ISDe

Engine Qualification
Course
 General Engine Specifications

4 & 6 Cylinder versions

Common Bore and Stroke 4.21 in [107 mm ] X 4.88 in [124 mm ]
6 Cyl Displacement 409 C.I.D. [6.7 liters]
6 Cyl Firing Order 1 5 3 6 2 4
4 Cyl Displacement 275 C.I.D. [4.5 liters]
4 Cyl Firing Order 1 4 3 2
Intake Valve Clearance 0.010 in [0.254 mm]
Exhaust Valve Clearance 0.020 in [0.508 mm]
 Engine Specifications Continued

 Crankshaft Rotation (viewed from the front of the engine) Clockwise

 Maximum Overspeed Capability (15 seconds maximum) 4200 rpm
 Minimum Ambient Air Temperature for Unaided Cold Start 12.2°C
[10°F]
 Minimum Engine Cranking Speed 150 rpm
 Engine Idle Speed Minimum 600 to maximum 800 rpm
 Altitude Maximum Before Derate Occurs 3048 m [10000 ft]
 ISDe Ratings

 140PS@2500RPM 450Nm@1400-1500RPM Truck (4cyl)

 140PS@2700RPM 450Nm@1400-1500RPM Truck (4Cyl)
 160PS@2700RPM 500Nm@1400-1500RPM Truck (4cyl)
 200PS@2700RPM 550Nm@1200-1600RPM Special (4cyl)
 230PS@2500RPM 900Nm@1200-1700RPM Truck/Bus (6cyl)
Filter Specifications

Lube Oil
Venturi Design
No internal by-pass media
Fuel Filter (Suction/Pre-filter)
 25 Micron
 Water In Fuel Sensor & Drain
Required
Fuel Filter (Pressure Side)
5 Micron
Cylinder Block Group
Bearings

Connecting Rod Bearings

Lower Bearing Unchanged
Upper bearing is a Bi-metal
AS16 bearing
Main Bearings
 Also AS16 material
 Crankshaft and Crankshaft Gear
Similar to previous rear gear train
crankshafts

Increase stroke for increased

displacement
100 mm machined counterweights

Front crankshaft gear only drives the

lubricating oil pump

Rear gear drives the camshaft gear

 Piston Cooling

Cylinder blocks are not machined for saddle

jet piston cooling nozzles

Only J-Jet piston cooling nozzles are used

Camshaft, Tappets, Push
Rods and Camshaft Gear

Sliding Tappets
Cast Iron Camshaft
Camshaft speed indicator ring
mounted to the end of the camshaft
at the front of the engine
Bolted Camshaft Gear
Thrust plate between camshaft gear
mounting flange and the cylinder
block
 Camshaft Bushing
Camshaft Bushings at rear bore

No camshaft bushing installed in

other bores (parent bore material)
 Piston, Piston Pin and Piston Rings

All ratings will use gallery cooled

pistons
 Internal oil gallery in the piston for
circulating oil sprayed by the J-jet
piston cooling nozzle
Piston pin is offset for noise reduction
 Piston crown includes an insert for
the upper ring

Piston Rings
1. Upper Ring, keystone cut
2. Middle Ring, square cut with ????
twist
3. Oil Control Ring with ring expander
 Connecting Rod
 Fracture split connecting rod cap design
 Common with some ISB, ISBe, and QSB
CM850 engines.
 Not backwards compatible with some
connecting rods due to weight differences
 Best way to identify is by forging
numbers and physical characteristics of the
rod
 Piston and Connecting Rod Assembly

Connecting rod orientation is different

that ISB and ISBe engines due to
increased displacement product

Make sure piston orientation is correct

for offset piston pin

Make sure the orientation of the angled

surface of the connecting rod correct
 Cylinder Block

The casting is a skirted design which

incorporates ribs for superior strength and
noise reduction

The cylinder block uses bored cylinders as

opposed to liners. In the event of damage or
wear out, the cylinders may be able to be
repaired.

Unlike the majority of previous B series cylinder

blocks, the cylinder block is of a conjoined bore
design
 Traditional Cylinder Block Design (ISB & B3.9/B5.9)

New Cylinder Block Design

(QSB4.5/6.7, ISBe4, ISB CM2150, ISBe CM2150, & ISDe4.5/6.7)
 Main Bearing
Capscrew

The main bearing capscrew

torque value is greater than
torque used on ISB, ISBe
engines.
This limits the number of times
the main bearing capscrew can
be reused
Each time the main capscrew
bearing is removed, the length
can be measured to determine if
the capscrew is reusable
 Block Stiffener Plate

All engines use a block

stiffener plate
Helps strengthen the cylinder
block
Helps to reduce engine noise
during engine operation.
Vibration Damper

 ISDe 4.5 Liter engines may use a

tone wheel only or a tone wheel with
a rubber damper.

 ISDe 6.7 Liter engines are all

equipped with a viscous damper and
tone wheel assembly.

 The vibration damper and

crankshaft speed indicator ring are a
permanent assembly on the ISDe 6.7
liter engines.
 Front Gear Cover
The front gear cover houses the
lubricating oil pump, front crankshaft seal,
and camshaft speed indicator ring.

The front gear covers also contains the

oil pressure switch, camshaft
speed/position sensor, and crankshaft
speed/position sensor.
 Front Crankshaft Seal
The front crankshaft seal is a dual or non-
lip style seal which utilize a built in wear
sleeve and a concealed sealing lip.

Because the rotating portion of the seal

does not contact the crankshaft, wear will
not occur at the crankshaft but instead
internal to the seal.

No wear sleeve or oversize front crankshaft

seal is available.
 Rear Crankshaft Seal
 ISDe engine uses a double dust lip-
style rear crankshaft seal in which the
rotating portion of the sealing occurs at
the contact surface between the lip of the
seal and the crankshaft.

This is unlike ISBe engines that use a
dual or non-lip style seal which utilize a
built in wear sleeve and a concealed
sealing lip
 Rear Crankshaft Seal -
Continued

The rear crankshaft seal is installed in

the flywheel housing bore
Each new rear crankshaft seal will come
with 2 disposable seal drivers
One for Front Gear Train Engine (1)
One for Rear Gear Train Engine (2)
 Electronic Control Module (ECM)
Mounting Plate

The Electronic Control Module

(ECM) mounting plate is air cooled
design
Unlike ISBe which required fuel to flow
through for cooling purposes
It is a nylon mounting plate, using
rubber vibrations isolators to mount the
Electronic Control Module (ECM) to the
cylinder block.
Cylinder Head Group
 Cylinder Head

As with previous 24 valve B series

engines, the cylinder head is a one-
piece cast iron, cross flow design with
four valves per cylinder.
The cylinder head has an integral
Intake manifold
Thermostat housing
Internal water bypass
The four valve per cylinder design
allows for a centered injector in the
cylinder head (3).
 Valves and Valve Seat Inserts

New exhaust valve and valve seat

material
Requires increased valve lash setting
Continue to have a dimple to identify
the exhaust valves (2) from the intake
valves (1)
Valve seat inserts are serviceable with
oversize versions available
 Valve Guides and Valve Stem Seals

The cylinder head has integrally cast

valve guides which are not serviceable.
If the valve guides are damaged, the
cylinder head must be replaced

The valve stem seals are of a “top hat”

design. This design utilizes the valve
spring to secure the valve stem seal in
place.
The same valve stem seal is used for
both intake an exhaust
 Cylinder Head Gasket

Cylinder head gasket is a new design for the

increased displacement ISDe and QSB CM850
engines (4.5/6.7 liter)

Note: For the cylinder head, if valve depth

and injector protrusion specifications can
be maintained, the cylinder head can be
resurfaced. For the cylinder block, if the
piston protrusion specification can be
maintained, the cylinder block can be
resurfaced.
 Crosshead

 Same as used on all 4 valve

per cylinder “B” product

 The crosshead allows the

rocker lever to move both
exhaust or intake valves at the
same time.

 The crosshead receives its

lubrication from a drilling in the
rocker lever and rocker shaft
Rocker Levers Group
 Overhead Set

TDC mark remains on the vibration

damper for 6 cyl engine

TDC mark on 4 cyl engine is on the tone

wheel

Intake valve setting .010 in [0.254 mm]

Exhaust valve setting .020 in [0.508 mm]

Rocker Levers

Mounted on a common rocker

shaft

Receives pressurized oil for

lubrication from a drilling in the
rocker shaft

Each rocker lever actuates two

valves by the crosshead

Each rocker lever has two

drillings:
One drilling supplies lubrication
oil to the push rod
 Rocker Lever Cover

 Crankcase Breather mounted in the rocker

cover (2)
 Same as used on current increased
displacement QSB series product
Has a permanently attached breather
baffle (1)
Crankcase gases exist at the rear of
the rocker lever cover and enter the
crankcase breather tube
Solids/liquids drain back into the
crankcase through a tube connecting
the breather to the top of the rear-gear
housing
 Crankcase Breather Tube

Crankcase Breather Tube

 Same as used on current
increased displacement B series
product
 Connects the rocker lever cover
to the rear gear housing
Has an internal oil separator/drain
tube (1)
 Rocker Lever Housing

The Housing
The housing is between the cylinder
head and the rocker cover
 Pass through connectors (2 for the 4 cyl
& 3 for the 6 cyl) engine supply voltage
and a ground source for the fuel injector
solenoids.
Sealed to the cylinder head with a
molded gasket.
Cam
Followers/Tappets
Overview
 Tappets and Push Rods

Tappets are the same as

previous ISB, ISBe, & QSB
common rail product
Sliding tappet
Push Rods are the same as
previous ISB, ISBe, & QSB
common rail product
Fuel System Group
 Fuel System Specifications

 Maximum Fuel Inlet Restriction 15 in-Hg [50.7 kPa] (Gear Pump Only)

Fuel Rail Pressure 3626 to 23,206 psi [250 to 1600 bar]

Maximum pressure drop across the fuel filter (pressure-side filter) 29

psi [200 kPa] (Gear Pump Only)

Maximum Fuel Drain Line Restriction 2.7 psi [19 kPa]

Maximum Fuel Inlet Temperature 158° F [70°C]

 Suction-Side Filer 25 Micron

 Pressure-Side Fuel Filter 5 Micron

 Fuel System General Information
WARNING
The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel.
Do not loosen any fittings while the engine is running. Wait at least 10 minutes after
shutting down the engine before loosening any fittings in the high-pressure fuel
system to allow pressure to decrease to a lower level.

WARNING
Fuel is flammable. Keep all cigarettes, flames, pilot lights, arcing equipment, and
switches out of the work area and areas sharing ventilation to reduce the possibility
of severe personal injury or death when working on the fuel system.

WARNING
Do not vent the fuel system on a hot engine; this can cause fuel to spill onto a hot
exhaust manifold, which can cause a fire.

NOTE: It is not necessary to vent air from the high pressure fuel system before
starting the engine. Cranking the engine will help prime the fuel system.
 Fuel System Cleanliness During
Repairs Is Very Important
 Clean all fuel system fittings,
lines, and components before
disassembly.
 Make sure that no dirt or debris
enters the fuel system
components to prevent the
passing of contaminants to the
high pressure fuel rail and
injectors.
 Small amounts of dirt and
debris can cause a malfunction of
these components.
Why Fuel System Clean Care Really
Does Matter
Fuel Pump

 The fuel pump pressure is

1600 bar.
 As with ISB & QSB CM850,
there are 2 different
mounting locations available
for high-pressure fuel pumps.
The pump may be mounted
in a high or low position.
 Fuel Pump Actuator
 As was recently introduced for
QSB CM850, the fuel pump
actuator is a serviceable part.
 Troubleshooting procedures
will be updated to reflect when
the fuel pump actuator should
be replaced vs the entire fuel
pump assembly
 Fuel Heater (Optional)

 The fuel heater is not controlled by the

electronic control module (ECM). A
bimetallic strip acts as a thermostat.

 Mounted at the priming pump filter head.

The fuel heater will turn on below
approximately 2°C [35.6°F] and turn
off above approximately 24°C [75°F].
Fuel Lift Pump

 ISDe CM2150 engines do not

utilize an electric motor driven
lift pump.
 The OEM installed hand
priming pump is used to prime
the fuel system. It can be
remote or mounted on the
engine.
 During normal engine
operation, the gear pump
mounted on the fuel pump will
draw fuel from the OEM fuel
tank
Injectors and Fuel
Lines Group
Low Pressure Fuel Lines

 Quick connect fuel lines are

utilized on the low pressure
side of the fuel system.
 Fuel supply line connecting
the fuel pump outlet to the
fuel filter head inlet.
 Fuel supply line connecting
the fuel filter head outlet to
the fuel pump inlet.
Fuel Drain Lines

 1) Fuel drain connection from the fuel injection pump.

 2) Fuel drain line from the fuel rail pressure relief valve.
 3) Fuel drain line from the injector drain port at the back of
the cylinder head.
 Fuel Manifold

 No fuel return manifold as found

on other Cummins HPCR engines
 The OEM drain line will attach at
fuel pump drain connection.
 To aid in separating fuel system
drain flows, quick disconnect
fittings have been added
 Critical fuel drain flows for
troubleshooting include
– Fuel Pressure Relief Valve
– Injector Drain
– Fuel Pump Drain
 Fuel Filter Head / Bracket

 The fuel filter head and bracket

are separate pieces.
 The bracket mounts to the intake
manifold cover
 The filter head mounts to the filter
bracket
 Fuel Filter (Pressure side)

 The on engine fuel filter (5 um) is

pressurized by the gear mounted
on the fuel pump.
 Unlike ISBe which was pressurized
by the electric lift pump
 Can be mounted on engine or
chassis
 Cummins Inc. recommends NOT
pre-filling the secondary fuel filter
– Reduces the chance of
introducing unfiltered fuel/debris
into the fuel system
 Fuel Filter (Suction side)

 The priming pump fuel filter (25 um)

and water separator is on the suction
side of the fuel system.
 Requires an extension harness to
connect the water in fuel (WIF) sensor
 Can be pre-filled
 Priming
 Pump the primer handle until resistance
is felt and the handle cannot be pumped
anymore (approximately 140 to150
strokes for dry filters, or 20 to 60 strokes
for pre-filled filter).
 Lock the manual priming pump handle.
 Crank engine. If the engine does not
start after 30 seconds, turn key to OFF
position.
 Pump the priming pump again,
repeating the previous steps until engine
starts
Fuel Rail Supply Line

 High pressure fuel from

the high pressure pump
to the fuel rail.
 On 4 cylinder engines
the pressure side fuel
filter/bracket must be
removed to access the
top fitting on the fuel rail
supply line
Fuel Rail

 The fuel rail contains high pressure

fuel from the fuel pump.
 New laser welded rail in comparison
with ISB CM850 or ISBe
 The fuel pressure relief valve is a
cartridge located at the front end of
the fuel rail, Fuel pressure relief
valve
1) Fuel pressure relief valve drain
2) High pressure fuel supply fitting from
fuel pump
3) Mounting bracket (s)
4) High pressure injector supply fitting
(s)
5) Fuel pressure sensor
Fuel Injector

 The injector is manufactured by

Bosch
 The injector retainer is part of
the fuel injector
 The injector sealing washer is a
flat brass seal
Cummins High
Pressure Common
Rail

Injector Theory of Operation

• Injector Solenoid is not
energized. The solenoid
spring forces the +
solenoid in the closed
position
-
• Equal fuel pressure is
exerted on both the
plunger (1) and
shoulder area (2) of the
needle
• The greater surface
area of the plunger (2) 1
results in more hydraulic
advantage keeping the
injector in the closed
position
2
• When the ECM
requires fuel for a
cylinder a voltage is +
driven to the injector
solenoid
-
• This creates an
electromagnetic force
that is greater than
the force of the spring
•This forces the
solenoids metal core
to move upward
• As the solenoid lifts Fuel from the
a leak path is opened leak path drains
in the fuel injector through a
passage in the
cylinder head
• The leak results in
the shoulder of the
injector needle now +
seeing a greater
hydraulic force than
-
the plunger (due to
the leak path)
• This allows the
needle to lift from the
closed position
• Fuel is then injected
into the cylinder
through the nozzles
• When fuel is no longer
needed the injector
solenoid is de-energized +
by the ECM
• The electromagnetic -
force is removed
allowing the spring to
force the solenoid to the
closed position
• When the solenoid is
in the closed position
the leak path is
removed
• With the leak path
removed the greater
surface area of the
plunger causes the
plunger/needle to reseat
and end fuel injection
• Equal fuel pressure
is again sent to both
the plunger (1) and +
shoulder of the
needle (2)
-
• The greater surface
area of the plunger (1)
results in more
hydraulic force
keeping the injector in
the closed position
until the ECM 1
determines fueling is
again needed

2
• Fuel System
cleanliness is very
important for High +
Pressure Common Rail
Systems
-
• Contaminants can
lodge in the small
passages in the injector
preventing critical flows
• If the contaminate
particle lodges in the
passage to the plunger
area
•The result is the injector
will remain in the open
position and cause
engine damage due to
uncontrolled fueling of
the cylinder
 Fuel Injector / Connector
 The high-pressure connector and injector
must be replaced if failure is observed
 The high-pressure connector should be
replaced anytime the injector is replaced
 Be sure not to over torque the connector
retaining nut. Over torquing the retaining
nut may cause the connector to rotate
out of the connector retaining slot.
High Pressure Connector
High Pressure Supply Lines

Designed to withstand the 1600

bar fuel pressure and pulsations

Important to follow the installation

procedure in the manual to
prevent fuel line failure

If a leak is suspected never use

your hand to find the leak … use
paper or cardboard
 Fuel Injector Supply Lines
Injector supply lines designed
for the 1600 Bar fuel rail
pressure
 No isolators or external
supports
 Injector supply line torque
value is critical

 A crow's foot and socket

extension may be required
to remove and install the
fuel line fitting to the fuel
connector.
 Anytime a high pressure
injector supply line is
removed from the engine,
the fuel connector nut at the
cylinder head must be re-
torqued.
 High Pressure Common Rail

CYL
Head
Fuel Rail
ISB CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return Fuel
Return

Fuel
Return
Fuel
Hand Primer Pump Return
Fuel Out

Primary
Filter
Fuel Tank
Fuel Gear
H.P. Fuel Pump Pump
 Using The New Tools

Three return flows

 Injector Return
 High Pressure Pump Return
 High Pressure Relief valve Return

Isolating the flows with the allows us to determine which component is

has excessive leakage. Excessive leakage can cause:
 Hard or no start conditions
 Low power with fault codes indicating low rail pressure

Unlike previous ISB engines there is no manifold. The new tools allow the
leakage readings to be taken (same concept … different method)
 High Pressure Common Rail

CYL
Head
Fuel Rail
ISB CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return

Hand Primer Pump

Fuel Out
Primary

HP Pump

HP Relief

Injector
Filter

Return

Return
Return
Fuel Tank
Fuel Gear
H.P. Fuel Pump Pump
 High Pressure Common Rail

CYL
Head
Fuel Rail
ISB CM2150 Pressure
Block
Engine Relief Valve Off Injectors
Tool

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return

Hand Primer Pump

Fuel Out
Primary

Injector
Filter

Return
Fuel Tank
Fuel Gear
H.P. Fuel Pump Pump
Lubrication Oil
System Group
 Lubricating Oil System Specifications
 Minimum Allowed Oil Pressure –
 Low Idle 10 PSI (69kPa)
 At Rated 30 PSI (207kPa)
 Oil-regulating valve-opening pressure range 65-75 PSI
(448-517kPa)
 Oil Filter differential pressure to open bypass 50 PSI
(345kPa)
 Lubricating Oil Filter Capacity 1 qt (0.95 liters)
Specifications Continued …

 Oil Pressure:
- Low idle (minimum allowed) 69 kPa [10 psi]
- At rated (minimum allowed) 207 kPa [30 psi]
 Oil-regulating valve-opening pressure range 448 kPa [65 psi]
to 517 kPa [75 psi]
 Oil filter differential pressure to open bypass 345 kPa [50 psi]
 Lubricating Oil Filter Capacity 0.95 liters [1 qt]
 Maximum Oil Temperature: 138°C [280°F]
 System Oil Capacities

4.5 liters [275 C.I.D.] Engines (Suspended Oil Pan)

- Pan only 11 liters [11.6 qt]
- Total system 13 liters [13.7 qt]
4.5 liters [275 C.I.D.] Engines (Aluminum Oil Pan)
- Pan only 13 liters [13.7 qt]
- Total system 15 liters [15.9 qt]
4.5 liters [275 C.I.D.] Engines (High Capacity Oil Pan)
- Pan only 16 liters [16.9 qt]
- Total system 18 liters [19.0 qt]
6.7 liters [409 C.I.D] Engines (Standard Oil Pan)
- Pan only 14.2 liters [15.0 qt]
- Total System 16.7 liters [17.6 qt]
6.7 liters [409 C.I.D] Engines (Suspended Oil Pan)
- Pan only 17.2 liters [18.5 qt]
- Total System 19.7 liters [20.8 qt]
6.7 liters [409 C.I.D] Engines (High Capacity Oil Pan)
- Pan only 23.9 liters [25.3 qt]
- Total System 26.4 liters [27.9 qt]
Lubricating Oil

CUMMINS recommend to use of CH4 15W-40 or

upper class.
 Lubricating Oil Cooler and Cover

 7 plate oil cooler

 Cover common with other

Cummins oil coolers

 Bypass valve – cold

weather start up conditions

 Pressure Regulator

 Dump to Sump Design

Lubricating Oil Pump
 The pump mounts to a bore machined into
the cylinder block

 Gear type pump

 Driven off the front gear of the crankshaft

Lubricating Oil Filter and Dipstick

Same lubricating oil filter as

ISB CM850

Dipstick will be application

dependant
 Lubricating Oil Suction Tube

As with ISBe, the lubricating oil

suction tube is a formed steel tube
with a castor iron mount at the
cylinder block

The mounting of the lubricating oil

suction tube will vary with the type
lubricating oil pan used
Front Sump
Rear Sump
Cooling System
Group
 Cooling System Specifications

Coolant Capacity (Engine Only)

 2.2 gallons [8.5 liters]
 2.6 gallons [10 liters]

Thermostat Modulation Range

 190 to 207° F [88 to 97° C]

Minimum Recommended operating Temperature

 160° F [71° C]
Front Engine Accessory Drive

Same general layout as ISBe

engines

Water pump pulley driven by

the smooth side of the belt
Fan Belt Tensioner

 Provides automatic tension

of the water pump and
accessory drive belt

 In most applications the

tensioner also changes the
angle of the belt to increase
belt “wrap” on a drive pulley
 Thermostat

Thermostat with increased flow

capability
190 F Nominal Rating
Water Pump

 Belt driven by the engine

crankshaft

 External weep hole to

indicate seal leakage

 The Volute, or rear portion of

the pump is integral to the
cylinder block
 Coolant Heater

Two coolant heater options are

available
Threaded coolant heater
Located adjacent to the oil
cooler
Flange mounted coolant heater
Located in the last large cup
plug hole at the rear of the
engine on the exhaust side
Air Intake System
 Specifications

 Maximum Intake Restriction (clean air filter element) 254 mm H2O [10 in
H2O]
 Maximum Intake Restriction (dirty air filter element) 635 mm H2O [25 in
H2O]
 Charge Air Cooler Temperature Differential: - Minimum Differential (Intake
manifold - Ambient air temperature) 21°C [38°F]
 Maximum Charge Air Cooler Pressure Difference 20.6 kPa [3 psi]
Turbocharger

 Holset Turbo
 Wastegated
 Similar to many other
Cummins applications
 Fixed Housings (Cannot be
rotated in field for Service)
Exhaust System
Exhaust System Specifications

Maximum Back Pressure form piping and silencer

combined 3 in Hg [76 mm Hg]

Exhaust Pipe Size (inside diameter) 3 in [76 mm]

Exhaust Manifold

Single Piece Manifold on 4

Cylinder Engines

Two Piece manifold on 6 Cylinder

Engines

Optional Turbocharger Mounting

Locations

Exhaust Capscrews mounted with

spacers to increase bolt “stretch”
and eliminate exhaust leaks
Compressed Air
System
 Air Compressor

Low mount and High mount air compressor options will be

available
 Air Compressor Mounting
Gasket

The air compressor oil supply port was

relocated to the left side of the top mounting
stud

There are two types of accessory drive

cover gaskets:
Three round oil supply passages and one
elongated oil supply passage
Four round oil supply passages.
Engine Testing
 INSITE Operations

 Cylinder Cutout Test

 Cylinder Performance Test
 Fuel System Leakage Test
 Setup for Dynamometer
 Electronic Actuator Installation and Calibration Test
ISDe CM2150 electronic
system diagnose and
troubleshooting
 New ECM/sensors

ISDe uses a new cm2150c ECM.

4 PINS POWER CONNECTOR

OEM Connector and the engine connector are the same, both are
60 pins connectors.

Intake Manifold Temperature/Pressure sensor

A combination of Pressure and temperature sensor

Engine sensors
 ISDe engine sensors

Engine coolant temperature sensor

Engine oil pressure switch
Engine crankshaft position/speed sensor
Engine camshaft speed/position sensor
Engine Fuel rail pressure sensor
Barometric pressure sensor
Intake manifold temperature/pressure combination sensors
Electronic accelerator pedal（OEM supply）
Water in fuel sensor（ OEM supply ）
Engine coolant level sensor（ OEM supply ）
VSS vehicle speed sensor（ OEM supply ）
Engine coolant temperature
sensor
 double-wires sensor

 The engine coolant

temperature sensor is located
on the thermostat housing.
Engine oil pressure switch

 located on the front gear cover

Measure the pressure in the oil rifle.

 pay attention to apply sealant to the

install face of the front gear cover.
otherwise, the switch port will be
blocked
Engine crankshaft position/speed
sensor
 located on the front gear cover

reading crankshaft position

information from crankshaft speed
indicator ring

 mainly used to determine engine

speed

Spare sensor of engine position.

 pay attention to avoid damaging to

speed indicator ring
Engine camshaft speed/position sensor

 located on the front gear cover

 mainly used to determine engine

position

 backup sensor of engine speed.

 reading position signal from position

indicator ring installed at the end of
the camshaft
Engine Fuel rail pressure sensor

 located in the fuel rail.

 monitor the fuel pressure in the fuel

rail.
Barometric pressure sensor

 located on the top of ECM

 used for turbocharger over-

speed protection at high
altitude condition
Intake manifold temperature/pressure
combination sensors

located in the air intake horn

 monitor the air temperature

in the intake manifold

 monitor the air pressure in

the intake manifold
OEM传感器
 OEM sensors

Electronic accelerator pedal（OEM supply）

Water in fuel sensor（ OEM supply ）

Engine coolant level sensor（ OEM supply ）

VSS vehicle speed sensor（ OEM supply ）

Water in fuel sensor

 check if water in the OEM

supplied suction fuel filter
 accelerator pedal

A new accelerator pedal is used in the

engine with CM2150

The new accelerator pedal is double

position sensors accelerator pedal

Without idle active switch

New fault diagnose method with a new

accelerator pedal
Engine coolant level sensor
demand for coolant level sensor
• A new 3-pins coolant level sensor
• OEM supply and connect

 VSS vehicle speed sensor

commonly, used Hall Effect sensors or Variable reluctance sensors.
Reading vehicle speed information from the transmission.
CM2150 ECM
 CM2150 ECM

ISDe uses a new cm2150c ECM.

60 pins engine harness connector
60 pins OEM connector
4 pins OEM power connector

engine
connector

OEM 4 pins OEM power

connector connector
actuator
Electronic fuel control actuator

 The only replaceable device in

fuel pump

Normal open device

Drivenby Pulse Width Modulated

(PWM) signal from ECM

Controlthe amount of fuel into

the pumping chambers
Fuel Injector

BOSCH supply

Electro-magnetic valves are

driven by ECM
Diagnose
 温度传感器工作

Temperature increase, signal voltage decrease.

Temperature decrease, signal voltage increase.
 Pressure sensor operate theory

pressure increase, signal voltage increase.

pressure decrease, signal voltage decrease.
 7 10 Oil pressure switch
5
0
PSI 5.00 VDC

VDC

ECM
Voltage range of sensor operation

5.0V
Out of high range
4.75V
Fault code ,out
of high range

Correct range

0.25V Fault code , out

of low range
Out of low range
0.0 V
 What is “fault code state change”？

“fault code state change”is make a “reverse” fault code, in order to

determine if the sensor、harness or ECM is fault.

Understand ”fault code state change”, fault diagnose become easy,

like disconnecting sensors or pulling out harness from ECM.
 Temperature sensors Diagnose
connect a conductor from return wire
to signal wire, so that the pressure
sensor occur a low voltage fault code
because of excess out of range 。
 Pressure sensor Diagnose

connect a conductor from +5v supply wire to signal wire, so

that the pressure sensor occur a high voltage fault code
because of excess out of range（except for pressures
supplied by bosch)
use the appropriate test lead, change the fault
code states
use the appropriate test lead, change the fault
code states
ISLe CM2150 Engine
Introduction
 ISLe CM2150 Ratings

Peak Torque
Model BHP Governed RPM
Nm@RPM
Truck Ratings
ISLe+ 375 1550 @ 1400 2100

ISLe+ 350 1550 @ 1400 2100

ISLe+ 340 1425 @ 1200 2100

ISLe+ 325 1425 @ 1200 2100
ISLe+ 310 1200 @ 1200 2100
ISLe+ 300 1250 @ 1100 2100
ISLe+ 290 1050 @ 1200 2100
ISLe+ 280 1060 @ 1100 2100
Transit Bus
ISLe+300B 1250 @ 1100 2100
ISLe+290B 1050 @ 1200 2100
ISLe+280B 1060 @ 1100 2100
General Engine Specifications

Firing Order............................................................................1-5-3-6-2-4
Crankshaft Rotation (viewed from front of engine).................Clockwise
Displacement.................................................................8.9 liters [540 in 3]
Bore and Stroke............................114 mm [4.49 in] x 144.5 mm [5.69 in]
Dry Weight.......................................................................706 kg [1555 lb]
Wet Weight......................................................................738 kg [1625 lb]

Overhead Adjustment

Intake Valve Adjustment...........................................0.305 mm [0.012 in]

Exhaust Valve Adjustment........................................0.559 mm [0.022 in]
Engine Brake Adjustment..........................................2.286 mm [0.090 in]
Cylinder Block Group
Common Components with QSL CM850
Cylinder Block
Bearings, Main and Rod
Camshaft
Camshaft Bushings
Camshaft Gear
Connecting Rod
Crankshaft
Crankshaft Seals (Front and Rear)
Cylinder Liners
Gear Cover
Gear Housing
Piston Cooling Nozzle
Piston Pin
 Connecting Rod Bearings

Lower Upper
 Connecting Rod Bearings

ISL connecting rod

bearings are labeled for
correct orientation.
‘UPR’ = Upper Bearing
Shell
 Fracture Split Connecting Rod

 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
Camshaft, Camshaft Bushings, & Camshaft
Gear

 The ISLe CM2150 engines

are Front Gear Train designs.
 The gears are all helical cut
for quiet operation.
 A timing mark is used to
align the camshaft and
crankshaft gears
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
Gear Cover & Gear Housing

 The gear housing contains

the engines gear train

Lube Oil Pump

Camshaft Idler Gear
Camshaft Gear

 The gear housing cover is a

laminated stamped-steel
design (reduces gear noise)
Piston Cooling Nozzle

 All ratings of the ISLe

CM2150 engine use J-Jet
piston cooling nozzles.
 The Nozzles are held in
place by a shouldered cap
screw.
 Oil is supplied by a
dedicated rifle
 Must be removed before
removing pistons
Crankshaft

Forged-steel, full-fillet hardened, and integrally balanced

Crankshaft Seals (Front and Rear)
Drive gear at front (camshaft, lube pump, & HP fuel pump)
Tone wheel at rear (for engine speed & position)
Thrust is 180° coverage in the upper #4 main bearing position
 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
targets.
Cylinder Liners

 The ISLe CM2150 engines have

replaceable “wet” cylinder liners.
 The design is referred to as a ”Mid-
Stop” design
 The mid-stop is used to locate the
liner in the cylinder block.
 A press fit between the liner and
block aligns the liner in the block bore
 An O-ring is used for coolant sealing
at the mid-stop area.
 Piston and Piston Rings

Pistons are similar to other

C and L series products,
but:
New bowl shape ISLe due to new
emissions
Two piece articulated piston
Piston rings are currently
used on other engines as
well
Top and oil control ring same as
ISC and ISL CM850
Middle ring same as Marine
QSC8.3 (rectangular ring)
Cylinder Head Group
Common Components with QSL CM850
Crossheads
Valves, Intake and Exhaust
Valve Guides
Valve Stem Seals (Intake)
Crossheads

 Crossheads are used on

these engines
 The cross head allows the
rocker lever to depress two
valves at a time
Valves, Intake and Exhaust

 Four Valve per cylinder design

 Exhaust valves have a “dimple” to aid in
identification.
 Four valve design allows for center placement of
the fuel injector for lower noise
 Cylinder Head and Gasket

Similar to QSC/QSL CM850

product, but with different intake
swirl
Some ratings will require moly
material cylinder head, others will be
grey iron
 Head Gasket is very similar to
QSC/QSL CM850
 Valve Stem Seals

The same seal will be used on the

intake as the exhaust
Intake valve stem seal (black in
color) will be used on all valves

Running change has already

occurred on QSC & QSL CM850
engines
Rocker Levers Group
 Rocker Levers

Rocker Levers, Intake and Exhaust

Pedestal Mounted
“E” or elephant foot design
Cross drillings supply lube oil to crosshead,
valves, and push tubes
 Valve Train

 Many valve train components have changing slightly from the

CM554 (CAPS) products due to the increased cylinder pressure.
 Most changes are very minor geometry changes that cannot be
distinguished by sight.
ISC & ISL CM2150
Crankcase Breather
System
 Valve Cover Breather
New valve cover mounted crankcase breather for 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

Draft Tube
Oil Drain Tube
Cam
Followers/Tappets
Overview
Common Components with
QSC/QSL CM850 Industrial
Engines Push Rods
Roller Tappets
Tappet guide pin is now
threaded into the block rather
than pressed into the block
 Large Tappet Design

CM554 Product Tappet Large Tappet

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

Improved
roller/pocke
t clearance

At least
50%
reduction in
assembly
stress
Decrease in 19 %
sensitivity increase in Center stress
to pin/roller torque avail 277ksi with
friction to turn roller brake push tube
loads and 0.090”
lash
Fuel System &
Injectors and Fuel
Lines Group
High Pressure 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.
 Design is simple and easier to service.
 Lower chance of a single failure leaving a customer stranded (example: Rotor
Seizure, or ICV Failure).
 Repair costs are lower; it is not necessary to replace the entire system.
 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.
High Pressure Common Rail vs CAPS
 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
Common Components from CM850 to CM2150
Lift Pump
ECM Cooling Plate
Fuel System Cleanliness During Repairs Is
Very Important
 Clean all fuel system fittings,
lines, and components before
disassembly
 Make sure that no dirt or debris
enters the fuel system
components to prevent the
passing of contaminants to the
high pressure fuel rail and
injectors
 Small amounts of dirt and debris
can cause a malfunction of these
components!
 Fuel Pump
 Similar to CM850, but designed to
operate at higher pressures
ISC/L CM2150 fuel system can
operate up to 2100 bar as
opposed to 1800 bar for CM850
system
Installation, removal, and
troubleshooting of fuel pump is
same as CM850
– However, hydraulic (allowable
leakage to drain) specifications
are different (higher)
Modules are available for repair to
avoid replacing whole fuel pump
 Fuel Filters

 New fuel filters are

required for the CM2150
engines
 The main difference is
that the new filters
contain seals that are
compatible with ULSF
diesel fuel
New suction side, water
separating filter is
FS1065
New pressure side filter
is FF5632
 Fuel Inlet Restriction
 Fuel inlet restriction is measured
at the gear pump & OEM
connections
 Measuring fuel inlet restriction still
requires a 0.043” diagnostic
orifice to be installed on the
pressure side fuel filter outlet
 Fuel Supply Lines (Low Pressure)

 Similar to CM850 product, but

with slight changes in the
routing to clear the ECM and
other components
 Injector

 New injector for ISC and ISL CM2150

 Made by Cummins
 Remember to replace the high pressure
connector each time the injector is
replaced
 The intake connection needs to be
removed in order to replace the #3
injector
 New hydraulic specifications for
troubleshooting (allowable injector drain
leakage)
 New injector design flows very little
fuel to the drain as compared to
CM850 product
Cummins High
Pressure Common
Rail

Injector Theory of Operation

• Injector Solenoid is not
energized. The solenoid
spring forces the +
solenoid in the closed
position
-
• Equal fuel pressure is
exerted on both the
plunger (1) and
shoulder area (2) of the
needle
• The greater surface
area of the plunger (2) 1
results in more hydraulic
advantage keeping the
injector in the closed
position
2
• When the ECM
requires fuel for a
cylinder a voltage is +
driven to the injector
solenoid
-
• This creates an
electromagnetic force
that is greater than
the force of the spring
•This forces the
solenoids metal core
to move upward
• As the solenoid lifts Fuel from the
a leak path is opened leak path drains
in the fuel injector through a
passage in the
cylinder head
• The leak results in
the shoulder of the
injector needle now +
seeing a greater
hydraulic force than
-
the plunger (due to
the leak path)
• This allows the
needle to lift from the
closed position
• Fuel is then injected
into the cylinder
through the nozzles
• When fuel is no longer
needed the injector
solenoid is de-energized +
by the ECM
• The electromagnetic -
force is removed
allowing the spring to
force the solenoid to the
closed position
• When the solenoid is
in the closed position
the leak path is
removed
• With the leak path
removed the greater
surface area of the
plunger causes the
plunger/needle to reseat
and end fuel injection
• Equal fuel pressure
is again sent to both
the plunger (1) and +
shoulder of the
needle (2)
-
• The greater surface
area of the plunger (1)
results in more
hydraulic force
keeping the injector in
the closed position
until the ECM 1
determines fueling is
again needed

2
• Fuel System cleanliness is
very important for High
Pressure Common Rail +
Systems
• Contaminants can lodge in -
the small passages in the
injector preventing critical
flows
• If the contaminate particle
lodges in the passage to the
plunger area, the result is
the injector will remain in the
open position
• With the injector stuck in
the open position, engine
damage can occur due to
uncontrolled fueling of the
cylinder
 Injector Supply Lines (High Pressure)

 New high pressure injector supply lines due to higher system

pressures and changes needed to route lines around engine
components
 Critical that correct assembly sequence is followed to prevent
failure Procedure 006-051
 Assembly torques are different from previous product due to
larger fittings and higher pressures
 Fuel Rail

 New rail design due to higher fuel

system pressures and relocation
of fuel pressure relief valve
 Fuel rail has also been moved
closer to the cylinder head to
improve OEM clearance
 Critical to follow same installation
process as high pressure fuel
supply lines
 New service tool required for
blocking off fuel lines to isolate
injectors
High Pressure Fuel Pump

- Component Identification
- Theory of Operation
 Pump Assembly Details:

Pump Sub-Assemblies

Cam Housing
Assembly

Fuel Adapter
Pump Head Assembly
Assembly

There are four sub assemblies in the pump:

Gear Pump
1. The lower housing assembly Assembly
2. The gear pump assembly
3. The pump head assembly
4. The fuel adapter assembly.
 High Pressure Pump Head FUEL PUMP Fuel Pump Actuator Housing

Fuel Pump Actuator

High Pressure Outlet Gear Pump Inlet

Fitting

Cam Housing

Gear Pump Outlet

Fuel Gear Pump
Fuel Pump Head Details
 Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Return Spring

Pump cam

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.
 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.
 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.
 Pump head flow passages

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.
 Fuel Pump Actuator

E - HPP Inlet Fuel D – Fuel Pump

Actuator Output side
C - Drain Port for
Leakage and Trapped
Air

B - Air Bleed & Fuel Pump

Actuator & high pressure
A - Fuel Input
head leakage
 Fuel Pump Actuator

Normally Open Device

Driven by PWM signal

The Fuel Pump Actuator 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.
 Gear Pump.

The gear pump delivers fuel from the fuel supply to the high pressure pump.

It is coupled to the high pressure pump driveshaft. The gear pump driveshaft rotates at
the same speed as the high pressure pump, which is one half of engine speed.
 Design Features

Pressure side
Pressure Regulator

Suction side

Teflon Lip Seals

The gear pump driveshaft is double sealed to keep the fuel in the 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 gear pump limits the pressure in the low pressure pump during
normal operation.
 Fuel Pressure Relief Valve

 Updated to handle the higher

pressures of the ISLe CM2150
fuel system
Opens at approximately 2000
bar
Regulates to approximately
850 bar
Fuel Pressure Relief Valve
Normal Operation
Fuel Pressure Relief Valve
Fuel Pressure Relief Valve
Fuel System
Operation Overview
& Diagnostics
 ISLe HPCR Fuel System

Injectors

Rail Pressure
H.P. Fuel Sensor
Pump

Fuel
Rail

Electronic Fuel
Control
Actuator

L.P. Fuel
Gear
Pump ECM
 High Pressure Common Rail

CYL
Head
Fuel Rail
ISLe CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter
Fuel
Return

Fuel Return
Fuel
Manifold
Return
Electric Priming Pump Fuel
& ECM Cooling Plate Return
Fuel Out

Primary Fuel Tank

Fuel Gear Filter
H.P. Fuel Pump Pump
 High Pressure Common Rail

CYL
Head
Fuel Rail
ISLe CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter

Fuel Return Manifold

HP Pump

HP Relief
Return

Return

Injector
Return
Electric Priming Pump
& ECM Cooling Plate

Primary
Fuel Gear Filter Fuel Tank
H.P. Fuel Pump Pump
 High Pressure Common Rail

CYL
Head
Fuel Rail
ISLe CM2150 Pressure
Block
Engine Relief Valve Off Injectors
Tool

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return

Example of Injector Return with

#6 Injector Isolated from flow –
We only see return flow for

Injector
Return
Injectors #1 through # 5
Electric Priming Pump
& ECM Cooling Plate

Primary
Fuel Gear Filter Fuel Tank
H.P. Fuel Pump Pump
Priming the Fuel
System
 Fuel System Priming

 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.
 Fuel System Priming continued …

 The suction side fuel filter (10 micron) may be pre-filled

 The pressure side fuel filter (3 micron) must never be pre-filled
Pre-filling this filter (even with fuel you believe is clean) can cause fuel system
and potentially catastrophic engine damage.
Lubrication Oil
System Group
 Lubrication System Specifications

Oil Pressure
At Low Idle (minimum allowable)....................69 kPa [10 psi]
At Rated Speed (minimum allowable)....................207 kPa [30 psi]

Regulated Oil Pressure....................517 kPa [75 psi] Lubricating Oil Filter

Capacity....................3.78 liters [4 qt]

Oil Pan Capacity, Low to High

Standard Oil Pan....................18.9 to 22.7 liters [20 to 24 qt]
Standard Oil Pan with Block Stiffener Plate...19.9 to 23.7 liters [21 to 25 qt]

Total System Capacity (Oil Pan and New Oil Filter)

Standard Oil Pan....................26.5 liters [28 qt]
Standard Oil Pan with Block Stiffener plate....................27.4 liters [29 qt]
Lubricating Oil Cooler

Oil cooler housing is cast into the

exhaust side of the cylinder block

Cooling is achieved through a

series of plates stacked in the
housing

Cooler receives coolest possible

coolant from the water pump

ESN is etched into the top of the

housing
 Piston Cooling Nozzle

Piston cooling nozzle geometry has changed slightly to provide better

cooling.
Piston cooling nozzle is no longer a banjo style bolt.
A capscrew now holds the piston cooling nozzle for added strength.

ISL CM554 ISLe CM2150

Lubricating Oil Filter

 ISLe CM2150 engines use

the LF9009

 Same filter as the QSC and

QSL CM850 engines

 Provides primary and by-

pass filtration in one filter
Lubricating Oil Filter Head, Bypass Valve,
and High Pressure Relief Valve

 Oil filter head has diagnostic

ports available
 System is a dump to sump
for excess oil pressure
 Bypass valve allows oil to
by-pass the filter and cooler
during start up in extreme cold
conditions
Lubricating Oil Pan

 Front, rear, or mid sump

options

 Multiple oil capacities

available

 Stamped steel
Lubricating Oil Pump

 Driven off the crankshaft

gear

 Mounts into a volute

cast/machined into the cylinder
block
Lubricating Oil Suction Tube

 Mounted below the cylinder

block to the inlet of the lube oil
pump cavity

 Allows for multiple pan

configurations
 Lubricating Oil Specifications

Cummins Engineering American Petroleum

International
Standard Classification Institute Classification Comments
Classifications
(CES) (API)
API CD API CE API CG- OBSOLETE. DO NOT
ACEA E-1
4/SH USE.
Minimum acceptable oil
ACEA E-2 ACEA E-3
CES-20075 API CF-4/SG classification for midrange
JAMA DH-1
engines.
Acceptable oil
CES-20071 CES-20076 API CH-4/SJ API CH-4 Global DHD-1 classification for midrange
engines.
Similar in performance to
CES-20071 but validated
CES-20072 CES-20077 API CH-4 ACEA E-5 Global DHD-1 under European test
standards. Excellent oil for
midrange engines.
Excellent oil for midrange
CES-20078 API CI-4/SK API CI-4
engines.
Cooling System
Group
 Cooling System Specifications

Coolant Capacity (engine only).........................11.1 liters [11.7 qt]

Standard Modulating Thermostat Range 82 to 93°C [180 -
200°F]

Minimum Recommended Pressure Cap....................48 kPa [7 psi]

Minimum Fill Rate (without low-level alarm)....19 liters/min [5 gpm]

Maximum Deaeration Time............................................25 minutes

Maximum Top Tank Coolant Temperature................107°C
[225°F]

Winter-fronts - Automotive Only

Air Passage Area.................................................774 cm2 [120 in2]
Common Components With QSC/L CM850
Coolant Filter and Head
Coolant Heater
Belt Tensioner Design
Many customer specific options will carry over
from ISC/L CM554
Thermostat

 180° F Nominal Rating

 Located in the top of the
cylinder block
 Cylinder head must be properly
vented to de-aerate the cooling
system
 Engine cannot be operated
without the thermostat in place
or coolant will bypass the
radiator and re-circulate through
the block
 Water Pump

Water pump is the same as

used on QSC8.3 and QSL9
industrial engines
Mounting location
Weep hole feature
Air Intake System
Air Intake Connection

New 3 piece air intake connection.

Grid heaters are now above the intake cover
Grid Heater Operation

 Two Element Design

 Voltage supplied by OEM installed relays
 OEM relays are controlled by the CM2150 ECM
 Pre-Heat Cycle
 Post-Heat Cycle
 Does not operate during engine cranking
 Relays can be tested using INSITE
Turbocharger

 Holset Supplied
Altitude Compensating
 Waste-gated design
Provides additional boost
pressure at lower RPM
Bearing housing is pressure
lubricated and cooled with
engine oil
Turbocharger Operation

The turbocharger uses exhaust gas energy to turn

the turbine wheel. The turbine wheel drives the
compressor impeller that provides pressurized air to
the engine for combustion. The additional air
provided by the turbocharger allows more fuel to be
injected to increase the power output from the engine.
Turbo Continued …

The turbine, compressor wheels, and shaft are supported by

two rotating bearings in the bearing housing. Passages in the
bearing housing direct filtered, pressurized engine oil to the
shaft bearings and thrust bearings. The oil is used to lubricate
and cool the rotating components. Oil then drains from the
bearing housing to the engine sump, through the oil drain line.
An adequate supply of good, filtered oil is very important to the
life of the turbocharger. Make sure that a high-quality oil is
used and that it and the oil filter are changed according to
maintenance recommendations.
Turbo Continued …

 Wastegated turbochargers are used to optimize performance.

The wastegated design allows maximum boost to be
developed quickly while making sure that the turbocharger
does not overspeed at higher engine rpm's.
 Wastegate operation is controlled by an actuator that senses
compressor pressure and balances it against a preset spring
load. The wastegate valve is located in the turbine inlet
passage. When open, it diverts a portion of the exhaust gas
away from the turbine wheel, thereby controlling the shaft
speed and boost.
Exhaust System
 Exhaust Manifold

 Two-piece manifold design

Spacers are used on the mounting cap screws
 The spacers allow additional stretch of the bolts so
torque is maintained to eliminate exhaust leaks at the
cylinder head
Engine Testing
INSITE Operations

 Cylinder cutout
test
 Cylinder
performance test
 Fuel system
leakage test
 Setup for
dynamometer
 Intake Air Heater
Relay Test
Vehicle Braking
Engine Braking Options

Engine Compression Brake option

Controlled by the ECM, but must be supported
by OEM wiring (see wiring diagram)
Braking can be 0, 3, or all 6 cylinders
Publications
 ISLe CM2150 Service Publications
New manuals are being created for the ISLe CM2150
Service Manual – 4021630
Operation and Maintenance Manual – 4021632
Owner’s Manual – 4021663
Wiring Diagram – 4021626
Electronic Control System Troubleshooting & Repair Manual – 4021570
Fleetguard Filter Part Numbers

Water-separating Filter FS1003

Fuel Filter FF5488 (Pressure Side Filter)
Lubricating Oil Filter LF9009

NOTE: LF9009 must be used. A venturi type filter must be used in order
to benefit from the bypass filtration section of the oil filter. Do not use
LF3000. Engine durability will be reduced by using the wrong
lubricating oil filter.
CM2150 Electronics,
Diagnostics, &
Troubleshooting
Overview
 Same Troubleshooting as 2002

Adjustable features and parameters are the same as

2002, but more J1939 multiplexing than in previous
engine releases.
Base engine sensors – Temperature and pressure
sensor diagnostics have not changed, just added
additional sensors.
Engine position sensors – no changes.
 New ECM/Sensors

ISL ECM changing to CM2150.

4 pin power connector moves to the right side.
OEM connector changes to a 60 pin connector.
Intake manifold pressure/temperature combo sensor.
Pressure and temperature sensors are combined into a
single sensor with a 4 pin connector.
 Sensors & Actuators
 Fuel Pump Actuator
 Coolant Temperature
 Coolant Level
 Fuel Rail Pressure
 Camshaft Position (Engine Position)
 Crankshaft Position (Engine Speed)
 Injector Solenoids
 Oil Pressure
 Intake Manifold Temperature & Pressure
 Barometric Pressure
Fuel Pump Actuator

This is a normally open pulse-

width modulated actuator that
controls the amount of fuel
entering the high pressure fuel
pump assembly.

In the event of an actuator or

harness failure the actuator
fails open – causing the HP
pump to produce maximum
fuel volume & pressure
Coolant Temperature Sensor

Located on the cylinder block

– behind the alternator on the
exhaust side

Two wire sensor

Monitors engine water-jacket

temperature
Fuel Rail Pressure Sensor

The fuel rail pressure sensor is

mounted on the high pressure
fuel rail.

The ECM uses the sensor to

monitor fuel rail pressure
Camshaft (Engine Position)

Located on the back of the front

gear cover and below the high
pressure fuel pumps main
housing

Behind the air compressor (if

equipped)

Used by the ECM to determine

engine position

Is used by the ECM to monitor

engine speed in the event the
camshaft position sensor fails
Crankshaft (Engine Speed)

Is located near the flywheel end

of the engine on the intake side
and above the starter

Used by the ECM to determine

engine speed

Reads an internal tone wheel

mounted on the crankshaft

Is used by the ECM to determine

engine position in the event of a
camshaft sensor failure
Injector Solenoids

Driven in pairs by the ECM

Loss of one driver will result in

the loss of fuel injection to two
cylinders

Driver #1 for cylinders 1 & 2

Driver #2 for cylinders 3 & 4
Driver #3 for cylinders 5 & 6

Not polarity dependant

Oil Pressure

The engine oil pressure sensor is

located on the intake side of the
engine behind the pressure side
fuel filter

Takes a pressure reading directly

from the main oil rifle of the
engine

Readings for both pressure and

the sensor voltage can be
monitored with INSITE
Intake Pressure & Temperature
Combination Sensor
Four wire sensor located on
the intake manifold cover next
to the air inlet connection

Monitors intake manifold

pressure and temperature

Used in air/fuel mixture control

Barometric Pressure

Three wire sensor

Located on the intake manifold

cover next to the intake manifold
pressure/temperature sensor

Used by the ECM for

turbocharger protection

De-rate for low ambient air

pressure
 Temperature Sensor Operation

As temperature increases, the signal voltage decreases.

As temperature decreases, the signal voltage increases.
 Pressure Sensor Operation

As pressure increases, the signal voltage increases.

As pressure decreases, the signal voltage decreases.
Sensor Voltage Range Operation

5.0V
Out-of-Range High
4.75V
Out-of-Range
High Fault Code

Normal Sensor
Operating Range
0.25V Out-of-Range
Low Fault Code
Out-of-Range Low
0.0 V
 What is ‘Fault Code State Change’?

‘Fault Code State Change’ is the process of

creating the ‘opposite’ fault code to troubleshoot
sensors, harnesses, and ECM’s.

Understanding the ‘fault code state change’ logic

can make troubleshooting as easy as disconnecting
a sensor or unplugging the engine harness from the
ECM.
Temperature Sensor Diagnostics

Jumper the signal wire to the

return wire to create an out-
of-range low fault code on
temperature sensors.
 Pressure Sensor Diagnostics

Jumper the 5 volt supply to the

signal wire to create an out-of-range
high fault code on pressure sensors.
Using Test Leads to Change the Fault
Code State
Using Test Leads to Change the Fault
Code State
 CM2150 ECM

The ISLe CM2150 uses a new ECM

New ECM model, CM2150
OEM connector is now 60 pins
instead of 50 pins
4 pin power supply is on the right
instead of the left (CM850)
 OEM Electronic Components

CM2150 engines require a

new accelerator pedal
The new accelerator pedals are
a dual position sensor throttle
pedal
No idle validation switch
New troubleshooting for new
pedal as well
A coolant level sensor is
required
New 3 pin coolant level sensor
OEM supplied and wired
Water-In-Fuel Sensor
Installed in the Suction Side
Fuel filter (10 micron)
 Throttle Voltages
WOT #2
100% 2.06 v
Sensor #1
Sensor #2
0.56 v Starting WOT
% of Throttle (Open)

Voltage Voltage,
4.20 v

Sensor # 1, Starting
At 1.25 Volts

0
0 Volts 5 Volts
Hall Effect Type Circuit
Potentiometer Type
Circuit
Types of Sensors/Throttles

Potentiometer Type (old) Hall Effect Type (new)

Pot w/IVD Type Sensor
Fault Codes for Hall Effect
Throttles
FC 1241 Sensor Circuit #2 low Voltage

FC 1239 Sensor Circuit #2 Hi Voltage

FC132 Sensor Circuit #1 low Voltage

FC 131 Sensor Circuit #1 Hi Voltage

FC 1242 Sensor Circuit Erratic Voltage

Fault Code “Shop Talk”