isb (4 cylinder) and isbe (4 and 6 cylinder) series engine familiarization+4021288

Service Bulletin Number Date4021288 01-OCT-2002

Service Bulletin

ISB (4 cylinder) and ISBe (4 and 6 cylinder) Series EngineFamiliarization

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 featuringmany 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 engineproperly, 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 ProtectionFeaturesDiagnostic Fault Codes

Section 7. Engine Options 37

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

1 de 31 07/06/2013 05:12 p.m.

Section 1. - General Specifications and Applications

Engine Diagrams

The following illustrations show the locations of the major external engine components, filters, and other service andmaintenance 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

Turbocharger wastegate1.Flywheel housing2.Crankcase breather3.Air compressor cooling connection4.Intake manifold pressure/temperature sensor5.Air compressor6.Fuel rail7.High-pressure supply line (pump to rail)8.Fuel rail pressure sensor9.High-pressure fuel lines10.Oil fill cap11.Engine speed sensor (crankshaft)12.Tone wheel13.Coolant temperature sensor14.Vibration damper15.Coolant outlet16.Alternator17.Oil pressure/temperature sensor18.


2 de 31 07/06/2013 05:12 p.m.

Exhaust manifold.19.

3.9-Liter Engine Front View

Air inlet1.Fan drive2.Electronic control module3.Engine speed sensor (crankshaft)4.Dipstick5.Fuel filter6.Vibration damper7.Fan or PTO drive flange mounting8.Starter9.Water pump10.Coolant inlet11.Belt tensioner12.Alternator13.Coolant outlet14.Coolant temperature sensor.15.

3.9-Liter Engine Rear View

Coolant connection for air compressor1.Air outlet from turbocharger2.Air inlet to turbocharger3.Flywheel4.Flywheel housing5.Crankcase breather tube6.Fuel return line7.Engine lifting brackets.8.


3 de 31 07/06/2013 05:12 p.m.

3.9-Liter Engine Exhaust Side View

Coolant outlet1.Alternator2.Oil pressure/temperature sensor3.Coolant inlet4.Oil filter5.Oil pan drain plug6.Turbocharger exhaust outlet7.Starter8.Flywheel housing9.Turbocharger compressor inlet.10.

3.9-Liter Engine Air Intake Side View

Rail pressure relief valve1.Intake manifold pressure/temperature sensor2.Air compressor cooling pipes3.Air compressor4.Engine position sensor (camshaft)5.High-pressure fuel pump6.Flywheel housing7.Fuel filter8.Fuel temperature sensor9.Electronic control module cooling plate mounting points10.Oil pan drain plug11.Dipstick12.Engine speed sensor (crankshaft)13.Electronic control module14.Ambient air pressure sensor (internal to ECM)15.


4 de 31 07/06/2013 05:12 p.m.

Fuel inlet to cooling plate16.Air intake inlet17.Coolant outlet18.Rail pressure sensor19.Fuel rail.20.

5.9-Liter Engine Top View

Turbocharger wastegate1.Starter2.Crankcase breather3.Air compressor cooling connection4.Air compressor5.Intake manifold pressure/temperature sensor6.High-pressure supply line (pump to rail)7.Fuel rail pressure sensor8.Fuel rail9.High-pressure fuel lines10.Oil fill cap11.Engine speed sensor (crankshaft)12.Tone wheel13.Vibration damper14.Coolant temperature sensor15.Coolant outlet16.Alternator17.Oil pressure/temperature sensor18.Exhaust manifold.19.

5.9-Liter Engine Front View


5 de 31 07/06/2013 05:12 p.m.

Air inlet1.Fan drive2.Electronic control module3.Engine speed sensor (crankshaft)4.Dipstick5.Fuel filter6.Vibration damper7.Fan or PTO drive flange mounting8.Starter9.Water pump10.Coolant inlet11.Belt tensioner12.Alternator13.Coolant outlet14.Coolant temperature sensor.15.

5.9-Liter Engine Rear View

Coolant connection for air compressor1.Air outlet from turbocharger2.Air inlet to turbocharger3.Flywheel4.Flywheel housing5.Crankcase breather tube6.Fuel return line7.Engine lifting brackets.8.

5.9-Liter Engine Exhaust Side View

Coolant outlet1.


6 de 31 07/06/2013 05:12 p.m.

Alternator2.Oil pressure/temperature sensor3.Coolant inlet4.Oil filter5.Oil pan drain plug6.Turbocharger exhaust outlet7.Starter8.Flywheel housing9.Turbocharger compressor inlet.10.

5.9-Liter Engine Air Intake Side View

Rail pressure relief valve1.Intake manifold pressure/temperature sensor2.Air compressor cooling pipes3.Air compressor4.Engine position sensor (camshaft)5.High-pressure fuel pump6.Flywheel housing7.Fuel filter8.Fuel temperature sensor9.Electronic control module cooling plate mounting points10.Oil pan drain plug11.Dipstick12.Engine speed sensor (crankshaft)13.Electronic control module14.Ambient air pressure sensor (internal to ECM)15.Fuel inlet to cooling plate16.Air intake inlet17.Coolant outlet18.Rail pressure sensor19.Fuel rail.20.

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series enginesincorporate all the important features and advantages of moderndiesel technology, including an engine-mounted electronic controlmodule (ECM). The ECM and Bosch® fuel system controls theBosch® electronic fuel pump for better efficiency and also monitorsthe sensors on the engine to make sure it is operating properly.


7 de 31 07/06/2013 05:12 p.m.

ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines have awide range of horsepower for use in a number of automotiveapplications.

ISB (4cylinder) and

ISB e (4 and 6cylinder)SeriesEngines

Engine

Horsepower(hp) orPowerSpeed (PS)Advertised

Torque rpmEmissions

Status

N•m ft-lb

Four-cylinder3.9-liter

135 PS @2500 rpm

500 369 1500 European

145 hp @2600 rpm 569 420 1600

UnitedStates

170 hp @2600 rpm

569 420 1600UnitedStates

Six-cylinder5.9-liter

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-cylinderengine: Theenginedisplacementis 3.9 liters[238 C.I.D.].The bore is102 mm [4.02in] and thestroke is 120mm [4.72 in].The firingorder is1-3-4-2.

Six-cylinderengine: Theenginedisplacementis 5.9 liters[360 C.I.D.].The bore is102 mm [4.02in] and thestroke is 120mm [4.72 in].The firingorder is1-5-3-6-2-4.


8 de 31 07/06/2013 05:12 p.m.

The model designation, or nomenclature, for the automotive engineis 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 aredesigned to metric unit specifications throughout. The only deviationis the use of SAE standard pipe fittings and plugs in someapplications. Unit specifications for optional accessory equipmentwill vary with supplier. Service publications list metric values alongwith 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 6cylinder) Series engines for automotive applications.

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series enginesutilize a rear gear train. The illustration shows the gear train layout ofthe engine. All gears are hardened and have straight-tooth designfor strength and quiet operation. Timing-mark alignment isaccomplished by aligning the marks on the camshaft gear with thechamfered tooth on the crankshaft.

The cylinder block has many innovative design features. The blockcasting includes provisions for:

Oil cooler housingWater pump housingOil pump housingCoolant bypass line.

Ribbing and block stiffener have been added to strengthen the blockand reduce noise.


9 de 31 07/06/2013 05:12 p.m.

The control system uses inputs from the operator and the sensors todetermine the fueling and timing required to operate at the desiredengine speed.

The electronic control module (ECM) is the control center of thesystem. It processes all of the inputs and sends commands to thefuel system and vehicle and engine control devices.

The ISB (4 cylinder) is equipped with an one-piece manifold. Themanifold uses capscrew towers, which provide increased capscrewstrength. Capscrew towers also increase capscrew life anddurability, which results in higher clamp load. Key components ofthe exhaust system are:

Exhaust valveExhaust manifoldDual-entry turbochargerTurbocharger exhaust outlet.

The ISB e (6 cylinder) is equipped with a two-piece exhaustmanifold. The manifold uses capscrew towers, which provideincreased capscrew strength. Capscrew towers also increasecapscrew life and durability, which results in higher clamp load.

NOTE: If the exhaust manifold is damaged, check the charge aircooler. A charge air cooler failure can cause progressivedamage 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 designfeatures include:

Integral intake manifoldCentrally located injector to each cylinderUnrestricted coolant flow.

The thermostat is an integral part of the head casting.


10 de 31 07/06/2013 05:12 p.m.

Another design feature of the cylinder head includes integrally castvalve guides and, on higher ratings powder metal valve seat insertsare used.

The valve assembly includes the following components:

Valve spring retainer1.Valve spring2.Valve stem seal3.Integral valve guide4.Valve seat5.Valve6.Valve stem collets ( not shown) (installed on top of valve stemabove spring retainer).

7.

Valve crossheads allow the two rocker levers to actuate the fourvalves. A new rocker lever design has been implemented to reducevalve train wear. This design consists of a ball-and-socket-type endwhere the rocker lever contacts the valve crosshead. The valve trainconsists of the following:

Rocker lever assembly1.Push tubes2.Tappets3.Camshaft4.

The connecting rod is an angle split design. This design allows forthe largest possible connecting rod crankshaft bore for increasedstrength and durability. The angle cut design also allows for the useof the connecting rod with a larger bearing surface, therebyimproving wear characteristics. The pin bore bushing is lubricated bythe piston cooling nozzle spray.

The surface between the connecting rod and the cap is no longermachined. The connecting rod cap and rod are separated by aprocess known as fractured splitting. The cap is separated byhigh-momentum force, resulting in unique surface on everyconnecting rod cap. The surface of the connecting rod and capmust be protected against damage. Any damage to the fracturedsurface will result in an improper torque on the connecting rod bolts.

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


11 de 31 07/06/2013 05:12 p.m.

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 andnon-gallery cooled piston s are available.

The crankshaft is a forged-steel, full-fillet-hardened, integrallybalanced unit. The crankshaft thrust is controlled by a flangedupper bearing shell (360 degree thrust available). Oversize rod andmain service bearings are available for use with regroundcrankshafts. An internal cross-drilling supplies the connecting rodbearings with oil.

The overall design objectives of the ISB (4 cylinder) and ISB e (4and 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 asfollows:

Gerotor lubricating oil pump1.Pressure regulator valve2.Oil cooler3.Pressure regulator valve (bypass valve)4.Full-flow oil filter5.Turbocharger lubricating oil supply6.Turbocharger lubricating oil drain7.Main oil rifle8.Crankshaft main journal9.Camshaft10.Valve train11.Rod bearings.12.


12 de 31 07/06/2013 05:12 p.m.

The lubricating oil flow begins as the high-capacity gerotorlubrication pump draws oil from the pan through the rigid, internalsuction tube.

The pump (1) then delivers the oil through an internal drilling in thecylinder block to the oil cooler cover (2) and the pressure regulator(3). Through the inner channels of the cover, the oil flows from thebottom 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], thepressure regulator opens, uncovering the dump port and allowingsome oil to drain back to the oil pump inlet. The remaining oil flowsto a cast passage in the oil cooler cover leading to the oil coolerelement. The flow diagram consists of the following:

From lubricating oil cooler1.To lubricating oil filter2.Flow through oil filter3.To engine block4.To turbocharger.5.

Oil flowing through the cast passage in the oil cooler covercontinues through the oil cooler element, where it is cooled byengine coolant passing around the plates of the element. The oilthen continues through another cast passage in the oil cooler coverto the oil filter, which is a new Fleetguard® StrataPore™ lubrication

filter on the ISB (4 cylinder) and ISB e (4 and 6 cylinder) Seriesengines. The flow diagram consists of the following:

Bypass valve closed1.From lubricating oil pump2.To lubricating oil filter3.From lubricating oil filter4.To main oil rifle5.Bypass valve open.6.

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


13 de 31 07/06/2013 05:12 p.m.

The filtered oil flows up the center of the filter and across to the backof the oil cooler cover. At the oil cooler cover, oil flow is divided. Aportion flows to the turbocharger; the rest passes down a castpassage to a cross-drilling in the block. The flow diagram consists ofthe following:

Lubricating oil filter1.To main oil rifle2.Turbocharger lubricating oil supply (oil under pressure)3.Turbocharger lubricating oil drain (gravity flow to pan).4.

Once the oil has been cooled and filtered, a cross drilling betweenthe number 1 and number 2 cylinders carries it across the block toan angle drilling that intersects the main oil rifle. The main oil rifleruns the length of the block and carries oil to the overhead and mainbearings through individual transfer drillings. The flow diagramconsists of the following:

From oil filter1.Main oil rifle2.Flow to overhead3.Flow to main bearings.4.

The transfer drilling connected to the main oil rifle supplies oil to agroove 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 pinsare splash lubricated by piston cooling nozzle spray. The flowdiagram consists of the following:

From main oil rifle1.To cam bore2. Piston cooling nozzle.3.

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 holdsthese in place and acts as the oil path from the dedicated oil rifle tothe nozzles. These nozzles must be removed prior to piston androd removal to reduce the possibility of damage to the directedcooling nozzle. In engines where traditional B Series saddle piston cooling nozzles are used, the directed cooling nozzle oil rifle holesare plugged with a short 10-mm bolt.

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


14 de 31 07/06/2013 05:12 p.m.

Oil is carried to the cylinder head deck by individual vertical drillings(one per cylinder) intersecting the main oil rifle. The flow diagramconsists of the following:

Main oil rifle1.To vertical drilling2.Rocker lever support.3.

From the main oil rifle the oil flows up and over through a transferslot in the bottom of the rocker lever support, and then up through avertical drilling around the outside diameter of the rocker levercapscrew. Oil leakage past the top of the cylinder head capscrew iscontrolled by the flanged head on the capscrew. The flow diagramconsists of the following:

From main oil rifle1.To rocker lever support2.Transfer slot3.Rocker lever shaft4.Rocker lever bore5.Rocker lever.6.

The vertical drilling in the rocker lever support is aligned with agroove in the rocker shaft. Oil flows into the inside diameter of theshaft 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 eachrocker lever bore.

Section 4. - Engine Cooling System

Coolant is circulated by the integrally mounted water pump. Theoutput from the water pump empties into the bottom of the oil coolercavity in the cylinder block. This provides the oil cooler with thecoolest possible coolant. The coolant then circulates around eachcylinder and crosses the block to the fuel pump side of the engine.The flow diagram consists of the following:

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


15 de 31 07/06/2013 05:12 p.m.

A portion of the coolant flowing into the head is routed across theexhaust port. The balance of the coolant flows across the valvebridges, around the injector nozzles, and down through two orificesfor each cylinder. The orifices balance the flow of coolant around thecylinders. The flow diagram consists of the following:

Cylinder block to cylinder head1.Injector2.Thermostat housing3.Bypass closed4.Radiator.5.

Coolant flows through a cast opening, for each cylinder, to the lowerwater manifold cavity and on to the thermostat.

When the engine is below operating temperature, the thermostat isclosed and coolant is bypassed to the water pump inlet.

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

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

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


16 de 31 07/06/2013 05:12 p.m.

Coolant for an in-cab heater is best taken from the lower watermanifold 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 sideof the engine.

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

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

Fully formulated antifreeze must be mixed with good-quality waterat a 50/50 ratio (40- to 60-percent working range). A 50/50 mixture ofantifreeze and water gives a -36°C [-33°F] freezing point and boilingpoint of 110°C [230°F]. The actual lowest freezing point of ethyleneglycol antifreeze is at 68 percent ethylene glycol to 32 percent water.Using higher concentrations of antifreeze will raise the freezing pointof 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 turbinewheel. The turbine wheel drives the compressor impeller, whichprovides pressurized air to the engine for combustion. The additionalair provided by the turbocharger allows more fuel to be injected toincrease the power output from the engine.

Exhaust gases flow through the exhaust manifold and into thedivided-entry turbine housing of the turbocharger to drive the turbinewheel. The exhaust system consists of the following:

Exhaust valve1.Exhaust manifold2.


17 de 31 07/06/2013 05:12 p.m.

Dual-entry turbocharger3.Turbocharger exhaust outlet.4.

A wastegate turbocharger is used to improve low engine-speedperformance and improve control of high engine-speed boost. Thewastegate system includes the actuator hose, actuator boostcapsule, rod, and wastegate exhaust valve. Charged air is sent tothe actuator boost capsule via the actuator hose. The capsule isdesigned so that the rod will not travel unless the pressure in thecapsule exceeds a preset setting. When the pressure in the capsulebuilds above this preset setting, the pressure forces the rod totravel. The rod, which is connected to the exhaust valve (waste gatevalve) , travels enough to open the exhaust valve, which allowssome exhaust gas to bypass the turbine wheel and dump directly tothe exhaust pipe. When the boost pressure is excessive, bypassingexhaust gas from the turbine wheel reduces the possibility ofturbocharger overspeed and engine damage.

Section 6. - Electronic Controlled Fuel System

The engine control system is an electronically operated fuel controlsystem that also provides many operator and vehicle or equipmentfeatures.

The base functions of the control system include fueling and timingcontrols, limiting the engine speed operating range between the low-and high-idle set points, and reducing exhaust emissions whileoptimizing engine performance.

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines areequipped with a high-pressure fuel pump. The high-pressure fuelpump 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 bythe rear gear train.

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


18 de 31 07/06/2013 05:12 p.m.

An electronic fuel control actuator (EFC actuator) meters the amountof fuel delivered to the three pumping chambers inside the fuelpump.

Excess fuel not sent to the pumping chambers is used to lubricatethe internal fuel pump components. The excess fuel is then returnedto the gear pump inlet.

The three pumping chambers in the fuel pump contain piston s thatpressurize the fuel. The fuel exits the chamber and passes througha check valve that maintains fuel pressure on the exit side of thepump as the piston in the chamber draws in more fuel.

The fuel exits the fuel pump and travels through a fuel line to thehigh-pressure common rail.

The high-pressure common rail acts as an accumulator for the fuelthat is supplied to all of the injectors. The maximum fuel pressure inthe 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. Thissensor is used by the ECM to determine how much fuel theelectronic fuel control actuator sends to the fuel pump. This ensuresthat the desired rail pressure is achieved at all times.

A pressure relief valve on the high-pressure common rail releasesfuel 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 theevent of a fuel pressure sensor malfunction or a fuel pumpmalfunction.

Fuel is injected by sending an electronic signal to the injector thatcauses the needle inside to lift. The lifting of the needle allowshigh-pressure fuel in the high-pressure common rail to flow into thecombustion chamber.

Injection is ended by changing the electronic signal to the injector.This causes the needle to seal and stops fuel flow.


19 de 31 07/06/2013 05:12 p.m.

The ECM performs diagnostic tests on most of its circuits and willactivate a fault code if a problem is detected in one of these circuits.Along with the fault code identifying the problem, a snapshot ofengine operating parameters at the time of fault activation is alsostored in memory.

Some fault codes will cause a diagnostic lamp to activate to signalthe driver.

The ECM communicates with service tools and some other vehiclecontrollers (i.e., transmissions, antilock brake system, antislipreduction, etc.) through an SAE J1939 datalink.

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

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

Coolant temperature sensor1.Intake air temperature and intake manifold pressure sensor2.Lubricating oil temperature and pressure sensor3.Engine speed sensor4.Engine position sensor5.Fuel pressure sensor6.Fuel temperature sensor7.Ambient air sensor (integral to the ECM)( not shown).8.

The following inputs are provided by OEM-selected devices:

Accelerator pedal position potentiometer sensor/switch1.Idle validation switch2.Coolant level sensor3.Vehicle speed sensors4.Feature Control Switches (i.e., cruise control switches)5.Water-in-fuel sensor.6.

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

Engine Protection

The engine protection feature monitors critical system temperatures, pressures, and fluid levels. These readings arecompared to calibrated limits based on engine speed and/or engine load. If an out-of-range condition exists and enginederate action is to be initiated, the operator will be alerted by an in-cab WARNING lamp. The WARNING lamp will blinkor flash when out-of-range conditions continue.

NOTE: Engine power and speed will be gradually reduced, depending on the level of severity of the observedcondition. The engine protection system will not shut down the engine unless the engine protection shutdownfeature has been enabled.


20 de 31 07/06/2013 05:12 p.m.

Depending on how the engine protection feature is set up, the engine protection system will initiate an engineshutdown and prevent an engine restart from the following set points:

Coolant levelCoolant temperatureOil pressureOil temperatureIntake manifold temperatureEngine overspeed.

Engine Protection Shutdown

When engine protection shutdown is enabled using the electronic service tool, it can cause the engine to shut downwhen an engine parameter becomes critically out of range. This feature can be enabled or disabled using the electronicservice tool.

The engine can be restarted after an automatic shutdown, in order to move the vehicle to a safe location. The enginewill continue to monitor engine parameters and another shutdown will occur when an engine parameter becomescritically 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 theengine, 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 tooverride an impending engine shutdown caused by the engine protection feature. The intended market for this featureis the transit industry, in which an application such as a bus will possibly need to move to a safe location before engineshutdown takes effect.

To override engine protection shutdown, the operator depresses an OEM-supplied button during the 30-second engineprotection warning period (WARNING lamp flashes). This will restart the 30-second shutdown warning timer, giving thedriver an extra 30 seconds to move the vehicle to a safe location. Each time the button is depressed, the 30-secondwarning period is restarted.

Detailed Operation and Interaction Information

The engine protection feature provides protection against progressive engine damage by comparing data gathered atengine protection sensors and calibrated minimum and maximum limits. If a value is found to be out of range, anengine protection fault code is recorded.

The engine protection feature is not adjustable with the electronic service tool. The engine protection derate can occurin 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 isset.

The engine protection shutdown, engine protection restart, and engine protection shutdown override are adjustable withthe 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 usuallyattached to the vehicle's door. Most buses use this feature to disable the accelerator pedal and PTO operation while thebus 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 isless dense and can cause the turbocharger to overspeed; therefore, the electronic control module (ECM) derates thefueling to limit exhaust flow. The ECM uses the ambient air pressure sensor to determine when to derate fueling. Thefueling derate starts to occur when the engine is operated above the following sea levels.


21 de 31 07/06/2013 05:12 p.m.

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 maximumvehicle speed in top gear. In order for the electronic control module (ECM) to calculate the road speed correctly, thecustomer must enter the vehicle speed sensor type, vehicle's tire size, rear axle ratio(s), and number of tailshaft gearteeth. 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 speedgovernor lower droop be disabled. For these territories, road speed governor lower droop is disabled within theengine 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 reachedwhile 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-loadcondition while operating on the road speed governor before fuel is completely cut off. An increased downhill speed canincrease 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 someareas of the world.

Accelerator Manual Vehicle Switch

The smart road speed governor feature, when enabled, allows the driver/operator to adjust the maximum vehicle speedby 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 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 gearlimit.

Cruise Control

Cruise control maintains vehicle speed at a driver-selectable km/h [mph]. With cruise control, vehicle speed control ismore precise, resulting in improved fuel economy. It is similar to an automobile cruise control where the driver/operatorhas 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 selectedwhen the cruise control feature is operating. Setting the maximum cruise control speed will result in better safety andfuel economy when trimmed appropriately. The maximum cruise control speed is independent of the acceleratormaximum vehicle speed feature, but must be less than or equal to the maximum vehicle speed parameter.

Cruise Control Governor Tailoring


22 de 31 07/06/2013 05:12 p.m.

Upper Droop - This feature allows the actual vehicle speed to decrease slightly from the set cruise control speedunder heavy-load conditions (i.e., ascending a hill). When this feature is trimmed to its maximum of 5 km/h [3mph], better fuel economy will result, especially in hilly or rolling terrain. When this feature is trimmed to itsminimum 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 speedunder light-load conditions (i.e., descending a hill). When this feature is trimmed to its maximum of 5 km/h [3mph], vehicle momentum is preserved and should result in better fuel economy. When this feature is trimmed toits 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 someareas 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 thecab switch will be set/accel in one position and resume/coast in the other position; if it is set to NO, then set/coast willbe in one position while resume/accel will be in the other position. The set/coast function would occur when the switchis 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/offswitch and the set/resume switch. The cruise control on/off switch allows the driver to turn the feature on and off. Theset/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 beactivated.

Standby Mode

When the cruise on/off switch is in the ON position, cruise control will remain on standby until a request for activation ismade 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 willmaintain the vehicle speed at that set vehicle speed. When the driver activates cruise control by using the resumeposition of the set/resume switch, the engine will then maintain vehicle speed at the last set vehicle speed the drivercommanded.

Set/Resume Switch Usage

This parameter reverses the switch throw for certain functions of the set/resume switch. This parameter can beprogrammed using an electronic service tool. The set/resume switch accesses functions for cruise control, the PTOfeature, 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 followingtable.

Feature

Set/Resume Switch Functions

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


23 de 31 07/06/2013 05:12 p.m.

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 distanceand data from the ECM to determine the amount of fuel burned. Whenever a VSS or battery voltage fault hasoccurred, the maintenance monitor data can be inaccurate.

The maintenance monitor is an electronic program contained in the ECM for monitoring oil drain intervals. Benefits tothe customer include the ability to track drain intervals automatically in one of three modes. The maintenance monitorcan 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 gothrough five cycles in a 12-second period. The sequence will occur at every key-on until the maintenance monitor hasbeen 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 printedfrom the ECM:

Percent of present interval consumed(by either distance, time, or fuel burned)Distance since last resetTime since last resetFuel burned since last resetPresent maintenance monitor mode.

Trip Information

The trip information system constantly monitors and records various engine and operating data necessary to track bothengine and driver/operator performance. The data can be viewed using the electronic service tool. If any faults occurthat 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 usinghardwired connections. This is accomplished by utilizing a vehicle electronic control unit. Inputs from switches, statusparameters, and sensors can be hardwired into the vehicle electronic control unit. The vehicle electronic control unitcan then broadcast this information throughout a vehicle system. The electronic control module (ECM) on Cumminsengines will be one recipient of this information.

Available inputs for multiplexing:

Accelerator interlock switchAir conditioner pressure switchService brake switchClutch switchCruise control on/off switchCruise control resume switchCruise control set switchPTO on/off switchPTO resume switchPTO set switchIdle increment/idle decrement switchParking brake switchDiagnostic switch/user-engaged snapshotTorque derate switchManual fan switchEngine brake switchAccelerator pedal position


24 de 31 07/06/2013 05:12 p.m.

Remote accelerator position/remote accelerator switchAuxiliary shutdown switchRemote PTO switchAccessory fan switchAir compressor switchSTOP lampWARNNG lampMAINTENANCE lampWAIT-TO-START lampWATER-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 thefollowing applications:

MixersDry bulk haulersDump trucksRefuse vehiclesOther.

Engine speed for PTO can be set either in cab or remotely, through control switches, where a remote-mounted switchcan 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 enginelow-idle speed. PTO set switch engine speed, PTO resume switch engine speed, and PTO additional switch enginespeeds 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, PTOresume switch engine speed, and PTO additional switch engine speeds must be set equal to or less than the PTOmaximum engine speed.

PTO Ramp Rate

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

PTO Accelerator Override

The feature allows the driver/operator to increase engine speed temporarily beyond the PTO reference speed duringPTO 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


25 de 31 07/06/2013 05:12 p.m.

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 fromtop 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 conditionon level ground. This trim must be set below the heavy engine load vehicle speed. By setting the trim this way, thedriver 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 orclimbing a grade. This trim must be set just below the maximum vehicle speed in top gear. By setting the heavy engineload 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 heavyengine load at 97 km/h [60 mph] and the light engine load at 89 km/h [55 mph]. This will create a more significantperformance 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 heavyengine load at 87 km/h [54 mph] and the light engine load at 79 km/h [49 mph]. This will create a more significantperformance 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 thetransmission is in top gear. This parameter can be programmed using an electronic service tool. This parameter is usedby gear-down protection, and information gathering.

Automotive and Variable-Speed Governor (VS) Accelerator Types andCab-Switchable Governor

The accelerator-type feature gives the owner a choice of two engine governors:

Automotive governorVariable-speed governor.

The automotive governor allows a larger speed variation under varying load conditions given a throttle position (enginespeed varies with load).

The variable-speed (VS) governor maintains a constant engine speed for a given throttle position under varying loadconditions.

Idle Governor and Adjustable Low Idle

The idle governor feature controls engine fueling to maintain the desired engine idle speed within the torque capabilityof 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 cabswitch if the switch is installed and the low-idle adjustment feature is enabled.

Idle Shutdown


26 de 31 07/06/2013 05:12 p.m.

When the engine is at idle, the idle shutdown feature will automatically shut down the engine after a specified period oftime, depending on the mode of operation and customer-programmable parameters. This feature is intended to reduceengine 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 inwhich 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 thedash 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 hasbeen moved.

Tire Revolutions per Mile

This parameter is the vehicle's tire size for use in vehicle speed calculations. This parameter can be programmed usingan electronic service tool. The ECM uses this parameter, rear axle ratio, and number of transmission tailshaft gear teethto 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 vehiclespeed sensor. This parameter can be programmed using an electronic service tool. The ECM uses this parameter, rearaxle 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 sensorand the intake manifold temperature sensor. Some applications will also provide inputs to the ECM for auxiliary devicecooling (i.e., air conditioner pressure, power steering temperature, transmission temperature) or a manual fan switch forfan 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 thefuel-water separator and needs to be drained. The operator will be warned of a water-in-fuel condition by illuminatingthe MAINTENANCE lamp.

Diagnostic Fault Codes


27 de 31 07/06/2013 05:12 p.m.

Both onboard and offboard fault diagnostics are designed to makethe engine easier to repair and service. The electronic subsystemhas a built-in self-diagnostic capability that checks for correctsignals from the sensors, errors in software operation, and faultypower drivers in the electronic control module (ECM). When anissue is detected, a fault is logged in memory and a snapshot ofengine parameters is logged. In addition, depending on the typeand 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 anelectronic service tool. Fault information for the first and most recentoccurrences 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 thecalibration. These features are not customer adjustable.

Detailed Operation and Interaction Information

When the keyswitch is in the ON position and the diagnostic switchis in the OFF position, the indicator lamps (WARNING, STOP,MAINTENANCE, and WAIT-TO-START) will illuminate forapproximately 2 seconds and then go off, one after the other, toverify they are working and wired correctly. Location of the lamps inthe cab area is critical, as is luminosity in the daytime.Drivers/operators must be able to see the lamps clearly from theirdriving position.

The lamps will remain off until a fault code is recorded. The lampswill remain on if there is an active fault code. An illuminatedWARNING lamp tells the driver there is a fault but the vehicle can beoperated and needs to be serviced as soon as possible. However, anilluminated STOP lamp alerts the driver to stop the vehicle as soonas is safely possible and have it serviced.

Some fault conditions are connected to engine protection. If engineprotection shutdown is enabled, the electronic control module (ECM)can shut off the engine due to the fault code. Some OEMs wireengine protection faults to buzzers so the driver is aware of thesevere fault code and impending shutdown.

The electronic service tool can display both active and inactive faultcodes. Only inactive fault codes and associated fault informationcan be erased from the ECM memory. Engine monitoring andspecial diagnostic tests are also included in the electronic servicetool.

To check for fault codes, turn the keyswitch to the OFF position andmove the diagnostic switch to the ON position. Turn the vehiclekeyswitch to the ON position. If no active fault codes are recorded,both red and yellow lamps will come on and then go out insequence and remain off. If active fault codes are recorded, bothlamps will come on momentarily and then begin to flash the code ofthe recorded, active fault codes.


28 de 31 07/06/2013 05:12 p.m.

The fault codes will flash in the following sequence: First, aWARNING (yellow) lamp will flash. Then there will be a short 1- or2-second pause after which the number of the recorded fault codewill flash in STOP (red) lamp. There will be a 1- or 2-second pausebetween each number. When the number has finished flashing inred, a yellow lamp will appear again. The three- or four-digit codewill repeat in the same sequence.

To skip to the next fault code, move the set/resume switch (ifequipped) momentarily to the increment (+) position. Thedriver/operator can go back to the previous fault code bymomentarily moving the set/resume switch (if equipped) to thedecrement (-) position. If only one active fault code is recorded, thesame fault code will be displayed continuously when eitherincrement (+) or decrement (-) switch is toggled.

NOTE: Be sure to turn off the diagnostic switch when the faultcodes are not being flashed out.

Fault Code Snapshot Data

This additional fault code information can be obtained by using anelectronic service tool. The snapshot data feature records the valueor state of the control system sensors and switches at the time afault occurred. These data are stored for the first occurrence of thefault, since it was cleared, and for the most recent occurrence.These values can be very valuable when trying to re-create ordetermine 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 ControlSystems, Bulletin 3666477, for explanation and correction of faultcodes or the nearest Cummins Authorized Repair Facility.

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

Section 7. - Engine Options


29 de 31 07/06/2013 05:12 p.m.

Application versatility is an advantage of the ISB (4 cylinder) and ISBe (4 and 6 cylinder) Series engines. The available option packagesprovide straightforward installation recommendations for placing theengine into a wide variety of applications.

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

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

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

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


30 de 31 07/06/2013 05:12 p.m.

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 isshown 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 inthe illustration.

Multiple turbocharger locations are also available to suit spaceconstraints of various installations of the wastegate version. Severallocations 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.


31 de 31 07/06/2013 05:12 p.m.

isb (4 cylinder) and isbe (4 and 6 cylinder) series engine familiarization+4021288

Documents

engine lifting

engine diagramssection

typical engine

engine options

liter engine exhaust

engine cooling system

liter engine air intake

engine airflow system