Cummins ISBe engine

1. Cummins ISBe
Block / Mechanical

2. Cylinder Block Side View
 Cylinder blocks are of
STORM block design,
sculptured and stiffened
to reduce noise.
 An internal ladder
frame is fitted integrally
with the block and bolted
into the area adjacent to
the main bearing caps to
increase rigidity and
reduce noise.
 Some areas of the
block are common to the
B/ISB however there are
several new boss and
profile changes.

3. Cylinder Block Front View
Similar mounting pad hole
patterns to the front and side to
the B/ISB.
When mounting checks are
required. Ensure crankshaft
damper clearance, plus front cover
and ECM compatibility.
Photo opposite shows integral oil
pump and water pump positions
camshaft bore and crank nose
with crankshaft gear and adapter
attached

4. Crankshaft
Front
Dowel fitted into crankshaft to protrude 2.5 to 3.0 mm for correct location of tone wheel.
Six hole bolt fitting for adapter.
Rear.
Rear crank gear precision fitted to correctly locate. Timing mark located on
gear tooth, drilled hole into gear ( purple painted tooth in picture on left.)
adapter ring then fitted drilled and machined in final position ( cannot be
removed in service at this time)
Forged steel construction.
induction hardened.

5. Crankshaft thrust bearing
4 cylinder engine has an upper half fitted (180 degree) thrust bearing
6 cylinder engine has a full fitted (360 degree) thrust bearing,
(Thrust bearings must be rolled into place after fitting the crankshaft)

6. Connecting Rod (1)
Lower rod bearings, Aluminium.
Upper rod bearings Trimetal.
Oversize bearings available.
Connecting rods are weight graded and
marked either V, W or X. The Rod is also
color coded
V = Yellow Weight 1820 t0 1860 grams
W = Green Weight 1861 to 1900 gram
X = Blue Weight 1901 to 1940 grams
Split Angle design.
Fracture split design,
Fracture surfaces must be clean and
free from debris.
Replaceable pin end bushing.
Slip fit piston pin.

7. Connecting Rod (2)
Torque plus turn tightening.
(1) 30 Nm +/- 3Nm.
(2) 60 Nm +/- 5Nm.
(3) 60 Degrees +/- 5 Degrees.
Connecting rod side clearance 0.23mm +/- 0.13mm
Assemble short side of connecting rod to J jet notch on side of
piston.
On assembling into engine, long side of connecting rod faces the Fuel Pump side
of engine.
Installation procedure opposite to B ISB

8. Camshaft and Camshaft Followers
Chilled grey iron material, rear driven and utilises wider camshaft
lobes and followers to improve durability.
Six capscrew clamping.
Torque values 36Nm +/- 4Nm.
Keyed location, also cylinder position sensors.
5 on a 4 cylinder engine. 7 on a 6 cylinder engine.

9. Camshaft Gear, Adapter and Bushings
Camshaft gear is correctly located by a
keyway, this will correctly position camshaft
to crankshaft timing marks,
Camshaft bushings are fitted in the front
and rear camshaft bore positions. And must
be fitted flush with the block and oil holes
aligned ie block and bushing. Check holes
are aligned with a gauge pin.
When fitting pre locate crankshaft at
approx TDC with the crankshaft gear
timing mark pointing at the camshaft
bore.
If fitting the camshaft gear in sittue,
pre locate the camshaft with the dowel
pin keyway at the 12 o’clock position.

10. Pistons Cast Aluminum material.
Single ni resist insert.
Floating piston pin.
Gallery cooled pistons on higher ratings
J. Jet piston cooling nozzles groove on
higher output rating pistons.
Orientation arrow on piston crown.
Top compression ring cromed keystone
shape.
Intermediate ring plain rectangular.
Bottom ring oil control.

11. Cylinder Head Gasket Sandwiched steel
construction.
Graded including
oversize gaskets
available.
Oil flows around
head bolt along oil
slots to lubricate
overhead.
Identification tab
on side of gasket
Cylinder head gaskets are graded for
compressed thickness.
Grade A. 1.25mm. Grade B. 1.15mm.
(Grade is dependent on piston protrusion.)

12. Piston Protrusion
WHEN CHECKING PISTON PROTRUSION
THE ENGINE MUST BE IN ITS NORMAL
POSITION ( Cylinder head up.)
Piston protrusion is measured on every
piston at two points in line with the piston
pin axis
The height of each piston is the average of
these two readings
The average of all the piston heights
determines the grade of cylinder head
gasket to be used
Average height between 0.302mm -
0.416mm use a grade A head gasket
Average height between 0.185mm -
0.303mm use a grade B head gasket
Cylinder head identification tab.

13. Cylinder Head assembly. Intake manifold swirl factor 1.3 :1.
Centered and vertical Injector bore
Valve seat inserts fitted to higher rated
engines both 4 and six cylinder.
E Foot ( Ball & Socket) on all rocker levers.
Engine cylinder head fitted with valve stem
seals
Exhaust springs have a capability for
exhaust brake operation to 4.3 bar.
Exhaust valve identified by a dimple.

14. Valve & Injector positions
View below cylinder head in position.
Injector vertical in bore and also centered.
Increased durability overhead .
A. Exhaust Valve rocker lever.
B. Inlet Valve rocker lever.
C. E Foot ( ball & socket )
A
B
C
High Pressure fuel
connector has a locating
ball fitted in the 12 o’clock
position
Injector fitting position.
Centered in bore.

15. Oil Pan & Ladder Frame
Suspended oil pans are of a pressed steel
construction, both front and rear mount are
available to include both high and low
volume capacity.
Before oil pan installation, ensure all
surfaces are clean.
Gently feed the gasket around the oil pan lip,
place the clamping ring over the gasket and
offer assembly top the engine block,
Secure with correct number of capscrews.
(12 or 16) torque to. 24Nm +/- 4Nm
An ladder frame ( block stiffener) is fitted
integrally with the block and bolted into
the area adjacent to the main bearings.
This adds rigidity to the block thus giving
extra improvement relating to noise
reduction without affecting oil pan rail or
gasket areas.
Install ladder frame and torque capscrews
to 43Nm +/- 5Nm

16. Front Cover
Apply Loctite 5699 sealant to rear face.install 2
dowels into locating holes using guide studs
assemble front cover to to front face of block.
Install 13 M8 capscrews and torque to
specification using a stitching pattern.
Fit Kassette front seal over crankshaft and
inside front cover,ensure it does not protrude
beyond surface of cover.

17. Rear Housings
Apply loctite 5205 Anaerobic sealant to rear face of housing. Fit 2 dowels to locate
holes in gear housing.
Assemble camshaft speed sensor stud apply loctite to studs and torque to 8 Nm.
Assemble gear housing to engine fit capscrews and torque to specification using
a criss cross pattern.
Wipe excess sealant from joints, sealant does not go off until all
the air has been compressed out during assembly.

18. Front end belt configuration
Front End Accessory Drive (FEAD)
can suit a crank shaft mounted fan,
an application with out a fan drive
or a high mount fan hub
The belt is an 8 rib poly vee style
and it drives the water pump,air
conditioning compressor and
alternator held by an approved
automatic belt tensioner.

19. Six cylinder engines are fitted
with a viscous damper.
While four cylinder engines
are fitted with a rubber
element damper ( noise
reduction).
Tone wheel/pulley is dowel fitted to
crankshaft, dowel should protrude 2.5 to 3
mm out from crankshaft.
Assemble adapter to front of crankshaft
using six capscrews and torque using a
criss cross pattern to.
110Nm +/- 10Nm
Assemble pulley / damper and spacer
secure with capscrews and torque
using a criss cross pattern to
68 Nm +/- 7 Nm
Vibration Damper and Tone Wheel

20. Rear Gear Train
A die cast aluminum housing is fitted at the rear of the engine,
sandwiched between the block and the flywheel housing .
A spur gear train from the crankshaft drives the camshaft , fuel
pump and accessories ( air compressor, power steering pump)
No idler gears are used.
An internal oil rifle supply to the air compressor is provided.

21. Crankshaft Breather Assembly
Oil Drain to Pan, Mist Air dissipates to Atmosphere

22. Cummins ISBe
Air intake / Exhaust

23. Turbocharger
Six cylinder engines below 250 PS
and 250 Ps Low Torque, will use
the Holset HY 35W.
Six cylinder engine above 250 Ps
and 250 Ps High Torque will use
the Holset HX35W with wastegate.
Some turbochargers will have the
wastegate actuator mounted on
the compressor housing.
At this time turbine housing to
compressor housing angular
relationships are fixed.

24. Exhaust Manifold
One piece on the four cylinder engines, two piece on the six
cylinder engines.
Manifolds cast in a high temperature alloy iron. Pulse type design
with a duel entry turbocharger inlet.
Optimised exhaust gaskets,
Front or rear mount options available.
12 mounting spacers,11 hex head capscrews plus one individual
hex head mounting capscrew.

25. Cummins ISBe
Engine Cooling system

26. Water Pump
Belt Driven using a 8 rib polly vee belt.
Integral water pump housing in cylinder
block
Integral thermostat housing in cylinder
head .
Before fitting install rectangular ring
seal into the groove in the water pump.
Torque to 24 Nm +/- 4Nm
Thermostat operating range
83 - 93 degrees C
Maximum coolant temperature.
100 Degrees C
Maximum coolant pressure
200 kPa

27. Cummins ISBe
Engine Lubrication

28. Oil Filter Head
The oil filter head incorporates a
combined oil pressure and
temperature sensor as well as the
high pressure relief valve set at.
50 psi ( 3.45) bar
The oil filter is a full flow spin on
element.

29. Oil Pump
Gerotor style Pump.
Gear driven from the front of the
crankshaft.
Crankshaft has 36 teeth.
Oil pump idler gear 22 teeth.
Oil pump gear 24 teeth.
Drive ratio 1.5:1
Flow rate
4Cyl 50.16 LPM
6Cyl 79.8 LPM
@ 4200 RPM.
Four bolt mounting.

30. Oil Cooler
Different between 4 and six cylinder engines ( number of plates).
Similar oil flow to 4 and 6 B engines, oil flow into top of the oil cooler and
out of the bottom. Oil cooler cover provides the oil flow passages.
Bypass valve protects against a plugged filter @ 50 psi ( 3,45 bar)
4 cylinder engine oil cooler element has 5 plates, 6 cylinder engine 7
plates
High Pressure relief valve
dumps to pump at 50 PSI

31. Piston Cooling Nozzles.(1)
J. Jet piston cooling nozzles on high
output engines.
Fit flat and torque to 15 Nm +/- 3 Nm.
Tube shaped saddle jet piston
cooling nozzles fitted to lower
output engines located into upper
main bearing saddle.
Saddle Jet Nozzle colour Green

32. Piston Cooling Nozzles.(2)
When using a saddle
shaped piston cooling
nozzle a plug must be
fitted into the J Jet
piston cooling nozzle
position.
When using a J Jet
piston cooling
nozzle a plug must
be fitted into the
saddle shape
piston cooling
nozzle position

33. Alternator
Belt Driven
70 Amp Delco Remy as prior
used for the 6BTAA

34. Intake Air Heater (optional)
12 or 24 Volt DC operation. Connection
variations provide for either series or
parallel circuit.
It is not recommended to operate the
heater for more than 30 seconds
preheat(no air flow). Heater should then be
allowed to cool using cranking airflow.
Post heating,cycling the heater on and off
during idle conditions will reduce
emissions and give a smoother idle
speed.Operating time in both preheat and
post heat conditions will depend on the
engine and ambient characteristics.
Terminals C B A
Torque holding nuts to:
125” lbs +-- 5”lbs (14.0 N.m +-- 0.5 N.m)
Important . Always hold bolt heads with a
spanner whilst torqueing the nuts.

35. Intake Air Heater (Optional)
Graphs show approximately current draw for each voltage application.
Heater Current Operating Heater
Application Inrush Current Wattage
24 Volt 130A 110A 2450W

36. Cummins ISBe
Fuel system

37. M - Prop = Metering Unit
Fuel System and Controls Schematic

38. 
z
z
High pressure fuel ~ 300 to 1400 Bar
Low pressure fuel from gear pump ~ 6 to 9 Bar (5)
Fuel suction line up to 500 milli bar
Fuel return from Injectors, pump and Common rail
Gear Pump
7 micron
filter
10 micron pre filter
Racor + water separator
( cab indication optional)
Fuel Tank
Common rail
M prop
Zero fuel delivery
Fuel return overflow valve
Pressure regulator
To
Injectors
From Injectors 1.3 to 2 Bar restriction
High pressure fuel pump
All fuel returns to tank are via fuel filter head
Engine to fuel pump speed 1:1.33
Pressure
Regulator
Regulates at + 250 Bar
Fuel Flow Schematic

39. Rail
Pressure
Bar
Fuel Quantity
mm 3 stroke
Engine speed. RPM
2. Starting Fuel 5. Overrun characteristic
3. Idle characteristic 6. Governing characteristic
4. No Load characteristic Full Load
Common Rail System Characteristics Example

40. Fuel is drawn from the fuel tank through a water
separator min requirement is the removal of free
and emulsified water 93% and 300 micron filter.
Flow passes through the ECM cooler and into a
gear type lift pump, 6 to 9 Bar pressure is created.
Onto a 7Micron filter, here there may also be a Fuel
heater fitted.
Fuel then flows into the High pressure pump
where using a eccentric rotor and three radial
plungers the fuel is pressurised to between 300
and 1400 Bar. ( slide 52).
An internal bypass recalculates fuel not required
for injection, therefore only the fuel injection
requirement is pressurised, this amount is
controlled by the E.C.M. via a metering valve
within the Pump, M-Prop.
The High Pressure Fuel Pump is gear driven at
1.33 times engine speed.
Fuel at injection pressure is delivered through a
single high pressure tube to the common rail.
High Pressure Fuel Pump (1).

41. Fuel Pump Cut Away
1. Fuel Return Line
2. High Pressure Outlet
3. Tappet
4. Return Spring
5 Electrical connection M- Prop
Valve
Three Pumping elements
Eccentric Cam Contacting
Pumping Elements.
Cam is Fuel Lubricated.
1
2
3
4 5
End View

42. Fuel Pump Cut Away
One way disc valve allows
fuel to enter pumping
chamber.
Disc valve closes once fuel
pressure is applied from
pumping chamber.
Pressure within the pumping
chamber is controlled by a
loaded check ball.
ZP18 gear pump is fitted to
the rear of the fuel pump.
There are four main fuel
pump components.
1. The ZP18 Gear Pump.
2. M-Prop. Mass Proportional
3. KUV. Cascade Overflow
Valve .
4. High Pressure Pump.
Side View

43. M - Prop Cut Away
1. Check Ball
2. Armature
3. Electro Magnet
4. Spring
5.Electrical Connection
1
2 3
4
5
Magnetic Proportional Valve
E.C.M. sends signal to the M -
Prop in the form of a DC
Voltage to control fuel volume
into going pumping chamber

44. Fuel Filter
7 Micron Filter
Heater element (optional)
Nylon fuel lines.

45. Fuel Lines and plastic connecting clip
Nylon tubes and Nylon lock clips .
Push in to open and twist.
Fit and push out to lock
Use caution when fitting and removing fuel lines and locking clip

46. injector & common
rail return
Fuel filter in from
gear pump
Fuel filter out
to fuel pump
Fuel return from high
pressure pump
Fuel return to
fuel tank
Fuel temp sensor
Fuel Filter Head
Fuel Heater (optional

47. The common rail is a forged unit design for high
pressure capability and is located on the intake manifold.
The rail is protected from an over pressure malfunction
by a spring loaded pressure relief valve set at 1600 bar,
valve will release fuel into the drain line should an over
pressurisation problem occur.
Fuel pressure is monitored by the E.C.M. by means of a
fuel pressure sensor in the fuel rail.
Common Fuel Rail (1)

48. Common rail pressure sensor and relief valve
Fuel pressure in the common rail system varies from
300 bar at idle and no load to 1400 bar at full load.

49. Injector & High Pressure Connector
 High pressure connector.
 Fitted through drilling in cylinder head
 O’ring sealing
 Connector locating balls ( 12 o’clock position),
later there will be two locating balls.
 Lubricate o’ring immediately before assembly.
 Use each high pressure connector once only.
 Torque connector nut to 50Nm +/- 5Nm
 Each injector incorporates a control solenoid
which operates at approximately 80 volts DC.
 Solenoid controls fuel metering and injection
timing as directed by the ECM,
 Two stage injection capability, idle and low
speed and part load. (pilot injection).
 Fit Injector with fuel inlet ( Lower drilling)
towards high pressure connector inlet.
 Hold down clamp torque.
3.5 Nm +/- 0.35 Nm then 75 degrees +/- 5 degrees.

50. Fuel inlet
Fuel return
1
2
1. Electrical connection
2. Injector nozzle
3
4
3. Injector Solenoid valve lifted
4. Injector Solenoid valve seated
5. 5 hole injection spray pattern
Injector Operation
5

51. Injector Operation.(Timing)
 Cylinder pressure in Bar
 Injector inlet rail
pressure,
in Bar
 injector pull in and hold
in currents
 Injector needle lift

52. 1
2
3 4
1 Pilot Injection Pressure 2 Main Injection Pressure
3 Combustion Pressure Rise 4 Combustion Pressure Rise
with Pilot Injection without Pilot Injection ( diesel knock)
Crank Angle
Cylinder Pressures Vs Injection
12.5 o
BTDC
2o
BTDC
(20 0)
(12 0)

53. a
b
c1
c2
d
A
B
C
D
mm
Bar
ms
ms
ms
ms
1
2
3
4
A. Current ( amps) a. Current 1. Fuel return flow
B. Stroke (mm) b. Solenoid Stroke 2. Electrical connection
C. Pressure (Bar) c1.Pressure in control area 3. High pressure fuel inlet
D. Injector Rate c2 Pressure in Injection area 4. Injector nozzle
d. Fuel Injection
Injector Operation

54. Time
MSec

55. Cummins ISBe
Engine Controle Module ( ECM )

56. Injector Connectors
Injector control solenoid controls metering and
injection timing as commanded by a signal from
the E.C.M.
Engine speed and position from a disc
on the crankshaft pulley and the
camshaft position and speed from a
sensor in the rear housing.
Two speed sensors are required to
allow optimum accuracy for injection
timing control.
System has a two stage injection
capability at low idle and low speed
part load, this reduces combustion
knock by allowing a more even rate of
combustion pressure rise during the
injection phase of the cycle.
( pilot Injection)
Picture left shows injector coil connectors
and wiring pigtails, one connector per two
cylinders.

57. O.E.M. (89 pins)
OEM
Sensor connector
Injector connector
Engine Control Module (1)
 Bosch Manufactured, CM 800
 Fuel cooled,
 Mounted to Engine block
( left hand side) via three
isolators.
 Fuel delivery is controlled by
the ECM via a metering valve
in the fuel pump.
 ECM monitors fuel pressure
using a sensor in the fuel rail.
Sensor (36 pins) Injector (16 pins)

58. Engine Control Module (2)
The electronic system includes sensors to monitor the engine system parameters.
 Fuel pressure, located in the high
pressure fuel rail.
 Oil pressure and temperature combined
unit, located in the filter head.
 Fuel temperature, ( heater control),
located in the filter head.
 Coolant temperature, located at the
front right hand side of the cylinder head.
 Boost pressure and temperature
combined unit, located in the intake
manifold.
 Crank position/speed sensor, located
on the front gear housing.
 Cam position sensor, located in the rear
gear housing under the air compressor.
 Plus a Fuel flow actuator, mounted
within the fuel pump. ( M Prop)
Engine Control Module & Cooler

59. ISBe Controls - Hardware
Sensors
• Engine Position
• Engine Speed
• Coolant Temperature
• Oil Pressure
•
Temperature
•
Fuel Rail Pressure
•
Fuel Temperature
•
Boost Pressure
•
Intake Manifold PressureTemperature
Ambient Air Pressure

60. Electronic Control Module
ECM 800 12 or 24 Volt D.C. Operation.
Capability Functions.
8 Pressure Type Sensor Inputs. Example Boost Pressure.
8 Temperature Type Sensor Inputs.Example Coolant Temperature.
29 Switch Inputs, plus Key Switch
7 Frequency Type Sensor Inputs. Example Crankshaft Speed.
6 Lamp Driver outputs. Example Wait to Start Lamp Driver.
12 Relay or P.W.M. Driver outputs. Example Grid Heater Relay Driver.
4 Low Frequency Outputs. Example Tachometer.
3 Datalinks (2) J1939 plus (1) J1708
Integrated Ambient Air Pressure Sensor.
Failure Effects
Performance Degradation.
Power Derate.
Engine Shutdown.
Fault Codes
111, 343.

61. Cummins ISBe
Sensors

62. Hall effect sensor monitors crank
rotation via a tone wheel on the
crankshaft pulley which has 58
teeth plus one gap wider between
two of the teeth.
Two speed sensors are required to
give optimum accuracy for
injection timing control.
The second sensor again, a HE
sensor is fitted in the rear gear
housing and monitors camshaft
position & speed.
The system has two stage
injection capability (pilot injection)
at idle speed and low load speed
part load.
This feature reduces the knock
from combustion pressure rise in
the injection phase of the cycle.
Note.
The loss of the crankshaft sensor
should not cause a no start but
may result in rough running.
Speed & Position Sensors
To locate TDC position wider gap on
tone wheel at the 12 oclock position.
Crankshaft

63. Boost Pressure & Temperature Sensor
Camshaft position / speed sensor
Crankshaft speed / position sensor ( Tone Wheel).
Engine Control Sensors (1)

64. Coolant Temperature sensor
Engine Control Sensors (2)
Oil Pressure & Temperature sensor
Fuel Pump Regulator (MPROP Valve)

65. Fuel Temperature
Fuel Heater (optional)
Engine Control Sensors (2)
Fuel Rail Pressure Sensor

66. Minimum and Maximum Voltages
Normal Voltage seen
Hysterisis ( +/-- )
Example s 1500 Bar equates to 4.5 Volts DC
Rail Pressure Sensor

67. Coolant and Fuel Temperature Sensors
Operating range : -40 degrees C to 140 degrees C
Coolant Temperature used for cold idle feature.
Coolant Temperature used for Engine protection.
Fuel Temperature used for Engine protection.
Coolant Temperature sensor failure effects.
Power derate.
Speed derate.
Shutdown,if Engine protection feature is enabled.
Difficult engine start.
Fault codes 144, 145, 146, 151.
Fuel Temperature sensor failure effects.
Performance effected.
Fault codes 261, 263, 265, 266.

68. Boost Pressure / Temperature Combination Sensor.
Operating range :
Pressure sensor 50 KPa to 400 Kpa
Temperature sensor -40 degrees C to 125 degrees C
Sensors are used for: - Engine protection.
- Air Fuel control.
- White smoke control.
Boost Temperature sensor failure effects.
Power derate.
Speed derate.
Shutdown, if Engine protection feature is enabled.
Difficult engine start.
Fault codes 153, 154, 155, 488.
Boost Pressure sensor failure effects.
Power derate.
Difficult engine start.
Fault codes 122, 123, 433

69. Oil Pressure / Temperature Combined Sensor
Operating range :
Pressure sensor 50 KPa to 600 Kpa
Temperature sensor -40 degrees C to 125 degrees C
Sensors are used for: - Oil Pressure engine protection.
- Oil temperature Maintenance Monitor
Oil Temperature sensor failure effects.
None
Fault codes 212, 213..
Oil Pressure sensor failure effects.
Power derate.
Speed derate.
Shutdown, if engine protection feature is enabled.
Fault codes 135,141,143, 415.

70. Fuel Pressure Sensor
Operating range:
0 to 1500 Bar Maximum.
Sensor incorporated into the High Pressure Rail.
Used to control Fuel Pressure in High Pressure Rail.
Fuel Pressure sensor failure effects
Power derate.
Speed derate.
Engine shutdown.
Fault codes 451, 452.

71. Camshaft & Crankshaft Speed Sensors
Sensor failure effects.
Low Power
Rough Idle
White Smoke.
Difficult engine start.
Engine shutdown.
Fault codes: 689, 731, 753.

72. Engine Harness
Object of the engine harness is to provide a link from the
engine electronics back to the Electronic Control Module.
To protect against incorrect installation adjacent sensors
could be keyed differently.
Where possible O.E.M. connections to the E.C.M. will pass
through the 89 pin connector.
The 4 cylinder and 6 cylinder engine harnesses are identical
except for the the Injector wiring.
Data link connections to either the J1939 interface are made
via the 89pin O.E.M. connector on the E.C.M.
A Data Link is a requirement based on SAE J1939 Standard
document.
Various Harness part numbers are available depending if the
engines are fitted with a V.G.T. or an engine brake.
A 9 pin Deutsch connector may be fitted in cab for data link
connection to the E.C.M

73. Core Software Features (1)
Low Speed Governor. ( L.S.G.)
Permits engine to run during 0% throttle.
Idle Speed adjust with save option.
Cold Engine Idle with override option.
All Speed Governor. (A.S.G.)
Permits a throttle based speed control.
Allows droop control.
High Speed Governor. ( H.S.G.)
Prevents engine overspeed.
Allows droop control.
Intermediate Speed Control (I.S.C. P.T.O.)
Allows intermediate speed control without the use of the throttle.
Gives multiple intermediate engine speeds controlled by switches.
Allows droop control.

74. Core Software Features (2)
Road Speed Governor (R.S.G.)
Prevents excessive vehicle speeds.
Allows droop control.
Cruise control (C.C.)
Maintains a constant speed without the need for throttle control.
Adjustable parameters
Allows droop control.
Air Fuel Control ( A.F.C.)
Altitude Derate
Engine Protection
Cranking Sequence.

75. ISBe Service Tool
E.S.D.N.
Allows downloading of Calibration to E.C.M.
INSITE.Two
Monitor and Data logging facility.
Fault information system.
Allow adjustment of certain parameters within the E.C.M.

76. Diagnostic Fault Codes.(1)
Faults are detected while the ignition is on,during the operation of the machine itself.
If a fault becomes active a fault is logged in memory. Certain faults may illuminate the
warning lamp (amber) or the stop lamp (red) or the maintenance lamp, depending on
the severity of the active fault.
If the ignition is on, the warning lamps will illuminate for approximately two seconds
and then go off, one after the other, to verify they are working and wired correctly.
Feature Operator Message
CHECK
Check
Engine
STOP
Stop
Engine
ENGINE
Engine
Maintenance
Lamp
display
Lamp test On
then first off
On
then second
off
On
then third off
Engine
protection
System problem Slow flash
Diagnostics Nonfatal system error On steady
Diagnostics Fatal system error On steady
Diagnostics Maintenance required On steady
Diagnostics Fault codes flashout Flash
once / code
Flash code
number
Diagnostics Water In Fuel (Option) On steady

77. Diagnostic Fault Codes.(2)
Flash Out of Fault Codes
In the event that a fault needs to be accessed the following procedure should be used.
When a fault or maintenance lamp is lit, the engine diagnostics system allows the user
to view the fault codes.
To view the fault codes:
•The engine must be shut off (not running)
•The ignition must be ON
•The accelerator pedal must be cycled from 0 to 100% 3 times.
Once in diagnostic mode, cycling the accelerator pedal
1x 0-100% will sequence forward through the active faults.
The check engine and stop engine lamps automatically flash if there are any fault codes
to display.
If there are no fault codes to display, the check engine and stop engine lamps will
remain lit.
0 - 100%
3x

78. Diagnostic Fault Codes.(3)
Flash Out of Fault Codes
If there are fault codes to be displayed, the check engine lamp will illuminate
momentarily. Then the stop engine lamp will flash the first, second, and third digits of
the fault code.
Example: Fault Code 432
4 flashes, pause
3 flashes, pause
2 flashes.
NOTE: The check engine lamp will flash between each fault code.
The diagram below depicts the pattern of the fault code flash out scheme as indicated
by the stop lamp.
P = Pause
The pattern repeats itself until the fault is cleared or the ignition is turned off.
To view the next fault code, press the accelerator pedal 1x 0-100%.
CHECK STOP STOP STOP CHECK
P P P P
1x 4x 3x 2x 1x