Cummins Technical Training

QSC & QSL9 CM850

Qualification
 Cummins South Africa
Technical Training

Introduction:
• Instructor Introduction
• Student Introduction
• “NO SMOKING” Policy
• Hotel \ Transportation
• Testing \ Assignments
• Safety ~ Running
Engine
 Cummins South Africa
Technical Training

Introduction cont:
• Course Times
08.15 - 12.15
13.00 - 16.15
• Lunch arrangement
• W.C. location
• Registration
• NO CELLPHONES
 Emergency Assembly Procedures

Security Parking Area

Parking Area
Assembly
Area
Student Parking Area

Technical Training
Centre
 Emergency Procedures

When hearing the fire/evacuation siren (- - - - - -):

All personnel move to the assigned assembly point “X” in an orderly
fashion using the nearest exit and ensuring that;
all windows are closed in own working area, and;
other persons follow suit and also evacuate.

Fire Team members shall observe their assigned areas for signs of
a fire before evacuating with other personnel.
At the assembly point, the Evacuation Coordinator or Assistant
Evacuation Coordinator shall conduct a roll-call using the lists
provided in the facility for this purpose.
Personnel may only go back to their workplace upon the instruction
of the Evacuation Coordinator or the Assistant Evacuation
Coordinator.
 Evacuation Procedure

Any employee that observes a fire shall:

Make verbal alarm by shouting: “Fire! Fire!”
If properly trained, attempt to extinguish the fire and leave
the fire only once relieved by the Fire Team.
If not properly trained, evacuate immediately.
Upon hearing the verbal fire alarm, the first available employee
shall sound the fire/evacuation siren (- - - - - -)

The Fire Team will locate and assess the fire and decide
suitable course of action (i.e. is there need for assistance).
Should assistance be required the Fire Team will instruct any
Head of Department (HOD) to call the emergency services.
Such HOD shall also be responsible to meet the emergency
services at the main entrance, clear their path and guide them
to the scene of the fire.
 First Aid Procedure

WHEN SOMEONE IS SERIOUSLY INJURED:

Call any qualified First Aider for help
Clear any obstacles that might restrict breathing
Do not move the injured person
Do not leave the injured person alone
Call an Ambulance
The First Aider will assess the situation and take further
action
MINOR INJURIES:
Report the injury to any qualified First Aider who will treat
it from the First Aid Box located in the workplace
REPORTING OF INJURIES:
Injuries must be reported before the end of a shift
The First Aider will complete all necessary documentation
and in case of hospitalization, provide the injured with same
If unsure about anything, ask your manager or First Aider
 Important Telephone Numbers:
Fire Brigade: 10177 or 883 2900
Ambulance: Morningside 784 0476
Netcare 082 911

REMEMBER
Stay calm, think and do not attempt any unsafe action –
it can cost your life and/or that of fellow employees.
Pre-Requisite Training Required

Completion of:
BETT & INSITE Qualification
Mid-Range Library Competition
 DAY ONE TWO THREE FOUR FIVE
Practical
08:30 Introduction Assembly engine Electrics/electronics assessment
QSL9 Tier 3
Session Insite/faultfinding
HPCR fuel
1 Engine Introduction Hands-On PPT Presentation system Insite/faultfinding

Slide 1----- Slides 204 --- 213 Hands-On

Break 10: 00 – 10:15

Practical
QSL9 Tier 3 Assembly engine assessment
Engine Written
Session Introduction Insite/faultfinding assessment

2 Key Features Hands-On HPCR fuel system Insite/faultfinding

PPT Presentation Hands-On

Lunch 12: 00 – 13: 00

Engine Practical Practical
Introduction HPCR fuel system assessment assessment
Session Key Features Insite/faultfinding

3 PPT Presentation PPT Presentation HPCR fuel system Insite/faultfinding Insite/faultfinding

Slide ----- 95 Slide 96 ---- Hands-On

Break 14: 45 – 15: 00

Disassembly HPCR Fuel Practical
engine system assessment Finish
Session Insite/faultfinding

4 Hands-On HPCR fuel system Insite/faultfinding

17:00 PPT Presentation Hands-On

Slide ----- 203
ISC and ISL CM850 Familiarization

Aim
To provide the participant with a level of instruction on the
QSC/QSL Engine which will give an understanding of some existing
and future product functionality and complexity.

11
ISC and ISL CM850 Familiarization

Objective
Participants completing this course will be able to recognize
and describe the QSC/QSL Engine, its unique components,
and have a formal understanding of its operation and
applications

12
ISC and ISL CM850 Familiarization

13
 Scale of European on-Highway NOx & PM
Emission Reductions - Euro 0 to Euro 5
16
NOx PM
14 -86% -95%
* PM scale x10 *

12 18 years 13 years
10 -43%
-12%
8
g/kW.hr

-29%
6 -30%
-56% -43%
4 -33% -80%
2
Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5
0

Y e a r
 Product Evolution

4 Valve Head with Centered Injection

High-Pressure Common-Rail Fuel System
Advanced Combustion Technology
Charge Air Cooled Intake
4 Valve Head with Centered Injection
Full Authority Electronic Fuel System
Established Product Charge Air Cooled Intake
Over 3/4 Million put in Service Tier 2 Stage 2 Emissions
Durable Unit
Capable to Tier 2 Emissions

C Mechanical ISCe / ISL

ISL/QSL
 Service Special Tools

Insite versions 6.5.2 is the only versions of Insite to date that

will communicate with CM850 engines.

All mechanical service tools are common with QSC and QSL with
CM850 engines.

Inline 5 available
 Installation Impact

Strengthened block and head

HPCR fuel system
Wastegate turbochargers
Air-to-air aftercooled
Adjustable intake connection
 Engine Noise Reduction

100
34%
HPCR Fuel System
95

Strengthened block
90

Isolated Oil Sump Option 85

50%
In-cylinder solution 80
(Combustion Noise Reduced)
75

dBA @ Idle dBA @ Rated

EPA/ Euro 3 ISC/ISL Euro 4

 Longer Maintenance Intervals

Scheduled Maintenance

• 250 hours/6 months

for Lube and Fuel filters

• Same schedule for overhead

check &
coolant changes

• Dual-stage fuel filtration to

improve particle separation, filter
life and protect vital fuel system
components
 Why New ISC and ISL Engines?

• Emissions Reduction
– New 2.5 g/hp-hr NOx and Hydrocarbons emissions standard set by the
EPA for October 2002.
– This required Cummins to reduce the NOx and Hydrocarbon output of all
automotive engines.
– The ‘03 ISC and ISL are the last automotive engines to be updated to
meet the new EPA emissions standard.
– The ISB, ISM, and ISX engines were launched in 2002 to meet the new
emissions regulations.
• Reducing emissions requires an increase in cylinder pressure.
• The higher cylinder pressure requirements drove many base engine changes.

21
 Why New ISC and ISL Engines?

• Improve Engine Reliability

– New Cummins Common Rail fuel system is easier to troubleshoot than the
CAPS fuel system.
– Make base engine reliability improvements.
• New roller tappets and directed piston cooling nozzles for the ISC
• Increased size of the roller tappet to improve camshaft durability
• New crankcase breather to reduce oil carryover.
• Increased capacity lubrication pump and modified filter head for
increased oil flow.
• Complete the Cummins Product Line
– Without the ISC and ISL, Cummins would lose many customers who want
to buy different horsepower engines from the same manufacturer.

22
 Engine Naming

Marketing ISL ISC

Service ISL with CM850 ISC with CM850

23
 Why No EGR?

• Cummins chose to use cooled EGR (Exhaust Gas Recirculation) on the ISB,
ISM, and ISX to reduce emissions.
• How can the ‘03 ISC and ISL be launched without EGR?
– Use of advanced combustion technology reduces the emissions output by
using ‘leading edge’ technology not yet defined before the ISB, ISM and
ISX product launch.
– The new high pressure common rail fuel system allows precise control of
the injection event not available with the CAPS fuel system.
– Banking and trading of emission credits allows Cummins to launch the ISC
and ISL without the use of EGR.

24
 ISC Ratings

Horsepower Peak Torque Governed Speed

240 660 @ 1300 rpm 2400
260 660 @ 1300 rpm 2400
260 800 @ 1300 rpm 2200
285 800 @ 1300 rpm 2200
300 860 @ 1300 rpm 2200
315 950 @ 1300 rpm 2200
330* 950 @ 1300 rpm 2200

*Restricted to RV and Fire Truck

25
 ISL Ratings

Horsepower Peak Torque Governed Speed

250# 730 @ 1300 rpm 2200
280# 900 @ 1300 rpm 2200
310 1050 @ 1300 rpm 2100
330 1150 @ 1300 rpm 2100
350 1050 @ 1300 rpm 2100
350 1250 @ 1300 rpm 2100
370* 1200 @ 1300 rpm 2200
400* 1200 @ 1300 rpm 2200
#Transit Bus ratings (8.3L displacement)
*Restricted to RV and Fire Truck 26
 Summary of Changes

• Addition of Cummins Common Rail Fuel System

• Tappets
– Roller tappets on the ISC instead of sliding tappets
– Larger diameter tappet on both ISC & ISL
• Valve cover mounted crankcase breather
• Variable geometry turbocharger on ISL
• Cam Gear - Removal without removing camshaft
• ECM cooling plate & electric lift pump
• Fracture split connecting rod on ISL
• Connecting rod bearing changes
• Turbo speed and compressor inlet temperature sensors
• New tappet removal tool & cam gear removal tool
• Piston cooling nozzle
• New ECM (CM850) and sensors

27
 Summary of Changes

• Increased capacity lube pump.

• Revised oil flow through the filter head.
• Increase number of plates in the oil cooler.
• Speed indicator ring moved the the crankshaft.
• Increased crankshaft rod journal fillet radius.
• Longer main bearing capscrews.
• New valve train ball and socket geometry's.
• Increased temperature capability of the valves and valve seats.
• Piston pin ID profile change.

28
Base Engine Changes

29
QSL Cylinder Block & Cylinder Head Changes

30
 Cylinder Block

• Block strengthened, not reverse-compatible with

CM554 engines (Euro 3 engines).

• Increased cylinder pressures

– Design block to 2530 psi (174 bar)
– Tested at 3800 psi (262 bar)

• Deeper head bolt bosses for higher PCP

• Directed piston cooling for longer piston life
• Roller followers for durability
• Increased lube flow for better lubrication &
flow
• Strengthened con rod for durability
• Larger main bearing bolts for increased clamping

31
 Cylinder Block

Larger Diameter Tappet

• New larger diameter tappet on ISC and ISL engines addresses tappet
failures on current product ISL.
• Larger tappet has been redesigned to reduce the load on the camshaft,
therefore increasing durability.
• Larger diameter tappet is not backwards compatible. Will require the
block to be changed if larger diameter tappets are to be used.
• On current ISL engines requiring a cam, tappet, pushtube, or rocker
assembly change, service parts will be available.
• Current ISC engines cannot be converted to roller tappets.

32
 Cylinder Block
Large Tappet Design

Current Product Tappet Large Tappet

28mm Diameter 31mm Diameter 10% larger OD.
Increase
resistance to OD
wear

Improved
roller/pocket
clearance

At lease 50%
reduction in
assembly
stress

Decrease in
19 %
sensitivity to
increase in Center stress
pin/roller
torque avail 277ksi with brake
friction
to turn roller push tube loads
and 0.090” lash
33
 Cylinder Block
New Camshaft and Cam Gear

Seven Mouldings Index for #1

34
 Cam Gear Removal Tool

• New tool and procedure available to remove

camshaft gear without removing camshaft
from engine
– Camshaft has tapped hole to be used
with tool
• Reduces SRT considerably - will be
necessary to use this procedure where able
to avoid claim problems

35
 Cylinder Block
• Improve robustness to design & serviceability
• Not Backwards Compatible with Tier 2 engines.
• Increased thread engagement
• Using pre-applied thread locker/sealant
• Material induction-hardened
• Replacing pressed in dowel pins with screw-in
guide pins

36
Cylinder Block

Tappet Guide pin location

37
Different Types of Connecting Rods
are used in C & L Engines – (Use CPL)

ISC (8.3 litre) ISLe (8.9 litre)

38
 Fracture Split Connecting Rod
• New fracture split connecting rods for ISL (first 3000 engines will be
built with a machined parting line rod)
• Still angle split rod
• The surface between the connecting rod and the cap is no longer
machined
• Unique surface on every connecting rod and cap
• Surface must be protected
• Improper mating will cause rod damage

39
 Connecting Rod Bearings

• The ISC has one connecting rod bearing for both the upper and lower
bearing shells.
• The ISL engine uses two different materials for the upper and lower bearing
shells.
• 3950661 = ISC upper and lower. Similar construction to current product
bearings except narrower to accommodate crank fillet change.
• 3966244 = ISL upper. Looks similar to the above bearing. Marked "UPR" on
back. Stronger than ISC bearings and narrower to accommodate crank fillet
change.
• 3950661 = ISL lower. This bearing is just to hold the upper bearing in place.
It does not have the strength to live in upper position of the ISL engine.

40
 Connecting Rod Bearings

3950661 - All ISC and ISL Lower 3966244 - ISL ‘UPR’

41
 Connecting Rod Bearings

• ISL connecting rod bearings are labeled for correct orientation.

– ‘UPR’ = Upper Bearing Shell

42
 Pistons and Piston Pins
• Piston configurations are the same as current product
– ISL engines have 2 piece articulated pistons
– ISC pistons are 1 piece aluminum pistons
• Piston bowl geometry has changed as part of the emissions reduction.
Piston design optimized for new fuel system
Balance of performance, fuel consumption & emission

43
 Piston Pins

• Piston pin geometry’s have changed internally due to the increased cylinder
pressure. Outside dimensions are the same.

Current ISC and ISL

ISC and ISL CM850

44
Crankshaft

New Crankshaft QSL

(Longer stroke from QSC engines)

 Crankshaft
Crankshaft Identification

QSL 5 Crankshaft Cap QSC 4 Capscrews

screws

The QSL Crankshaft has a Longer stroke (Throw ) than the QSC
 Crankshaft Speed Indicator Ring
Primary engine speed sensor has
been moved to the crankshaft.
Provides increased speed resolution
for the fuel system.
Increases reliability from current
product because the primary and
secondary speed sensors are
reading from two different Crankshaft Speed Indicator Ring
targets.
 Main Bearing Capscrew & Torque

• New 14 mm capscrew requires higher torque

• Capscrews are longer
• Using incorrect torque will result in engine damage

48
 Valve Covers and Rocker Housing

• All 2003 engines will require a rocker lever housing spacer to accommodate
the injector pass-through wiring.
• This rocker lever housing is very similar to the current engine brake spacer
used on ISL engines.
• Two valve covers will be used.
– Short valve cover for all ISC’s, and ISL’s without engine brakes.
– Tall valve cover for ISL engine with engine brakes.

Tall valve cover

Short valve cover
49
 Cylinder Head
• Head Gasket
Designed for higher cylinder pressures
• Utilized 6 Sigma tools to optimize & balance
flow
– CFD analysis on coolant transfer hole size
– Used to equalize coolant flow to all 6
cylinders
• Solid core graphite gasket with oil passage
grommets
• Improved reliability / durability

Head Gasket
Changed to balance coolant flow through the cylinder head.
50
 Cylinder Head
• Cylinder head strengthened :
• Stiffening ribs required in water jackets
• Increased top deck thickness for higher cylinder pressures
• Ribs were added below the air-box for rigidity
• Added material around push tube holes & injector bore
• Increased material to top deck for improved gasket sealing
• Not interchangeable with previous CM554 engines.
• The cylinder head used on QSC & QSL with CM850 engines above
300 hp has rotators on the exhaust valves, currently.
Tier III QSC & QSL Tier II QSC & QSL

51
 Cylinder Head

Valve Rotators are now Fitted (300 hp plus)

52
Cylinder Head

Inlet & Exhaust Valves

Exhaust Valves
are identified by
the letter ‘0’
stamped in the
dimple.

53
 Valve Train

• Many valve train components are changing slightly due to the increased
cylinder pressure.
• Most changes are very minor geometry changes that cannot be distinguished
by sight.

54
 Crankcase Ventilation

• Implement open valve cover mounted impacter breather

• Carryover robustness improvement required

• Passed all tests with no oil drips

– Simulated blow-by
conditions

– 45 degrees in all angles

• No maintenance required

• Adds 40 mm of engine height to

• The QSL with CM850

55
 Crankcase Ventilation
• New valve cover mounted crankcase breather for ISC and ISL
engines will reduce oil carryover complaints.
• Breather has two tubes attached to it
– Crankcase gas draft tube (larger tube)
– Oil drain tube to the cylinder block (smaller tube)
• No maintenance required on breather parts
• Not backwards compatible to current product ISC and ISL

Draft Tube
Oil Drain Tube
56
Combustion Air Flow

57
 Combustion Air Flow

• Holset Turbochargers
• Wastegate turbochargers
used, as on Tier II product
• Added compressor inlet
temp sensor
– Improved turbo
reliability
– Minimize impact of
altitude de-rate

58
 Combustion Air Flow
•
Air Intake
Design changed to horizontal inlet with 90°
elbow Connection
• Two designs offered
• Air flow not affected by elbow rotation for
installation ease
• Houses the intake pressure sensor & grid
heater, for increased grid heater efficiency
• New “Cobra Head” elbow for tighter
installations, which is inside envelope of Tier
II QSC/QSL

59
 Combustion Air Flow
Air Intake Connection

• New 3 piece air intake connection.

• Grid heaters are now above the intake cover and are like the ISB
CM850.

60
Lubrication System

61
 Lubricating Oil Filter Requirements
• ISC and ISL CM 850 engines must use the LF9009 oil filter with an
internal venturi that provides filter bypass oil flow through a ‘stacked disk’
section of the filter.
• The current product oil filter head contained an internal drilling that allowed
the LF3000 (same media as LF9009) to function. This drilling has been
removed in the 2003 ISC and ISL oil filter head.
• Premature engine wear will occur due to the lack of proper oil filtering if the
LF3000 is used on the ISC and ISL CM850.

62
Lubrication System

63
Lubrication System

64
Lubrication System

1.From lubricating oil cooler

2. Main lubricating oil rifle
3. To camshaft
4. To piston cooling nozzle
5. From main lubricating oil rifle
6. To connecting rod bearing
7. J-jet Piston Cooling Nozzle
65
 Lubrication System
– Increased efficiency by over 30%
– Same oil Sump temp despite higher top
tankLube
temp System Changes

• Higher oil pump capacity

• Increased piston cooling flow

• Oil rifle increased for improved flow

• Excess oil flow increased to 4 GPM, (18

LPM) for oil cooled accessories

• Fleetguard LF9009 lube oil filter must be

used.

66
Lube Cooler Oil Flow
Oil out of filter to oil rifle

Oil into oil cooler

Oil out of oil cooler

Oil dump to pan if

regulator is open

Oil supply from oil pump

67
Lube Cooler Oil Flow
Oil out of filter to oil rifle
Oil Filter Bypass Valve *
Oil into filter
Oil cooler bypass valve *

Oil out to oil cooler

Oil in from oil cooler

Oil pressure regulator *

+/- 60 PSI

Oil dump to pan if regulator

is open

Oil in from oil pump

*Three Valves in Oil Cooler Assembly
68
Lubrication System

69
 Piston Cooling
• Increased piston cooling for durability
• Added QSL directed piston cooling to the QSC
• Lowers piston & piston pin temperatures
• New style connector for 25% increased flow
• Piston cooling nozzle is no longer a banjo style bolt.
• A capscrew now holds the piston cooling nozzle for added strength.

Tier III QSC & QSL Tier II QSL

70
Piston Cooling
New Style J – Jet With Cap screw

71
 Gaskets
• Oil Pan Gasket
– Corner braces added to spread the load.
• Rocker Lever Housing Gasket
– Press-in formed gasket to seal against the cylinder head.
(like valve cover gasket)

72
 New Electronics
• New Electronic Control Module (ECM) - Model CM850
• Same ECM architecture as the ISB CM850 and ISX CM870 engines
• Three connectors on the ECM
– 50-pin OEM connector
– 60-pin engine harness connector
– 4-pin ECM power supply (main power and ground for the ECM)

Power OEM Harness ECM is behind low

Engine Harness pressure fuel lines

73
QSL Fuel System

74
Fuel System

75
Cummins Common Rail Fuel System

76
 Why a New Fuel System
• Next generation Cummins Common Rail fuel system:

– Allows multiple injection events per cylinder firing.

• Pilot
• Main
• Post
– Capable of higher injection pressures than current CAPS
system.
– Injection event is not coupled with a mechanical system
such as a fuel pump rotor or an injector cam.
– Lower chance of a single failure leaving a customer stranded
(example: Rotor Seizure, or ICV Failure).
– Repair cost is much less because there is not an expensive
fuel pump to change.
– Can be used on multiple engine platforms (midrange, heavy
duty, and high horsepower).
– New fuel system is a major component of the advanced
combustion technology being used to reduce emissions.
Similar to ISB ’02 fuel system except the high pressure fuel
pump is designed and made by Cummins

77
 New High Pressure Common Rail

• True High Pressure Common Rail fuel system - Eliminated distributor &
injection control valve
• High pressure fuel stored in rail mounted on cylinder head - Pressure
independent of engine speed 1800 Bar
• Fuel delivered to injectors via short, simple tubes
• Fueling events controlled by a Bosch electronic injector - Similar in design
to ISB with CM850 injector, except longer
• Reduction in weight – offsets block & head changes
• Improved fuel system transient performance
• Enhanced reliability / durability

78
 Fuel System
• Primary fuel filter
– Installed by OEM off engine
Fuel Filters
– Filtration to 10 microns
– Filter large particles ahead of the lift pump
– Incorporates water separator & Water In Fuel sensor
– Fleetguard P/N FS1003
– Changed with oil filter

• Secondary fuel filter

– Installed by Cummins on engine or remote by OEM
– Filtration to 2 microns
– Filter fine particles ahead of the high pressure pump
– Fleetguard P/N FF5488
– Changed at every other oil filter

79
 Fuel System
Dual Filter Option

Inlet
Connection
Test
Points

Return Connection

80
Fuel System
Fuel Flow Paths

81
 Fuel System

Fuel Flow Paths

Fuel Drain
Fuel Drain Manifold Line Outlet

Fuel Outlet to Fuel Inlet

ECM/Electric
lift Pump

82
Fuel System
Fuel Line Securing Bracket

83
 Fuel System Layout
High Pressure Relief Valve
Fuel Pump Drain Line Drain Line

Injector Drain Line

Fuel Pump

ECM Cooling Plate ECM 2 micron Fuel Filter

84
 Fuel System Layout

Fuel Drain
Connection

Fuel Lift Pump

Fuel Supply
Connection

ECM Cooling Plate Check ECM Cooling Plate

Valve
85
 Fuel System
Low Pressure Components:

1) OEM Block
Out (to ECM
Cooler In)
7)Mprop In
(IMV) Cooler In
6) Filter Out (to
IMV)
3) LPP
In
5) Filter In (from
4) LPP Out LPP Out)
2) ECM Cooler out with internal
IMV- Inlet Metering Valve (M-prop/EFCA) check valve (to LPP in )
86
 Fuel System
The low pressure subsystem fuel flow is as follows:

1 - Fuel enters at the OEM Block and flows to the ECM Cooler inlet

2 - Fuel flows through the ECM Cooler to its outlet. The outlet of the ECM
Cooler includes an integral check valve so that when the lift pump is running
fuel does flow back out of the cooler.

3 - From the ECM Cooler outlet, fuel flows to the inlet of the Low Pressure
Pump.

4 - Four points at the Low Pressure Pump Outlet.

5 - From there the fuel flows to the filter inlet.

6 - The Filter Output flows onto the IMV (Inlet Metering Valve).

7 - This points at the IMV inlet.

87
 Fuel System
Low Pressure Drain Fuel:
Pump Drain

Injector Drain and

Integral Check Valve

Return to Fuel
Manifold

Fuel Manifold

High pressure rail relief

Valve outlet

The high pressure pump and injector drain flows as well as the drain collector.
- The accumulator has a pressure dump valve which is also plumbed into the
drain collector.
- The Injector Drain connector includes a check valve which maintains the
required back pressure of 0.7 to 2.0 BAR to the injectors
88
ECM Cooling Plate Assembly

QSL use an ECM cooler

Fuel flows through a plate behind ECM
Isolated for thermal & vibration loading
Incorporates electric lift pump for self
priming - Must pre-fill remote fuel filter
but not on-engine filter
Fuel Lift Pump Check Valve

Lift Pump Inlet

Lift Pump Outlet

89
 Fuel System
ECM Cooling Plate Assembly

• The primary purpose of the priming circuit is to provide pressure to

the gear pump for quick engine starts.
• The fuel lift pump only runs for 30 seconds at key-on. It is only used for
priming the fuel system at start-up.
• The priming pump will fill the pressure side filter when installed dry. 5 or 6
key cycles is required to fill the pressure side filter.
• The lift pump does not do a good job of priming a dry system. It is
recommended that the suction filter be pre-filled with clean
fuel when replaced.

90
 ECM Cooling Plate Check Valve

• Without the ECM cooling plate check valve, fuel would continuously circulate
through the ECM cooling plate when the lift pump is not running.
• The check valve can become damaged upon installation. Inspect the check
valve for damage or debris when troubleshooting low power and performance
problems.
• High fuel inlet restriction will be measured at the gear pump inlet if the
check valve is damaged.

Check Valve

91
Fuel Pump

92
Fuel Pump

93
 Fuel Pump
Pump Assembly Details:
Pump Structured as Four Basic Sub-Assemblies
Cam Housing
Assembly

Fuel Adapter
Pump Head Assembly
Assembly

There are four sub assemblies in the pump:

1. The lower housing assembly Gear Pump

2. The gear pump assembly Assembly
3. The pump head assembly
4. The fuel adapter assembly.
94
 Fuel Pump
Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet Return Spring

with Roller

Pump cam

This shows a cross section of the pump.

At the low end of the pump cam lobe travel, the pump cam allows the tappet
assembly to be fully retracted thus the pumping plunger is free to move.
95
 Fuel Pump
Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet Return Spring

with Roller

Pump cam

As the low pressure pump generates sufficient pressure and is metered to the input
of the inlet check valve, it opens and fuel enters the pumping chamber.

During this cycle the inlet check valve is open while the outlet check valve is closed.
96
 Fuel Pump
Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet Return Spring

with Roller

Pump cam

As the pump cam lobe rises, the roller tappet makes contact with the pumping
plunger.
Fuel in the pumping chamber is pressurized and opens the outlet valve. The inlet
valve closes and fuel is pumped out of the high pressure pump head.
97
 Fuel Pump
Pump Head Flow Passages:

This shows the cavities within the high pressure head assembly.

Inlet Check Valves

Outlet Fitting

Outlet Check Valves

Barrels Plungers
Fuel enters via the inlet porting and inlet check valves. It is pressurized by the action
of the cam and roller tappet assembly on the plungers and pumped out through the
outlet check valves. 98
 Fuel Pump
IMV Adapter:

C - Drain Port for E - HPP Inlet Fuel

Leakage and
Trapped Air D - IMV Output
side

B - Air Bleed & IMV &

high pressure head B&P A - Fuel Input
leakage
The adapter block has three functions. It provides a mounting surface for the inlet
metering valve, it distributes fuel to the head, and it provides a vent for trapped air.
- Fuel enters the Adapter at point A.
- Point B is the IMV air bleed orifice as well as the pump leakage drain path. This is ported
out at point C.
- The IMV output side, point D, is ported to the head and enters the head inlet check valve
drilling at point E.
99
 Fuel Pump
Inlet Metering Valve: (M-Prop/ EFCA)

Design Features
•Normally Open

The Inlet Metering Valve is used to meter fuel into the High Pressure Pump.
- It is a normally open slide sleeve proportional control valve.
- The valve is held open by a spring when there is no current flowing to the actuator.
When the current is turned on, a magnetic force generated in the actuator overcomes
the spring force and the valve closes, blocking flow into the high pressure pump.
100
 Fuel Pump
Low Pressure Pump.

The low pressure pump delivers fuel from the fuel supply to the high pressure pump.
- It is coupled to the high pressure pump driveshaft. The low pressure pump driveshaft
therefore rotates at the same speed as the high pressure pump, which is one half of
engine speed.
101
 Fuel Pump
Design Features:

13 bar Pressure Regulator

Pressure side

Suction side

Teflon Lip Seals

Carbon Graphite Bushings

The low pressure pump driveshaft is double sealed to keep the fuel in the low pressure
pump separate from the oil in the high pressure pump housing. A vent between the seals
ensures that the seals function properly.
- A pressure regulator built into the low pressure pump limits the pressure in the low
pressure pump during normal operation to about a maximum of 13 BAR or 189psi.
102
 Fuel Pump
Fuel Adapter Assembly:

Install Air Bleed Fitting

Install CompuCheck Fitting

Press Filter into fitting flush

with face. Install O-ring

Install IMV, Align bolt holes,

Install, and Torque Capscrews
103
 Fuel Pump
Pump head Assembly:

Install & Torque Fitting &

Seal into Pump head
Insert Seal into
Fitting

Install O-ring onto Plug

104
 Fuel Pump
Fuel Pump Assembly

Align guide grooves to pins and

Install Tappets into Cam
Housing Assembly

Install O-rings, Pump Head Assembly, and Capscrews.

105
 Fuel Pump
Fuel Pump Assembly:

Fuel Adapter and Gear Pump

Assemble Fuel Adapter, Gasket, and

Capscrews to Pump Head
Assemble Coupling, Gasket, Gear Pump, and Install Cam Pin, Washer, and Nut.
Capscrews to Cam Housing Performance Test Pump
Apply Tag
106
 Field Replaceable Components
• Fuel Pump Head Capscrews
• “Racetrack” o-ring
• Fuel Pump Head o-ring
• Fuel Pump Mounting Seal
• Oil supply o-ring (at gear housing)
• Fuel Pump Actuator Housing
• Fuel Pump Actuator Housing Capscrews
• Fuel Pump Actuator Housing Gasket
• Fuel Pump Actuator
• Fuel Pump Actuator Capscrews
• Fuel Pump Actuator o-rings
• Fuel Pump (Gear Pump)
• Gear Pump Gasket
• Gear Pump Capscrews
• Gear Pump Drive Coupling
• Outlet Fitting (Male Union)
• Outlet Fitting Seal Washer
• High Pressure Pump Tappet Assemblies
107
 Fuel Lines

• Simplified design for reliability

•
High Pressure
Shorter Fuel Lines
length for reduced weight
• Fuel line for cylinders 2-5 are the same part number
– Common fuel lines used to reduce parts
proliferation

108
Fuel System Schematic - HPCR

109
 High Pressure Common Rail CYL Head

QSC/L
Engine HPCR Fuel Rail High
pressure
Injectors

relief valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return Fuel
Return

Fuel Return
Fuel Return Manifold
From HP Pump Fuel Return To
Priming Pump Tank
Fuel Out

Primary
Filter Fuel Tank
L.P. Fuel
ECM Cooling Plate
H.P. Fuel Pump Gear Pump
110
 QSC and QSL Fuel System

Injectors

Rail Pressure
Sensor

Fuel Rail

H.P. Fuel Pump

Electronic Fuel
Control Actuator

L.P. Fuel Gear Pump ECM

111
 Fuel System Flow
8 - Fuel Inlet to 7 - Fuel Outlet
High Pressure 6 - Fuel Inlet to From Fuel Filter
Pump Fuel Filter
1 - Fuel Inlet

4 - Fuel Inlet to
Gear Pump

5 - Fuel Outlet
From Gear Pump 3 - Fuel Outlet From 2 - Fuel Inlet to ECM
ECM Cooling Plate Cooling Plate
112
 Fuel System Layout
High Pressure Pump Head
Fuel Pump Actuator Housing

Fuel Pump Actuator

High Pressure
Gear Pump Inlet
Outlet Fitting

Cam Housing Gear Pump Outlet

Fuel Gear Pump

Inlet Restriction Service Port
113
Fuel Pump Head Details

114
 High Pressure Relief Valve
• High pressure relief valve acts like a ‘fuse’ in the fuel system.
• If fuel pressure exceeds the relief valve pop-off pressure, fuel rail pressure
will be regulated to 900 bar and the excess fuel will be returned to drain.
• If the high pressure relief valve opens, fault code 449 or 2311 will activate
indicating a pressure overshoot occurred.
• If the control system still has pressure control, the valve will reseat through
a momentary pressure interruption (3x max) and normal operation will
continue.

High Pressure Relief Valve

115
 Low Pressure Fuel Lines
• All low pressure fuel supply lines have ‘quick connect’ fittings.
• The ‘tabs’ must be pushed in to release the connector from the fitting.
• Flexible lines must be routed properly to allow engines to run and to prevent
damage.
• Removal of supply lines from high pressure pump is easier if all 3 lines are
disconnected.
• NOTHING may be permitted to rub against lines!

Release Tabs

116
 Injectors

The fuel connectors provide a flow path through the cylinder head to each injector.

117
 Injector Details
Fuel at high pressure is
conveyed to each injector
by its high pressure fuel Injector Solenoid Leakage

connector.
HPC to Injector Leakage
Leakage fuel from the
match fits in the injector
and injector solenoid
travels through a drilling
in the cylinder head and
exits at the rear of the
Match Fit Leakage
cylinder head.

A damaged high pressure

fuel connector-to-
injector interface will
result in excessive drain
flow from the back of the
cylinder head.
118
 Injectors
High Pressure Connector - HPC:

Edge Filter
The built in edge filter ensures
HPV Body
that particles larger than 80
microns can not enter the
injector.
Anti-rotation pin
The anti-rotation pin prevents
HPC rotation during installation.
The high pressure connector transfers
fuel from the fuel delivery line to the
injector.

119
 Injectors

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

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

120
 Injectors

High Pressure Relief Valve

• High pressure relief valve acts like

a ‘fuse’ in the fuel system.
• If fuel pressure exceeds the relief
valve pop-off pressure, fuel rail
pressure will be regulated to 900
bar and the excess fuel will be
returned to drain.
• If the high pressure relief valve
opens, fault code 449 will activate
indicating high fuel pressure.

High Pressure Relief Valve

121
 Injectors
HPCR Injector

The fuel injectors are wired in two banks.

Bank one contains injectors 1, 2, and 3.
Bank two contains injectors 4, 5, and 6.
The high side drivers are common to all three injectors in the bank.
The low side drivers are separate circuits to the ECM.
122
CM850 Injector Circuits
Avoid Failures:
Orient inlet feature toward HPC
Follow T&R Manual (seat injector
completely, use holding clamp to index
injector, do not “side load” injector clamp
but finger tight both bolts first so that the
clamp is centered on the injector)
“Feel” the HPC engage the injector
Always use proper torque on the HPC jam
nut
ALWAYS replace the HPC when installing a
new injector.
Be cautious of generated debris (shipping
plugs, plant cleanliness, part cleanliness).

123
 Injectors

• Electronic injector designed by Bosch

• Essentially an off-the-shelf injector
• Many common components with QSB with CM850
• Leads to a reliable product
• Advanced design allow for up to 4 injection events for
emissions control
– Pilot injection, also for lower noise & improved cold
starting
– Split main injection – into two events
– Post injection for emissions control

124
 Injectors

Injector fill stage: There is Pressurized fuel in the Fuel Rail and within the injector
body, because the injector passages are open. The control ball is on its seat preventing
the needle from lifting.

125
 Injectors

Commencement of injection: Fuel pressure is increased to the desired pressure in

the fuel rail. The control ball is on its seat.
The pressure in the control chamber and under the needle are equal Preventing
injection the fuel in the injector provides hydraulic lock, A state of equilibrium now
exists.
126
 Injectors

Point of Injection: The ECM as energized the injector solenoid this lifts the control ball off
its seat allowing fuel to escape from the control chamber through the discharge chamber
and out the drain passage.
Because the drain pressure is larger then the fill passage, the discharge is at a controlled
rate and prevents pressure building in the control chamber.
This allows the fuel pressure at the needle to overcome the drain pressure allowing the
needle to lift of its seat commencing injection.
127
 Injectors

End of Injection: The Solenoid as being de –energized by the ECM, the control ball
now seals the discharge chamber preventing needle from lifting ending injection. The
injector is in equilibrium or hydraulic lock preventing fuel from entering the cylinder.

128
 Fuel System
Troubleshooting

129
 Fuel System Troubleshooting

The high side driver operates at 90 volts (50 Volts?) and a capacitor is used
in the ECM to store the voltage.
The electrical system is 12 volts or 24 Volts.
The ECM grounds the low side driver of the coil that was just fired for 160
milliseconds, which saturates the coil but does not inject fuel into the
cylinder.
By cycling the coil in the injector, the ECM is able to boost the voltage to 90
volts. The ECM grounds the low side driver to inject fuel into the cylinder.

130
 Fuel System Troubleshooting

The firing order of the engine is 1-5-3-6-2-4.

When the #1 injector fires, it uses 90 volts to inject fuel into the
cylinder.
Then, while the second injector bank is firing injector #5, the ECM is
pulsing the #1 injector bank for 160 milliseconds to recharge the first
injector bank.
If an injector low side driver circuit fails, it will affect two cylinders
because the ECM will not be able to recharge to 90 volts for the next
cylinder.
If an injector high side injector fails, it will affect all injectors on that
bank.

131
 Bank 1,2,3

Firing Order
1,5,3,6,2,4
High Side Driver
ECM
When the #1 injector fires, it
uses 90 volts to inject fuel into
the cylinder. Low Side Driver

90 VDC

Cylinder 1 2 3 4 5 6
Injector Multiple Firing 132
 Bank 1,2,3 Bank 4,5,6

Then, while the second injector bank is

ECM
firing injector #5, the ECM is pulsing the High Side Driver
#1 injector bank for 160 milliseconds to
recharge the first injector bank. Low Side Driver

90 VDC

Cylinder 1 2 3 4 5 6
133
 Bank 1,2,3 Bank 4,5,6

High Side Driver

ECM
If an injector low side driver circuit
fails, it will affect two cylinders
because the ECM will not be able to Low Side Driver
recharge to 90 volts for the next
cylinder.

90 VDC

Cylinder 1 2 3 4 5 6
134
 #1
Starting

Charging ECM
Bank #1
Firing Order
153624
Bank#1-1 2 3
Bank#2-4 5 6
#3
#5

Charging ECM
Bank #2
135
 Failed Driver

If an injector high side driver fails,

ECM
it will affect all injectors on that High Side Driver
bank.
Low Side Driver

90 VDC

Cylinder 1 2 3 4 5 6
136
 Bank 1,2,3 Bank 4,5,6

50 v
Boost

High Side Driver

ECM
Low Side Driver

90 VDC

Cylinder 1 2 3 4 5 6
Energizing Period with 50 Volt Boost 137
 Bank 1,2,3 Bank 4,5,6

50 v
Boost

High Side Driver

ECM
Low Side Driver

90 VDC

Cylinder 1 2 3 4 5 6
Energizing Period with 50 Volt Boost 138
 Fuel System Troubleshooting
Stuck Open Injector
• With a High Pressure Common Rail fuel system, stuck open injectors
will cause continuous injection in the cylinder with the stuck
injector.
• This is caused by debris in the fuel system being transferred to the
injector.
• The engine will smoke, knock loudly, and possible die if an injector
sticks open.
• Caused by debris in the injector holding the injector needle open.
• Always check for progressive engine damage if an injector is found
to be stuck open.
– Scuffed cylinder Liner
– Cracked or broken piston

Piston damage occurs in 3 seconds !

139
Fuel System Troubleshooting

1.5 Ω

Check for continuity:

Measure the resistance between the cylinder #1 Driver
Pin and the Cylinder #1 Return Pin on the injector
solenoid.
Less than 2 Ohms? OK
More than 2 Ohms? Replace the injector
140
 Fuel System Troubleshooting

HPCR QSC/L Fuel System Test Specifications

• Maximum Inlet Restriction at OEM Connection Point

– 4inHg (clean suction filter)
– 8inHg (dirty suction filter)
• Maximum Restriction at Gear Pump Inlet Point
– 10 inHg (dirty suction filter)
• Minimum lift pump pressure while cranking (for starting)
– 5 PSI (at cranking)
• Maximum Pressure Filter Pressure Drop
– 20 PSI
• Minimum gear pump pressure while cranking (for starting)
– 7 PSI

141
Fuel System Troubleshooting

Fault Codes 2215 /2292 Diagnostics

142
 Fuel System Troubleshooting
Fault Code 2215 Diagnostics

• Fault code 2215 indicates that measured fuel pressure in the fuel rail cannot
meet commanded fuel pressure from the ECM.
• Several different failure modes can cause this fault code.
– Loose or damage HPC connectors
– High fuel inlet restriction
• Plugged suction fuel filter
• ECM cooling plate check valve broken or plugged
• OEM fuel supply lines collapsed or damaged
– Failed fuel pump actuator causing the high pressure relief valve to open
– Failed gear pump
– Stuck open fuel injector
• Replacing a failed component, the engine must run to clear the fault and the ECM
must have a successful power-down cycle.
– A successful power-down cycle consists of turning the keyswitch power off
and waiting 30 seconds before removing the main ECM power.

143
 Fuel System Troubleshooting
Inlet Restriction
• Procedure
– Install a Compuchek fitting and the
0.043” orificed diagnostic fuel line
at the pressure filter.
– Install a compute fitting and the 0-
30 inHg vacuum gauge at the point
where restriction is to be
measured.
– Operate the engine at idle and
measure vacuum.
• When to Perform Test
– FC2215 or FC2292
– Low power complaints

Fuel Inlet Restriction

Measurement Port
144
 Fuel System Troubleshooting
Electronic Fuel Control Actuator - Test

1.5Ω
.002Ω OK Inlet Metering Valve Testing

The maximum resistance is 5 ohms.

For further details on testing and replacement of the IMV refer to the QSC/L T&R
Manual section 5 procedure “005-007 EFC Actuator Valve”.
145
 Fuel System Troubleshooting

• Tools necessary to troubleshoot the CCR fuel system

include:
– M10 Compuchek Fittings
– 0.043” Orificed Diagnostic Fuel Line
– 0-30 inHg Vacuum Gauge M10 CUC fitting
– Diagnostic T-Adapter
– 0-300 PSI pressure gauge
– M12 Drain Flow Adapter (Pegasus)
– Fuel Rail “Blocker” (for injector isolation)
– INSITE 6.4FP2

146
 Fuel System Troubleshooting
Gear Pump Pressure
• Procedure
– Install CUC fitting and diagnostic T-Adapter at the pressure filter outlet
– Install the pressure gauge and the 0.043” orificed diagnostic fuel line at the
T-Adapter
– Operate the engine at idle Fuel Filter Inlet Fuel Filter Outlet
When to Perform Test
– FC2215 or FC2292
– Low power complaints
– Engine will not start

147
 Fuel System Troubleshooting
Air-in-Fuel

• Procedure
– Install Compuchek fitting and the 0.043” orificed diagnostic fuel line
at pressure filter outlet
– Route the output of the 0.043” orificed diagnostic fuel line into a
bucket
– Operate the engine at idle
– Allow fuel to fill the collection bucket until the outlet of the fuel line
is submerged
– Check for excessive amounts of air bubbles exiting the fuel line
• When to Perform Test
– Engine runs rough or excessive smoke
– Surge (continuous surging)
– Engine difficult to start / loss of prime

148
 Fuel System Troubleshooting
! WARNING
Fuel may be returned at highly elevated temperatures. Wear safety glasses
and protective gloves and clothing when performing this test. Avoid any
contact with returned fuel.

WARNING
The pressure within the fuel rail is extremely high. A high-
pressure leak can penetrate the skin. Stand clear of the engine
while it is running.

149
 Fuel System Troubleshooting

Leaking Fuel Injector Detection

150
 Fuel System Troubleshooting
Leakage Test
• When to perform test
– FC2215 or FC2292
– No start and can not build rail pressure (perform test while
cranking)
• HPP Failures:
– HP Seal Leaks to Drain, Pump Head Cracks, Severe B/P Leakage
• Injector Failures:
– Injector body cracked
– P.V. severe erosion
• HPC Failures:
– Poor seal with injector
• High Pressure Relief Valve Failures:
– Valve seat leaks
– Broken Spring
• High Pressure Lines: Sensor fault codes:
– Troubleshoot the same way as you do today.
– Most sensor are similar to the current ISC and ISL

– Observe fuel seepage at high pressure

151
 Fuel System Troubleshooting
Leakage Test
• Procedure
– Install drain flow adapters for the high pressure relief valve, high
pressure pump, and injectors.
– Route fuel lines from the flow adapter to a bucket
– Operate the engine at idle and begin the INSITE test
– Measure the drain flow from each device into a graduated cylinder
– Use “blocker” tool to isolate injector/HPC leakage if necessary

152
 Fuel System Troubleshooting

Check for excessive flow in the injector return circuit due to

leakage.

153
 Fuel System Troubleshooting
Test to determine location of fuel leak on the engine.

Before isolating the leak, make

sure that all the high-pressure
fuel connectors are tightened
to the correct torque.

If a connector is not tightened

to the proper torque, retighten
the connector and perform the
previous test again.

If the injector return flow is

greater than the specified flow
rate, it is necessary to block
off the fuel to one injector at a
time to determine the location
of the leak.

154
 Fuel System Troubleshooting

The table represents the results from a leakage test with a leak present in
cylinder number 5 in milli litres.

The high-pressure connector and/or the injector can be the source of the
leak.
Leak Test Results

Cylinder blocked 1 2 3 4 (5) (6)

Seconds to fill container 35 36 35 37 180 38

Faulty

155
 Fuel System Troubleshooting

HPCR Fuel System Specifications

Maximum Inlet Restriction at OEM Connection Point

4inHg (clean suction filter) 10cmHg

8inHg (dirty suction filter) 20cmHg

Maximum Restriction at Gear Pump Inlet Point

10 in Hg (dirty suction filter) 250 mmHg

Minimum lift pump pressure while cranking (for starting)

5 PSI (at cranking) 0.3 bar

156
 Fuel System Troubleshooting

HPCR Fuel System Specifications

Maximum Pressure Filter Pressure Drop

20 PSI (1.37 bar)

Minimum gear pump pressure while cranking (for starting)

7 PSI ( 0.48 bar)

157
 Fuel System Troubleshooting

System Hydraulic Specifications

• Normal Operating Pressure in Accumulator

300 - 1800 bar (4,350 – 26106 psi)

• Maximum MDV( Mechanical Drain Valve ) Leakage (performance

troubleshooting)
100cc in MORE than 1 minute at 1500 bar idle (100ml)
300cc in MORE than 1 minute at cranking (300ml)

158
 Fuel System Troubleshooting

System Hydraulic Specifications

• Maximum Injector Leakage (performance troubleshooting)

300cc in MORE than 60sec at 1500 bar idle
300cc in MORE than 60sec at cranking

• Maximum HPP Leakage (performance troubleshooting)

300cc in MORE than 30sec at 1500 bar idle
300cc in MORE than 30sec at cranking

159
 Fuel System Troubleshooting

Fault Code 2215 Diagnostics

Replacing a failed component, the engine must run to clear the

fault and the ECM must have a successful power-down cycle

A successful power-down cycle consists of turning the

keyswitch power off and waiting 10 seconds before removing
the main ECM power

160
 Fuel System Troubleshooting

Fault Code 2215 Diagnostics

Several different failure modes can cause this fault code:

Loose or damage HPC OEM fuel supply lines collapsed

connectors or damaged

High fuel inlet restriction Failed fuel pump actuator

causing the high pressure relief
Plugged suction fuel filter valve to open

ECM cooling plate check valve Failed gear pump

broken or plugged
Stuck open fuel injector

161
 Fuel System Troubleshooting

Fuel Inlet Restriction Location Change:

Until further notice, fuel inlet restriction during must be made at the
customer connection and NOT at the gear pump service port.
Max inlet restriction (new filter): 2.5 inHg
Max inlet restriction (dirty filter): 4.0 inHg

162
 Fuel System Troubleshooting

Fuel System Diagnostics

Tools necessary to troubleshoot the CCR fuel system include:

M10 Compuchek Fittings 0-300 PSI pressure gauge

0.043” Orificed Diagnostic Fuel M12 Drain Flow Adapter

Line (Pegasus)

0-30 in Hg Vacuum Gauge Fuel Rail “Blocker” (for injector

isolation)
M10 CUC fitting
INSITE
Diagnostic T-Adapter

163
 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 50
pin connector.
The 4 cylinder and 6 cylinder engine harnesses are identical except for
the Injector wiring.
Data link connections to either the J1939 or J1708 interfaces are made
via the 50 pin O.E.M. connector on the E.C.M. A Data Link is a requirement
based on SAE J1939 Standard document.
A 9 pin deutsch connector may be fitted in cab for data link connection
to the E.C.M

164
High Pressure Common Rail vs CAPS

165
 High Pressure Common Rail vs. CAPS

• CAPS System
– Many sophisticated electronic parts in the pump
– When all else failed, changing the fuel pump was often the solution
• High Pressure Common Rail System
– Simple design with no sophisticated electronics
– Fuel pump is not a cure-all for fuel system problems
• The functions that were performed by the CAPS pump have been split up
into several components
– Accumulator ® High Pressure Fuel Rail and Fuel Lines
– Injection Control Valve ® 6 Injector Solenoids
– Pumping Control Valve ® Fuel Pump Actuator
– Distributor Module and Rotor ® 6 Injector Solenoids
• Proper diagnostics to the exact failed component is the key. Changing the
fuel pump is no longer the ‘cure-all’ for the High Pressure Common Rail Fuel
System
• Over 20,000 hours of field test experience with only minor fuel system
issues
166
 Fuel System Specifications

• Maximum Inlet Restriction at OEM Connection Point

– 4inHg (clean suction filter)
– 8inHg (dirty suction filter)
• Maximum Restriction at Gear Pump Inlet Point
– 10 inHg (dirty suction filter)
• Minimum lift pump pressure while cranking (for starting)
– 5 PSI (at cranking)
• Maximum Pressure Filter Pressure Drop
– 20 PSI (dirty filter)
• Minimum gear pump pressure while cranking (for starting)
– 10 PSI
• Minimum gear pump pressure at “rated” speed
– 90 PSI (filter inlet)

167
 System Hydraulic Specifications

• Normal Operating Pressure in Accumulator

– 300 - 1600 bar (4,350 - 23,200 psi)
• Maximum MDV Leakage (performance troubleshooting or the High
pressure relief valve )
– 1 drop per second maximum
• Maximum Injector Leakage (performance troubleshooting)
– 1500 bar, engine idle, measure 300 cc: no less than 45 seconds
– Crank the engine for 30 seconds: no more than 100cc (~150cc is
100% of pump output at 150rpm)
– If cranking faster, spec at cranking may be less valid?... for 400
RPM, total pump output is ~400cc
• Maximum HPP Leakage (performance troubleshooting)
– 1500 bar, engine idle, measure 300 cc: no less than 30 seconds
– Note that pump drain flow also includes “air-bleed”
– Crank the engine for 30 seconds: no more than 150cc
– If cranking faster, spec is definitely invalid!
168
 Fault Code 2215 Diagnostics
• Fault code 2215 indicates that measured fuel pressure in the
fuel rail cannot meet commanded fuel pressure from the ECM.
• Several different failure modes can cause this fault code.
– High fuel inlet restriction
• Plugged suction fuel filter
• ECM cooling plate check valve broken or plugged
• OEM fuel supply lines collapsed, damaged, or blocked.
– Failed gear pump (low pressure output)
– High leakage
• Loose HPCs
• Damaged HPC-to-injector joint
• Stuck open fuel injector
• High pressure pump head drain flow excessive
• Replacing a failed component, the engine must run to clear the fault and
the ECM must have a successful power-down cycle.
– A successful power-down cycle consists of turning the keyswitch power
off and waiting 10 seconds before removing the main ECM power.
169
 Fuel System Diagnostics

• Tools necessary to troubleshoot the high pressure common rail fuel system
include:
– M10 Compuchek Fittings (measure pressure or vacuum)
– 0.043” Orificed Diagnostic Fuel Line (create rated flow without dyno)
– 0-30 inHg Vacuum Gauge (measure inlet restriction)
– Diagnostic T-Adapter (allows measuring pressure while having wasteline at
outlet of filter)
– 0-200 PSI pressure gauge (measures gear pump pressure)
– M12 Drain Flow Adapter (measures leakage from high pressure
components)
– Fuel Rail “Blocker” (for injector isolation)
– INSITE or CALTERM (to raise pressure for leakage tests)
– INSITE or CALTERM (to perform cylinder cut-out)

170
 Gear Pump Pressure
• Procedure
– Install CUC fitting and diagnostic
T-Adapter at the pressure filter
outlet
– Install the pressure gauge and Fuel Filter Inlet Fuel Filter Outlet
the 0.043” orificed diagnostic
fuel line at the T-Adapter
– Operate the engine at idle

• When to Perform Test

– FC2215
– Low power complaints
– Engine will not start (without
wasteline)

171
 Air-in-Fuel

• Procedure
– Install Compuchek fitting and the 0.043” orificed diagnostic fuel line at
pressure filter outlet (P/N 3164621)
– Route the output of the 0.043” orificed diagnostic fuel line into a bucket
– Operate the engine at idle
– Allow fuel to fill the collection bucket until the outlet of the fuel line is
submerged
– Check for excessive amounts of air bubbles exiting the fuel line
• When to Perform Test
– Surge (continuous surging)
– Engine difficult to start / loss of prime

172
 Leakage Test

• Procedure
– Install drain flow adapters for the high
pressure relief valve, high pressure
pump, and injectors. (P/N3164618)
– Route fuel lines from the flow adapter
to a bucket
– Operate the engine at idle and begin
the INSITE test
– Measure the drain flow from each
device into a graduated cylinder
– Use “blocker” tool to isolate
injector/HPC leakage if necessary
(P/N3164325)

173
 Leakage Test
• When to perform test
– FC2215
– No start and can not build rail pressure (perform test while
cranking)
• HPP Failures:
– HP Seal Leaks to Drain, Pump Head Cracks, Severe B/P Leakage
• Injector Failures:
– Injector body cracked
– P.V. severe erosion
• HPC Failures:
– Poor seal with injector
• High Pressure Relief Valve Failures:
– Valve seat leaks
– Broken Spring
• High Pressure Lines:
– Observe fuel seepage at high pressure
174
 Fuel System Fault Codes

• Fault Code 2215: Pressure is low

– Fuel pressure is lower than commanded (2311, 449, and 275 are inactive)
• Fault Code 2216: Pressure is high
– Fuel pressure is higher than commanded but still under pressure relief
valve opening pressure.
• Fault Code 275:
– Bank pressure deviation of the fuel pump. Replace fuel pump head.
• Fault Code 271 and 272:
– Fuel pump actuator open or short circuit
• Fault Code 2311: Fuel pump actuator circuit error
– Open or short circuit
– Resistance high or low
– Fuel rail pressure has exceeded 1950 bar and pressure relief valve has
opened with circuit errors detected on the fuel pump actuator.

175
 Fuel System Fault Codes

• Fault Code 449: Pressure high (relief valve)

– Fuel rail pressure has exceeded 1950 bar and pressure relief valve has
opened with no circuit errors detected.
• Fault Code 451 and 452
– Fuel pressure sensor out-of-range circuit errors
• Fault Code NEW: Fuel Pressure Sensor In-Range
– If fuel pressure sensor signal is noisy this diagnostic will prevent NTF
pump replacement.
– This failure mode will cause fault codes 2215 and 275.
• Fault Code 268: Stuck-in-range error
– If fuel pressure sensor signal stops updating (has “0 noise”), the sensor
is failed… this may lead to other fault code detection (example: loss of
signal may cause fuel rail pressure relief valve to open and then fault
code 2215?).
• Injector Circuits
• Injector UFD

176
CM850 Injector Circuits

Injector

177
 Internal Injector Wiring
2 Plastic clamps hold
yellow & orange wires and red & brown wires

• Three sets of
internal injector
wiring provides
power to the
injectors.
• Polarity does not
matter when
connecting the wiring Wire tie holds yellow
to the injector. & orange wires to
Plastic tube protects reduce extra length
wires from casting

178
 Injector Leads

Hold leads so that they can not “flare out”

where they may short against a rocker
lever or brake housing.

179
 Correct Installation

Correct Installation

Incorrect Installation
 Maintenance Intervals

ISC ISL

15,000 mi, 500 20,000 mi, 500 hr,

Lube Oil & Filter hr, or 6 months or 6 months

15,000 mi, 500 20,000 mi, 500 hr,

Fuel Filters hr, or 6 months or 6 months

Coolant Change 72,000 mi, 2000 80,000 mi, 2000

hr, or 2 years hr, or 2 years

Overhead Set 150,000 mi, 5000 150,000 mi, 5000

hr, or 4 years hr, or 4 years

181
Software Features

182
 Core Software Features
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. 183
 Core Software Features
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.
184
Service Tool and Literature

185
 Literature

• Service Manual

Combined content from T&R Manual and Shop Manual

Has been revised to include all C series common rail fuel systems

• Controls Troubleshooting & Repair Manual

Revised to include all mid-range product using the CM850 ECM

• Operations and Maintenance Manual

New for the QSC and ISC/Le

186
 Service Tools
• Tappet Tool Kit 3165088 Required
• Tappet Tool Trough 3165086 Required
• Cam Gear Tool 3165093 Required
One or
• Fuel Rail Blocker 3164325 Required the other
• Leakage Test Tool 3164618 Required is
• Injector Installer N/A Productivity required
• Fuel Waste Line 3164621 Productivity
• HPC Remover 3164025 Required
• Wire Repair Kit 3165117 Required
– Add-on to ISB ’02 Kit
– Only 7 pieces

187
 Service Manuals

• ISC & ISL Base Engine T&R 4021418

• ISC & ISL With CM850 Fuel System
& Electronics T&R 4021416
• Wiring Diagram
4021421
• Warranty Fail Code Manual
3666255
• ISC SRT Manual
3666030
• ISL SRT Manual
4021423

188
Questions?

189