9-Liter Engine Air Intake Side View

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Rail pressure relief valve Intake manifold pressure/temperature sensor Air compressor cooling pipes Air compressor Engine position sensor (camshaft) High-pressure fuel pump Flywheel housing Fuel filter Fuel temperature sensor Electronic control module cooling plate mounting points Oil pan drain plug Dipstick Engine speed sensor (crankshaft) Electronic control module Ambient air pressure sensor (internal to ECM)

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16. 17. 18. 19. 20.

Fuel inlet to cooling plate Air intake inlet Coolant outlet Rail pressure sensor Fuel rail.

5.9-Liter Engine Top View

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

Turbocharger wastegate Starter Crankcase breather Air compressor cooling connection Air compressor Intake manifold pressure/temperature sensor High-pressure supply line (pump to rail) Fuel rail pressure sensor Fuel rail High-pressure fuel lines Oil fill cap Engine speed sensor (crankshaft) Tone wheel Vibration damper Coolant temperature sensor Coolant outlet Alternator Oil pressure/temperature sensor Exhaust manifold.

5.9-Liter Engine Front View

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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Air inlet Fan drive Electronic control module Engine speed sensor (crankshaft) Dipstick Fuel filter Vibration damper Fan or PTO drive flange mounting Starter Water pump Coolant inlet Belt tensioner Alternator Coolant outlet Coolant temperature sensor.

5.9-Liter Engine Rear View

1. 2. 3. 4. 5. 6. 7. 8.

Coolant connection for air compressor Air outlet from turbocharger Air inlet to turbocharger Flywheel Flywheel housing Crankcase breather tube Fuel return line Engine lifting brackets.

5.9-Liter Engine Exhaust Side View

1. Coolant outlet

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2. 3. 4. 5. 6. 7. 8. 9. 10.

Alternator Oil pressure/temperature sensor Coolant inlet Oil filter Oil pan drain plug Turbocharger exhaust outlet Starter Flywheel housing Turbocharger compressor inlet.

5.9-Liter Engine Air Intake Side View

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

Rail pressure relief valve Intake manifold pressure/temperature sensor Air compressor cooling pipes Air compressor Engine position sensor (camshaft) High-pressure fuel pump Flywheel housing Fuel filter Fuel temperature sensor Electronic control module cooling plate mounting points Oil pan drain plug Dipstick Engine speed sensor (crankshaft) Electronic control module Ambient air pressure sensor (internal to ECM) Fuel inlet to cooling plate Air intake inlet Coolant outlet Rail pressure sensor Fuel rail.

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines incorporate all the important features and advantages of modern diesel technology, including an engine-mounted electronic control module (ECM). The ECM and Bosch® fuel system controls the Bosch® electronic fuel pump for better efficiency and also monitors the sensors on the engine to make sure it is operating properly.

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ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines have a wide range of horsepower for use in a number of automotive applications. ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series Engines

Engine

Four-cylinder 3.9-liter

Six-cylinder 5.9-liter

Horsepower (hp) or Emissions Power Torque rpm Status Speed (PS) Advertised N•m

ft-lb

135 PS @ 2500 rpm

500

369 1500

European

145 hp @ 2600 rpm

569

420 1600

United States

170 hp @ 2600 rpm

569

420 1600

United States

185 PS @ 2500 rpm

700

517 1500

European

220 PS @ 2500 rpm

820

605 1500

European

250 PS @ 2500 rpm

950

700 1500

European

275 PS @ 2500 rpm

950

700 1500

European

Four-cylinder engine: The engine displacement is 3.9 liters [238 C.I.D.]. The bore is 102 mm [4.02 in] and the stroke is 120 mm [4.72 in]. The firing order is 1-3-4-2. Six-cylinder engine: The engine displacement is 5.9 liters [360 C.I.D.]. The bore is 102 mm [4.02 in] and the stroke is 120 mm [4.72 in]. The firing order is 1-5-3-6-2-4.

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The model designation, or nomenclature, for the automotive engine is as follows: Engine Model

Horsepower

Displacement

ISB (four cylinder)

160

3.9 liter

ISB e (four and six cylinder)

190

5.9 liter

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines are designed to metric unit specifications throughout. The only deviation is the use of SAE standard pipe fittings and plugs in some applications. Unit specifications for optional accessory equipment will vary with supplier. Service publications list metric values along with their SAE equivalents for comparison.

Section 2. - Design Features

An automatic belt tensioner is used to maintain proper belt tension. A variety of fan hub mounting positions and automatic belt tensioner positions are available on the ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines for automotive applications.

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines utilize a rear gear train. The illustration shows the gear train layout of the engine. All gears are hardened and have straight-tooth design for strength and quiet operation. Timing-mark alignment is accomplished by aligning the marks on the camshaft gear with the chamfered tooth on the crankshaft.

The cylinder block has many innovative design features. The block casting includes provisions for: Oil cooler housing Water pump housing Oil pump housing Coolant bypass line. Ribbing and block stiffener have been added to strengthen the block and reduce noise.

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The control system uses inputs from the operator and the sensors to determine the fueling and timing required to operate at the desired engine speed. The electronic control module (ECM) is the control center of the system. It processes all of the inputs and sends commands to the fuel system and vehicle and engine control devices.

The ISB (4 cylinder) is equipped with an one-piece manifold. The manifold uses capscrew towers, which provide increased capscrew strength. Capscrew towers also increase capscrew life and durability, which results in higher clamp load. Key components of the exhaust system are: Exhaust valve Exhaust manifold Dual-entry turbocharger Turbocharger exhaust outlet.

The ISB e (6 cylinder) is equipped with a two-piece exhaust manifold. The manifold uses capscrew towers, which provide increased capscrew strength. Capscrew towers also increase capscrew life and durability, which results in higher clamp load. NOTE: If the exhaust manifold is damaged, check the charge air cooler. A charge air cooler failure can cause progressive damage to the exhaust manifold.

The cylinder head is a one-piece, four-valve-per-cylinder design, which provides improved airflow and swirl. The cylinder head design features include: Integral intake manifold Centrally located injector to each cylinder Unrestricted coolant flow.

The thermostat is an integral part of the head casting.

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Another design feature of the cylinder head includes integrally cast valve guides and, on higher ratings powder metal valve seat inserts are used. The valve assembly includes the following components: 1. 2. 3. 4. 5. 6. 7.

Valve spring retainer Valve spring Valve stem seal Integral valve guide Valve seat Valve Valve stem collets ( not shown) (installed on top of valve stem above spring retainer).

Valve crossheads allow the two rocker levers to actuate the four valves. A new rocker lever design has been implemented to reduce valve train wear. This design consists of a ball-and-socket-type end where the rocker lever contacts the valve crosshead. The valve train consists of the following: 1. 2. 3. 4.

Rocker lever assembly Push tubes Tappets Camshaft

The connecting rod is an angle split design. This design allows for the largest possible connecting rod crankshaft bore for increased strength and durability. The angle cut design also allows for the use of the connecting rod with a larger bearing surface, thereby improving wear characteristics. The pin bore bushing is lubricated by the piston cooling nozzle spray. The surface between the connecting rod and the cap is no longer machined. The connecting rod cap and rod are separated by a process known as fractured splitting. The cap is separated by high-momentum force, resulting in unique surface on every connecting rod cap. The surface of the connecting rod and cap must be protected against damage. Any damage to the fractured surface will result in an improper torque on the connecting rod bolts.

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines use steel-backed trimetal connecting rod bearings on the upper bearing shell. An aluminum alloy is used on the lower bearing shell.

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The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines use new piston s with centered, rather than offset, combustion bowls. NOTE: Depending on horsepower rating, gallery cooled and non-gallery cooled piston s are available.

The crankshaft is a forged-steel, full-fillet-hardened, integrally balanced unit. The crankshaft thrust is controlled by a flanged upper bearing shell (360 degree thrust available). Oversize rod and main service bearings are available for use with reground crankshafts. An internal cross-drilling supplies the connecting rod bearings with oil.

The overall design objectives of the ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines include simplicity, reliability, durability, fewer parts, and ease of service.

Section 3. - Engine Lubricating Oil System

The diagram illustrates the oil flow through the lubrication system as follows: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Gerotor lubricating oil pump Pressure regulator valve Oil cooler Pressure regulator valve (bypass valve) Full-flow oil filter Turbocharger lubricating oil supply Turbocharger lubricating oil drain Main oil rifle Crankshaft main journal Camshaft Valve train Rod bearings.

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The lubricating oil flow begins as the high-capacity gerotor lubrication pump draws oil from the pan through the rigid, internal suction tube.

The pump (1) then delivers the oil through an internal drilling in the cylinder block to the oil cooler cover (2) and the pressure regulator (3). Through the inner channels of the cover, the oil flows from the bottom to the top of the oil cooler (4) and through the oil filter (5).

When oil pressure from the pump exceeds 449 kPa [65 psi], the pressure regulator opens, uncovering the dump port and allowing some oil to drain back to the oil pump inlet. The remaining oil flows to a cast passage in the oil cooler cover leading to the oil cooler element. The flow diagram consists of the following: 1. 2. 3. 4. 5.

From lubricating oil cooler To lubricating oil filter Flow through oil filter To engine block To turbocharger.

Oil flowing through the cast passage in the oil cooler cover continues through the oil cooler element, where it is cooled by engine coolant passing around the plates of the element. The oil then continues through another cast passage in the oil cooler cover to the oil filter, which is a new Fleetguard® StrataPore™ lubrication filter on the ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines. The flow diagram consists of the following: 1. 2. 3. 4. 5. 6.

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

In the event of a plugged filter, a bypass valve has been incorporated into the cooler cover to maintain oil flow. If the pressure drop across the oil filter exceeds 345 kPa [50 psi], the bypass valve will open, allowing unfiltered oil to continue on through the engine. The illustration illustrates the oil flow in the bypass motion (5) and oil flowing through the filter when the bypass valve is closed (4).

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The filtered oil flows up the center of the filter and across to the back of the oil cooler cover. At the oil cooler cover, oil flow is divided. A portion flows to the turbocharger; the rest passes down a cast passage to a cross-drilling in the block. The flow diagram consists of the following: 1. 2. 3. 4.

Lubricating oil filter To main oil rifle Turbocharger lubricating oil supply (oil under pressure) Turbocharger lubricating oil drain (gravity flow to pan).

Once the oil has been cooled and filtered, a cross drilling between the number 1 and number 2 cylinders carries it across the block to an angle drilling that intersects the main oil rifle. The main oil rifle runs the length of the block and carries oil to the overhead and main bearings through individual transfer drillings. The flow diagram consists of the following: 1. 2. 3. 4.

From oil filter Main oil rifle Flow to overhead Flow to main bearings.

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

Higher horspower engines will be equipped with directed piston cooling nozzles. These are similar to the ISL and ISM styles of piston cooling nozzles. A noncaptured fluted style of bolt 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 reduce the possibility of damage to the directed cooling nozzle. In engines where traditional B Series saddle piston cooling nozzles are used, the directed cooling nozzle oil rifle holes are plugged with a short 10-mm bolt.

From the main bearings, oil enters the crankshaft and lubricates the connecting rod bearings through internal cross-drillings.

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Oil is carried to the cylinder head deck by individual vertical drillings (one per cylinder) intersecting the main oil rifle. The flow diagram consists of the following: 1. Main oil rifle 2. To vertical drilling 3. Rocker lever support.

From the main oil rifle the oil flows up and over through a transfer slot in the bottom of the rocker lever support, and then up through a vertical drilling around the outside diameter of the rocker lever capscrew. Oil leakage past the top of the cylinder head capscrew is controlled by the flanged head on the capscrew. The flow diagram consists of the following: 1. 2. 3. 4. 5. 6.

From main oil rifle To rocker lever support Transfer slot Rocker lever shaft Rocker lever bore Rocker lever.

The vertical drilling in the rocker lever support is aligned with a groove in the rocker shaft. Oil flows into the inside diameter of the shaft and along its length. At each end of the shaft, a single drilling (1) allows oil to flow from the inside diameter of the shaft to each rocker lever bore.

Section 4. - Engine Cooling System

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

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

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A portion of the coolant flowing into the head is routed across the exhaust port. The balance of the coolant flows across the valve bridges, around the injector nozzles, and down through two orifices for each cylinder. The orifices balance the flow of coolant around the cylinders. The flow diagram consists of the following: 1. 2. 3. 4. 5.

Cylinder block to cylinder head Injector Thermostat housing Bypass closed Radiator.

Coolant flows through a cast opening, for each cylinder, to the lower water manifold cavity and on to the thermostat. When the engine is below operating temperature, the thermostat is closed and coolant is bypassed to the water pump inlet.

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

As the block and head are filled, coolant flows into the lower water manifold cavity, into the head, and through the round hole in the back of the oil cooler cavity; however, the primary purpose of the hole is to provide a drain for the lower manifold when all coolant is to be drained from the system.

Venting during initial fill is provided by a vent fitting located toward the front of the head on the exhaust side. The thermostat has two check balls mounted on its outer flange to allow entrapped air to escape from the engine.

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Coolant for an in-cab heater is best taken from the lower water manifold cavity at the T-fitting. If a coolant block heater is used, install the heater in one of the large cup plugs on the exhaust side of the engine.

Good-quality water is important for cooling system performance. Excessive levels of calcium and magnesium contribute to scaling problems, and excessive levels of chlorides and sulfates cause cooling system corrosion and system malfunction.

Cummins, Inc. recommends using Fleetguard® Compleat. It is available in both glycol forms (ethylene and propylene).

Fully formulated antifreeze must be mixed with good-quality water at a 50/50 ratio (40- to 60-percent working range). A 50/50 mixture of antifreeze and water gives a -36°C [-33°F] freezing point and boiling point of 110°C [230°F]. The actual lowest freezing point of ethylene glycol antifreeze is at 68 percent ethylene glycol to 32 percent water. Using higher concentrations of antifreeze will raise the freezing point of the solution and increase the possibility of a silica gel issue.

Section 5. - Engine Airflow System

The turbocharger uses exhaust gas energy to turn the turbine wheel. The turbine wheel drives the compressor impeller, which provides pressurized air to the engine for combustion. The additional air provided by the turbocharger allows more fuel to be injected to increase the power output from the engine. Exhaust gases flow through the exhaust manifold and into the divided-entry turbine housing of the turbocharger to drive the turbine wheel. The exhaust system consists of the following: 1. Exhaust valve 2. Exhaust manifold

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3. Dual-entry turbocharger 4. Turbocharger exhaust outlet.

A wastegate turbocharger is used to improve low engine-speed performance and improve control of high engine-speed boost. The wastegate system includes the actuator hose, actuator boost capsule, rod, and wastegate exhaust valve. Charged air is sent to the actuator boost capsule via the actuator hose. The capsule is designed so that the rod will not travel unless the pressure in the capsule exceeds a preset setting. When the pressure in the capsule builds above this preset setting, the pressure forces the rod to travel. The rod, which is connected to the exhaust valve (waste gate valve) , travels enough to open the exhaust valve, which allows some exhaust gas to bypass the turbine wheel and dump directly to the exhaust pipe. When the boost pressure is excessive, bypassing exhaust gas from the turbine wheel reduces the possibility of turbocharger overspeed and engine damage.

Section 6. - Electronic Controlled Fuel System

The engine control system is an electronically operated fuel control system that also provides many operator and vehicle or equipment features. The base functions of the control system include fueling and timing controls, limiting the engine speed operating range between the lowand high-idle set points, and reducing exhaust emissions while optimizing engine performance.

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines are equipped with a high-pressure fuel pump. The high-pressure fuel pump is electronically controlled by a electronic control module (ECM) that utilizes Cummins software. The fuel pump is mounted to the rear gear housing and is driven by the rear gear train.

A mechanical gear pump mounted on the fuel pump pulls fuel through the ECM cooling plate. Fuel then travels through the gear pump, through the fuel filter, and on the fuel pump inlet.

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An electronic fuel control actuator (EFC actuator) meters the amount of fuel delivered to the three pumping chambers inside the fuel pump. Excess fuel not sent to the pumping chambers is used to lubricate the internal fuel pump components. The excess fuel is then returned to the gear pump inlet. The three pumping chambers in the fuel pump contain piston s that pressurize the fuel. The fuel exits the chamber and passes through a check valve that maintains fuel pressure on the exit side of the pump as the piston in the chamber draws in more fuel.

The fuel exits the fuel pump and travels through a fuel line to the high-pressure common rail. The high-pressure common rail acts as an accumulator for the fuel that is supplied to all of the injectors. The maximum fuel pressure in the rail is 140,000 kPa [1400 bar or 20,305 psi]. The fuel rail is mounted above the intake manifold.

The high-pressure common rail contains a fuel pressure sensor. This sensor is used by the ECM to determine how much fuel the electronic fuel control actuator sends to the fuel pump. This ensures that the desired rail pressure is achieved at all times.

A pressure relief valve on the high-pressure common rail releases fuel to a drain line if pressure inside the rail exceeds 165,000 kPa [1650 bar or 23,931 psi]. This valve reduces the possibility of over fueling of the engine in the event of a fuel pressure sensor malfunction or a fuel pump malfunction.

Fuel is injected by sending an electronic signal to the injector that causes the needle inside to lift. The lifting of the needle allows high-pressure fuel in the high-pressure common rail to flow into the combustion chamber. Injection is ended by changing the electronic signal to the injector. This causes the needle to seal and stops fuel flow.

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The ECM performs diagnostic tests on most of its circuits and will activate a fault code if a problem is detected in one of these circuits. Along with the fault code identifying the problem, a snapshot of engine operating parameters at the time of fault activation is also stored in memory. Some fault codes will cause a diagnostic lamp to activate to signal the driver.

The ECM communicates with service tools and some other vehicle controllers (i.e., transmissions, antilock brake system, antislip reduction, etc.) through an SAE J1939 datalink. Some vehicles and equipment will have J1939 networks on them that link many of the “smart” controllers together. Vehicle control devices can temporarily command engine speed or torque to perform one of its functions such as transmission shifting and antilock braking.

The control system utilizes a number of sensors to provide information on engine operating parameters. These sensors include: 1. 2. 3. 4. 5. 6. 7. 8.

Coolant temperature sensor Intake air temperature and intake manifold pressure sensor Lubricating oil temperature and pressure sensor Engine speed sensor Engine position sensor Fuel pressure sensor Fuel temperature sensor Ambient air sensor (integral to the ECM)( not shown).

The following inputs are provided by OEM-selected devices: 1. 2. 3. 4. 5. 6.

Accelerator pedal position potentiometer sensor/switch Idle validation switch Coolant level sensor Vehicle speed sensors Feature Control Switches (i.e., cruise control switches) Water-in-fuel sensor.

NOTE: These inputs are application dependent. Some applications will not use all of these inputs.

Engine Protection The engine protection feature monitors critical system temperatures, pressures, and fluid levels. These readings are compared to calibrated limits based on engine speed and/or engine load. If an out-of-range condition exists and engine derate action is to be initiated, the operator will be alerted by an in-cab WARNING lamp. The WARNING lamp will blink or flash when out-of-range conditions continue. NOTE: Engine power and speed will be gradually reduced, depending on the level of severity of the observed condition. The engine protection system will not shut down the engine unless the engine protection shutdown feature has been enabled.

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Depending on how the engine protection feature is set up, the engine protection system will initiate an engine shutdown and prevent an engine restart from the following set points: Coolant level Coolant temperature Oil pressure Oil temperature Intake manifold temperature Engine overspeed. Engine Protection Shutdown When engine protection shutdown is enabled using the electronic service tool, it can cause the engine to shut down when an engine parameter becomes critically out of range. This feature can be enabled or disabled using the electronic service tool. The engine can be restarted after an automatic shutdown, in order to move the vehicle to a safe location. The engine will continue to monitor engine parameters and another shutdown will occur when an engine parameter becomes critically out of range. Engine Protection Restart Restart derate prevents the user from defeating an active torque or speed derate. If the user stops and restarts the engine, the torque or speed derate will still be active. Engine Protection Shutdown Override When engine protection shutdown override is enabled using the electronic service tool, it will allow the operator to override an impending engine shutdown caused by the engine protection feature. The intended market for this feature is the transit industry, in which an application such as a bus will possibly need to move to a safe location before engine shutdown takes effect. To override engine protection shutdown, the operator depresses an OEM-supplied button during the 30-second engine protection warning period (WARNING lamp flashes). This will restart the 30-second shutdown warning timer, giving the driver an extra 30 seconds to move the vehicle to a safe location. Each time the button is depressed, the 30-second warning period is restarted. Detailed Operation and Interaction Information The engine protection feature provides protection against progressive engine damage by comparing data gathered at engine protection sensors and calibrated minimum and maximum limits. If a value is found to be out of range, an engine protection fault code is recorded. The engine protection feature is not adjustable with the electronic service tool. The engine protection derate can occur in two ways: A torque derate limits the available engine torque to a calibrated maximum value (N•m/ft-lb). An engine speed derate limits engine speed to maximum engine speed (rpm). Engine protection values are stored in the electronic control module (ECM) every time an engine protection fault code is set. The engine protection shutdown, engine protection restart, and engine protection shutdown override are adjustable with the electronic service tool.

Features

Accelerator Interlock The accelerator interlock feature is intended to keep the engine at idle speed by using an interlock switch that is usually attached to the vehicle's door. Most buses use this feature to disable the accelerator pedal and PTO operation while the bus door is open; thus the engine remains idle while the door is open.

Altitude Derate At high altitudes, the turbocharger speed can exceed its design limit if achieving typical boost pressure(s). The air is less dense and can cause the turbocharger to overspeed; therefore, the electronic control module (ECM) derates the fueling to limit exhaust flow. The ECM uses the ambient air pressure sensor to determine when to derate fueling. The fueling derate starts to occur when the engine is operated above the following sea levels.

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Engine model

Horsepower

Sea Level

Origin

ISB (four-cylinder)

145

3048 m [10,000 ft]

United States

ISB (four-cylinder)

170

2144 m [7000 ft]

United States

The derate for all other European/UK ratings are 1829 m [6000 ft]. Setup Information The altitude derate is a basic feature in the calibration. It is not customer adjustable.

Road Speed Governor The road speed governor feature controls the vehicle's maximum road speed. The customer can program the maximum vehicle speed in top gear. In order for the electronic control module (ECM) to calculate the road speed correctly, the customer must enter the vehicle speed sensor type, vehicle's tire size, rear axle ratio(s), and number of tailshaft gear teeth. The customer can also adjust the upper and lower droop settings. NOTE: In some worldwide territories, road speed governing is subject to local laws that dictate road speed governor lower droop be disabled. For these territories, road speed governor lower droop is disabled within the engine calibration and can not be enabled with an electronic service tool.

Road Speed Governor Upper Droop The road speed governor upper droop parameter is the amount of vehicle speed decrease before full torque is reached while operating on the road speed governor. Increasing this rate can improve fuel economy in hilly terrain.

Road Speed Governor Lower Droop The road speed governor lower droop parameter is the amount of vehicle speed increase in a downhill or no-load condition while operating on the road speed governor before fuel is completely cut off. An increased downhill speed can increase momentum up the next hill and improve fuel economy. NOTE: Due to local regulations limiting maximum road speed, this feature will possibly not be available in some areas of the world.

Accelerator Manual Vehicle Switch The smart road speed governor feature, when enabled, allows the driver/operator to adjust the maximum vehicle speed by using an OEM switch, typically the cruise control resume/accel switch. To adjust the maximum vehicle speed limit, the cruise control on/off switch must be off and the coast/accel switch can be used to raise or lower the preset limit. NOTE: The maximum speed limit can not be adjusted above the predefined maximum vehicle speed in top gear limit.

Cruise Control Cruise control maintains vehicle speed at a driver-selectable km/h [mph]. With cruise control, vehicle speed control is more precise, resulting in improved fuel economy. It is similar to an automobile cruise control where the driver/operator has the ability to adjust and maintain a desired road speed.

Maximum Cruise Control Speed The maximum cruise control speed adjustable parameter defines the maximum vehicle speed that can be selected when the cruise control feature is operating. Setting the maximum cruise control speed will result in better safety and fuel economy when trimmed appropriately. The maximum cruise control speed is independent of the accelerator maximum vehicle speed feature, but must be less than or equal to the maximum vehicle speed parameter.

Cruise Control Governor Tailoring

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Upper Droop - This feature allows the actual vehicle speed to decrease slightly from the set cruise control speed under heavy-load conditions (i.e., ascending a hill). When this feature is trimmed to its maximum of 5 km/h [3 mph], better fuel economy will result, especially in hilly or rolling terrain. When this feature is trimmed to its minimum of 0 km/h [0 mph], perceived engine performance will be improved. Lower Droop - This feature allows the actual vehicle speed to increase slightly from the set cruise control speed under light-load conditions (i.e., descending a hill). When this feature is trimmed to its maximum of 5 km/h [3 mph], vehicle momentum is preserved and should result in better fuel economy. When this feature is trimmed to its minimum of 0 km/h [0 mph], vehicle speed is maintained. NOTE: Due to local regulations limiting maximum road speed, this feature will possibly not be available in some areas of the world.

Cruise Control Switch Configuration This parameter tells the electronic control module (ECM) how the cab switch is configured. If it is set to YES, then the cab switch will be set/accel in one position and resume/coast in the other position; if it is set to NO, then set/coast will be in one position while resume/accel will be in the other position. The set/coast function would occur when the switch is up and resume/accel would occur when the switch is down. The three operation modes include off, standby, and active. These are determined by the switch positions of the on/off switch and the set/resume switch. The cruise control on/off switch allows the driver to turn the feature on and off. The set/resume switch allows the driver to set, resume, or adjust the set vehicle speed (increase or decrease mph).

Off Mode When the cruise control switch is in the OFF position, cruise control does not affect engine operation, nor can it be activated.

Standby Mode When the cruise on/off switch is in the ON position, cruise control will remain on standby until a request for activation is made by the driver using the cruise set/resume switch.

Active Mode If the driver activates cruise control by using the set position of the set/resume switch, then the cruise control will maintain the vehicle speed at that set vehicle speed. When the driver activates cruise control by using the resume position of the set/resume switch, the engine will then maintain vehicle speed at the last set vehicle speed the driver commanded.

Set/Resume Switch Usage This parameter reverses the switch throw for certain functions of the set/resume switch. This parameter can be programmed using an electronic service tool. The set/resume switch accesses functions for cruise control, the PTO feature, road speed governor, idle governor, and diagnostics. There are two selections: Set/accel or set/coast. Depending on the selection, the set and resume positions correspond to the switch functions defined in the following table. Set/Resume Switch Functions Feature

With Set/Accel Programmed

With Set/Coast Programmed

Set Position

Resume Position

Set Position

Resume Position

Cruise control

Set

Resume

Set

Resume

Cruise control

Accel

Coast

Coast

Accel

Cruise control

Bump-up

Bump-down

Bump-down

Bump-up

PTO

Set

Resume

Set

Resume

PTO

Ramp-up

Ramp-down

Ramp-down

Ramp-up

Road speed governor

Increment

Decrement

Decrement

Increment

Idle governor

Increment

Decrement

Decrement

Increment

Diagnostics

Increment

Decrement

Decrement

Increment

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Maintenance Monitor NOTE: The maintenance monitor is designed to alert the operator of the need for a routine maintenance stop. Maintenance records must still be maintained for historical purposes. NOTE: The maintenance monitor uses data received from the vehicle speed sensor (VSS) to determine distance and data from the ECM to determine the amount of fuel burned. Whenever a VSS or battery voltage fault has occurred, the maintenance monitor data can be inaccurate. The maintenance monitor is an electronic program contained in the ECM for monitoring oil drain intervals. Benefits to the customer include the ability to track drain intervals automatically in one of three modes. The maintenance monitor can replace the standard manual methods for oil drain intervals.

Alerting the Operator The maintenance monitor will alert the operator of the need to change the oil by flashing the MAINTENANCE (FLUID) lamp with five sets of three quick flashes after the keyswitch is in the ON position. The flashing sequence will go through five cycles in a 12-second period. The sequence will occur at every key-on until the maintenance monitor has been reset. NOTE: The diagnostic switch must be in the OFF position for the flashing sequence to occur. Viewing maintenance monitor data is done through the electronic service tool and the following data can be printed from the ECM: Percent of present interval consumed (by either distance, time, or fuel burned) Distance since last reset Time since last reset Fuel burned since last reset Present maintenance monitor mode.

Trip Information The trip information system constantly monitors and records various engine and operating data necessary to track both engine and driver/operator performance. The data can be viewed using the electronic service tool. If any faults occur that can corrupt the trip data, the system will caution the user when viewing the data.

J1939 Multiplexing (J1939 mux) Multiplexing is the ability to send and receive messages simultaneously over a J1939 datalink instead of using hardwired connections. This is accomplished by utilizing a vehicle electronic control unit. Inputs from switches, status parameters, and sensors can be hardwired into the vehicle electronic control unit. The vehicle electronic control unit can then broadcast this information throughout a vehicle system. The electronic control module (ECM) on Cummins engines will be one recipient of this information. Available inputs for multiplexing: Accelerator interlock switch Air conditioner pressure switch Service brake switch Clutch switch Cruise control on/off switch Cruise control resume switch Cruise control set switch PTO on/off switch PTO resume switch PTO set switch Idle increment/idle decrement switch Parking brake switch Diagnostic switch/user-engaged snapshot Torque derate switch Manual fan switch Engine brake switch Accelerator pedal position

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Remote accelerator position/remote accelerator switch Auxiliary shutdown switch Remote PTO switch Accessory fan switch Air compressor switch STOP lamp WARNNG lamp MAINTENANCE lamp WAIT-TO-START lamp WATER-IN-FUEL lamp.

Power Take-Off (PTO) The PTO feature controls the engine at a constant rpm selected by the driver/operator. PTO can be used on the following applications: Mixers Dry bulk haulers Dump trucks Refuse vehicles Other. Engine speed for PTO can be set either in cab or remotely, through control switches, where a remote-mounted switch can be used where a cab switch is not desirable. Also, the cruise control switches are used for the PTO feature.

PTO Minimum Engine Speed This feature is the lowest engine speed setting at which the PTO will operate. It can be set as low as the engine low-idle speed. PTO set switch engine speed, PTO resume switch engine speed, and PTO additional switch engine speeds must be set equal to or greater than the PTO minimum engine speed.

PTO Maximum Engine Speed This feature is the highest engine speed setting at which the PTO will operate. PTO set switch engine speed, PTO resume switch engine speed, and PTO additional switch engine speeds must be set equal to or less than the PTO maximum engine speed.

PTO Ramp Rate This feature defines the rate of engine speed change (rpm per second) in PTO mode when the operator is accelerating up or coasting down. The PTO speed is adjusted by either bumping or holding the increment/decrement PTO set/resume switch.

PTO Accelerator Override The feature allows the driver/operator to increase engine speed temporarily beyond the PTO reference speed during PTO operation using the accelerator pedal.

PTO Maximum Vehicle Speed This parameter is the maximum allowed vehicle speed during PTO operation.

PTO Set/Resume Engine Speed This feature is the engine rpm that the engine will hold when the PTO set/resume switch is used.

Clutch Override PTO, when enabled, will allow the PTO to deactivate when the clutch pedal is depressed.

Brake Override

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PTO, when enabled, will allow the PTO to deactivate when the service brake pedal is depressed.

Gear-Down Protection Gear-down protection has two functions. It gives the driver the performance needed while driving one gear down from top gear and also yields improved fuel economy by increasing the time in top gear.

Gear-Down Protection Light-Load Vehicle Speed This setting is in effect when the driver does not need to be in lower gears, as when driving in a steady-state condition on level ground. This trim must be set below the heavy engine load vehicle speed. By setting the trim this way, the driver will be penalized with a performance loss whenever unnecessarily driving in lower gears.

Gear-Down Protection Heavy-Load Vehicle Speed This setting is in effect when the driver truly needs to be in lower gears, as when accelerating through the gears or climbing a grade. This trim must be set just below the maximum vehicle speed in top gear. By setting the heavy engine load this way, the driver will still have performance when needed.

United States Application Example: With the maximum vehicle speed in top gear set at 100 km/h [62 mph], the driver can choose to set the heavy engine load at 97 km/h [60 mph] and the light engine load at 89 km/h [55 mph]. This will create a more significant performance penalty and will encourage the driver to use the top gear.

European Application Example: With the maximum vehicle speed in top gear set at 90 km/h [56 mph], the driver can choose to set the heavy engine load at 87 km/h [54 mph] and the light engine load at 79 km/h [49 mph]. This will create a more significant performance penalty and will encourage the driver to use the top gear.

Top Gear Transmission Ratio This parameter is the number of engine revolutions divided by the number of transmission tailshaft revolutions when the transmission is in top gear. This parameter can be programmed using an electronic service tool. This parameter is used by gear-down protection, and information gathering.

Automotive and Variable-Speed Governor (VS) Accelerator Types and Cab-Switchable Governor The accelerator-type feature gives the owner a choice of two engine governors: Automotive governor Variable-speed governor. The automotive governor allows a larger speed variation under varying load conditions given a throttle position (engine speed varies with load). The variable-speed (VS) governor maintains a constant engine speed for a given throttle position under varying load conditions.

Idle Governor and Adjustable Low Idle The idle governor feature controls engine fueling to maintain the desired engine idle speed within the torque capability of the engine. Idle engine speed can be adjusted by operator inputs. The low-idle engine speed parameter is the speed at which the engine will idle. This speed can be adjusted by a cab switch if the switch is installed and the low-idle adjustment feature is enabled.

Idle Shutdown

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When the engine is at idle, the idle shutdown feature will automatically shut down the engine after a specified period of time, depending on the mode of operation and customer-programmable parameters. This feature is intended to reduce engine idle time and increase the fuel economy.

Idle Shutdown Time The idle shutdown time is the period of engine idling time when there is no activity from the driver, such as clutch, brake, or accelerator actuation before the engine automatically shuts off. NOTE: The parameter will not appear if the idle shutdown feature is turned off.

Idle Shutdown in PTO The idle shutdown in PTO feature automatically shuts off the engine after a period of PTO or remote PTO operation in which there is no activity from the driver, such as clutch, brake, or accelerator actuation.

Idle Shutdown Override The idle shutdown override feature allows the driver to override the idle shutdown by changing the position of the brake, clutch, or accelerator anytime during the idle shutdown warning period The idle shutdown warning period lasts for 30 seconds prior to engine shutdown. The yellow WARNING lamp on the dash will flash during the idle shutdown warning period. After the idle shutdown feature has been overridden, this feature will not shut off the engine again until the vehicle has been moved.

Tire Revolutions per Mile This parameter is the vehicle's tire size for use in vehicle speed calculations. This parameter can be programmed using an electronic service tool. The ECM uses this parameter, rear axle ratio, and number of transmission tailshaft gear teeth to determine vehicle speed. This parameter applies when VSS type is magnetic.

Number of Transmission Tailshaft Gear Teeth This parameter is the number of teeth on the speedometer gear that is used in conjunction with an electrical vehicle speed sensor. This parameter can be programmed using an electronic service tool. The ECM uses this parameter, rear axle ratio, and tire revolutions per mile to determine vehicle speed. This parameter applies when VSS type is magnetic.

Fan Control The electronic control module (ECM) can control the cooling fan based on inputs from the coolant temperature sensor and the intake manifold temperature sensor. Some applications will also provide inputs to the ECM for auxiliary device cooling (i.e., air conditioner pressure, power steering temperature, transmission temperature) or a manual fan switch for fan control.

Fan Clutch Logic This parameter must be adjusted with the electronic service tool to match the fan clutch operation requirements. Some fans engage with 12 or 24 VDC applied to them and some operate with 0 VDC applied to them.

Water-in-Fuel Warning The water-in-fuel sensor protects the fuel system by alerting the driver/operator that water has accumulated in the fuel-water separator and needs to be drained. The operator will be warned of a water-in-fuel condition by illuminating the MAINTENANCE lamp.

Diagnostic Fault Codes

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Both onboard and offboard fault diagnostics are designed to make the engine easier to repair and service. The electronic subsystem has a built-in self-diagnostic capability that checks for correct signals from the sensors, errors in software operation, and faulty power drivers in the electronic control module (ECM). When an issue is detected, a fault is logged in memory and a snapshot of engine parameters is logged. In addition, depending on the type and severity of the active fault, different fault lamps are illuminated. The fault lamps include the WARNING lamp, STOP lamp, WAIT-TO-START lamp, and MAINTENANCE lamp. Both the active and inactive fault codes can be displayed by an electronic service tool. Fault information for the first and most recent occurrences are displayed. Active fault codes can be “flashed out” using the diagnostic switch. Setup Information The onboard and offboard fault diagnostics are basic features in the calibration. These features are not customer adjustable.

Detailed Operation and Interaction Information When the keyswitch is in the ON position and the diagnostic switch is in the OFF position, the indicator lamps (WARNING, STOP, MAINTENANCE, and WAIT-TO-START) will illuminate for approximately 2 seconds and then go off, one after the other, to verify they are working and wired correctly. Location of the lamps in the cab area is critical, as is luminosity in the daytime. Drivers/operators must be able to see the lamps clearly from their driving position. The lamps will remain off until a fault code is recorded. The lamps will remain on if there is an active fault code. An illuminated WARNING lamp tells the driver there is a fault but the vehicle can be operated and needs to be serviced as soon as possible. However, an illuminated STOP lamp alerts the driver to stop the vehicle as soon as is safely possible and have it serviced. Some fault conditions are connected to engine protection. If engine protection shutdown is enabled, the electronic control module (ECM) can shut off the engine due to the fault code. Some OEMs wire engine protection faults to buzzers so the driver is aware of the severe fault code and impending shutdown. The electronic service tool can display both active and inactive fault codes. Only inactive fault codes and associated fault information can be erased from the ECM memory. Engine monitoring and special diagnostic tests are also included in the electronic service tool.

To check for fault codes, turn the keyswitch to the OFF position and move the diagnostic switch to the ON position. Turn the vehicle keyswitch to the ON position. If no active fault codes are recorded, both red and yellow lamps will come on and then go out in sequence and remain off. If active fault codes are recorded, both lamps will come on momentarily and then begin to flash the code of the recorded, active fault codes.

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The fault codes will flash in the following sequence: First, a WARNING (yellow) lamp will flash. Then there will be a short 1- or 2-second pause after which the number of the recorded fault code will flash in STOP (red) lamp. There will be a 1- or 2-second pause between each number. When the number has finished flashing in red, a yellow lamp will appear again. The three- or four-digit code will repeat in the same sequence.

To skip to the next fault code, move the set/resume switch (if equipped) momentarily to the increment (+) position. The driver/operator can go back to the previous fault code by momentarily moving the set/resume switch (if equipped) to the decrement (-) position. If only one active fault code is recorded, the same fault code will be displayed continuously when either increment (+) or decrement (-) switch is toggled. NOTE: Be sure to turn off the diagnostic switch when the fault codes are not being flashed out.

Fault Code Snapshot Data This additional fault code information can be obtained by using an electronic service tool. The snapshot data feature records the value or state of the control system sensors and switches at the time a fault occurred. These data are stored for the first occurrence of the fault, since it was cleared, and for the most recent occurrence. These values can be very valuable when trying to re-create or determine engine operating conditions at the time of a fault. Refer to the Troubleshooting and Repair Manual, ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series Engines, Electronic Control Systems, Bulletin 3666477, for explanation and correction of fault codes or the nearest Cummins Authorized Repair Facility.

When not using the diagnostic system, turn off the diagnostic switch or remove the shorting plug.

Section 7. - Engine Options

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Application versatility is an advantage of the ISB (4 cylinder) and ISB e

(4 and 6 cylinder) Series engines. The available option packages provide straightforward installation recommendations for placing the engine into a wide variety of applications.

SAE number 2 and 3 flywheel housings are available with arm or pad mounting arrangements for the ISB (4 cyliinder). A barring mechanism is available as an option with the flywheel housing.

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

A gear-driven accessory option provides additional accessory drive capabilities. This option is mounted on the front face of the gear housing. Just above the fuel pump the maximum instantaneous total torque capability of the auxiliary drive 237 N•m [175 ft-lb]. The drive runs at a 1.03:1 ratio and is clockwise rotation (as viewed from the front of the engine).

Provisions have also been made to allow up to 475 N•m [350 ft-lb] of torque power take-off (PTO) capability off the front of the crankshaft in a straight torque drive.

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A suspended oil pan is the standard option on both ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines. The four-cylinder pan is shown in the illustration.

An isolated oil pan is not available for the ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines. The four-cylinder pan is shown in the illustration.

Multiple turbocharger locations are also available to suit space constraints of various installations of the wastegate version. Several locations are offered, including: A low-mounting (front exhaust outlet) A low-mounting (rear exhaust outlet).

Last Modified: 19-Aug-2002 Copyright © 2000-2010 Cummins Inc. All rights reserved.

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ISB (4 Cylinder) and ISBe (4 and 6 Cylinder) Series Engine Familiarization+4021288

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