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Service Bulletin
ISB High-Pressure Common Rail Fuel System Engine
Overview
The ISB High Pressure Common Rail engine is designed to meet the
EPA exhaust emissions requirements for October 2002. This engine
replaces the current ISB engine for future North America on-highway
truck, fire truck, RV, bus, and walk-in van applications. Hardware
improvements include a high pressure common rail fuel system, rear
gear train, cooled EGR, and a new ECM architecture.
Engine Ratings
Service Bulletin Number Date4021385 01-SEP-2002
Design Application Market ApplicationAutomotive All
ISB High Pressure Common Rails Series Engines (U.S. EPA/CARB
Emissions
Engine Horsepower (hp)
Kilowatts (kW)
RPM Horsepower
Peak Torque
RPM Peak Torque
Nm ft-lb
ISB High Pressure Common Rail (Wastegated Turbocharger
185 137 2400 569 420 1600
200 149 2300 630 465 1600
200 149 2300 705 520 1600
215 160 2300 705 520 1600
230 171 2400 705 520 1600
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General Information
Electronic Service Tool
INSITE is the Cummins computer-based electronic service tool for
this engine. INSITE version 6.2 or later is required for this
engine. It will be capable of performing the following
functions:
O Read fault codes. O Monitor and log engine operating
parameters. O Adjust features and parameters. O Update engine
calibrations. O Run diagnostic tests. O Manage work orders. O View
trip information.
Cummins Distributors provide security activation for INSITE.
Different levels of functionality are available, depending on the
needs of users.
Engine Braking
The exhaust valve springs and valve train have capabilities for
exhaust brake operation up to 60 psi [4.3 bar] with a wastegate
turbocharger only. No external exhaust brakes are allowed with
variable geometry chargers; the variable geometry turbocharger
provides integrated engine braking. No Cummins-supplied exhaust
brakes are planned at launch.
The following illustrations show the locations of the major
external engine components, filters, and other service and
maintenance points. Some external components will be at different
locations for different engine models.
The illustrations are only a reference to show a typical
engine.
ISB High Pressure Common Rail (Variable Geometry
Turbocharger
245 182 2300 894 660 1600
260 193 2500 746 550 1900
260 193 2300 894 660 1600
275 205 2500 894 660 1600
300 223 2700 894 660 1600
300 223 2500 894 660 1600
This six-cylinder engine has a displacement of 5.9 liters [360
C.I.D.]. The bore is 102 mm [4.02 in] and the stroke is 120 mm
[4.72]. The firing order is 1-5-3-6-2-4.
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1. Exhaust pressure sensor 2. Rail pressure relief valve 3. Fuel
rail 4. Intake manifold pressure sensor 5. Intake temperature
sensor 6. Electronic fuel control actuator 7. Bosch fuel pump 8.
Air compressor 9. Flywheel housing
10. Oil pressure switch 11. Fuel filter 12. Fuel inlet to
cooling plate 13. Oil pan drain plug 14. Barometric pressure sensor
15. Engine speed sensor (crankshaft) 16. Electronic Control Module
(ECM) 17. Engine speed sensor (camshaft) 18. Air intake inlet
Intake Side
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19. EGR temperature sensor 20. Fuel heater 21. Rail pressure
sensor.
1. Fan drive 2. EGR differential pressure sensor 3. EGR
temperature sensor 4. Air inlet 5. Fuel heater 6. Fuel lift pump 7.
Fuel filter 8. Water-in-fuel sensor 9. ECM
10. Engine speed sensor (camshaft) 11. Engine speed sensor
(crankshaft) 12. Vibration damper 13. Fan or power takeoff (PTO)
drive flange mounting 14. Starter 15. Coolant inlet 16. Belt
tensioner 17. Water pump 18. Freon compressor 19. Alternator 20.
Coolant outlet 21. Coolant temperature sensor.
Front
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1. Breather tube (valve cover to gear housing) 2. EGR cooler 3.
EGR valve 4. Air outlet from turbocharger 5. Turbocharger exhaust
outlet 6. Flywheel housing 7. Flywheel 8. Gear housing 9. Crankcase
breather
10. Fuel out (return to tank) 11. Coolant connection for
compressor 12. Fuel return line.
Rear
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1. Exhaust pressure sensor 2. Coolant outlet 3. Alternator 4.
Exhaust manifold 5. Oil filter 6. Coolant outlet 7. Oil pan drain
plug 8. Turbocharger position sensor 9. Turbocharger actuator
10. Turbocharger compressor inlet 11. Compressor inlet
temperature sensor 12. Turbocharger speed sensor 13. Turbocharger
exhaust outlet 14. Starter 15. Flywheel housing 16. Gear housing
17. EGR cooler 18. EGR valve 19. EGR actuator.
Exhaust Side
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1. EGR valve 2. EGR cooler 3. Starter 4. Breather tube (valve
cover to gear housing) 5. Compressor cooling connection 6.
High-pressure fuel lines 7. Intake temperature sensor 8. Fuel rail
9. Intake manifold pressure sensor
10. Rail pressure relief valve 11. Fuel rail pressure sensor 12.
EGR temperature sensor 13. EGR differential pressure sensor 14.
Tone wheel 15. Vibration damper 16. Oil fill cap 17. Coolant
temperature sensor 18. Coolant outlet 19. Alternator 20. Oil
filter.
Top
Section 01
Block
The block is a new design based on the ISB e Series Engines. The
new block does not have a tappet cover. It contains drillings for
both traditional
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B Series saddle jets and directed piston cooling nozzles. Only
one type of piston cooling will exist on a specific engine while
the other style will be plugged. Because the engine is a rear gear
train design, all the required drillings for mounting the gear
housing are located at the rear of the block.
The optional coolant heater uses one of the large cup plugs on
the exhaust side of the engine. An optional coolant heater uses one
of the large cup plugs on the exhaust side of the engine. An
optional coolant heater will be available. The location of the
heater depends on turbocharger configuration. The heater will
either be a threaded design and located near the oil filter head or
it will install a cup plug near the rear of the block. For the cup
plug-style heater, the block has two mounting bosses for
attachment.
Block Stiffener
The engine is equipped with a block stiffener plate that is
located on the bottom deck of the engine block. The stiffener plate
is held in place with several capscrews around its perimeter. The
stiffener provides additional support to the lower portion of the
block.
Camshaft Gear
The new camshaft gear is bolted to the rear end of the camshaft.
A locating pin on the camshaft aligns with a slot cut in the
camshaft gear for proper valve train timing. A tone wheel is bolted
on the front end of the camshaft inside the front gear cover.
Engine speed and position is calculated using a sensor mounted in
the front gear cover; this is the secondary (backup) speed
sensor.
Crankshaft
The crankshaft is a new design that has a gear
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located at the front and rear of the engine. The front gear is
used to drive the oil lubrication pump only and is replaceable. The
rear gear is not replaceable because it is captured by the flywheel
mounting ring; the flywheel mounting is not removable. If any
damage occurs to the rear crankshaft gear or the flywheel mounting
ring, the crankshaft must be replaced.
Directed Piston Cooling Nozzles
Engines with ratings higher than 230 horsepower will be equipped
with J-jet directed piston cooling nozzles. These are similar to
the ISL and ISM piston cooling nozzles. A non-captured, fluted
capscrew holds these in place and acts as the oil path from the
dedicated oil rifle to the nozzles. These nozzles must be removed
prior to piston and rod removal to prevent damage to the directed
cooling nozzle. In engines with ratings of 230 horsepower and
lower, traditional B Series saddle piston cooling nozzles are used.
The directed cooling nozzle oil rifle holes are plugged with a
short 10-mm [0.394-in] diameter capscrew.
Fracture-Split Connecting Rods
The connecting rod design continues to be an angle-split rod;
however, the surface between the connecting rod and the cap is no
longer machined. A process known as fractured splitting detaches
the connecting rod cap from the connecting rod. The cap is
separated utilizing a high-momentum force, resulting in a unique
surface on every connecting rod cap. The surface of the connecting
rod and cap must be protected against damage; the cap and rod must
be assembled before performing any cleaning. Any damage to the
fractured surface will result in an improper torque on the
connecting rod capscrews. When replacing the connecting rods,
replace with the same part number (or superseding part number) of
the rod that was removed.
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Gear Train
To reduce engine noise, the gear train is located at the rear of
the engine. The gear train uses a straight-cut spur gear design for
the crankshaft, camshaft, fuel pump, and accessory drive (air
compressor and/or hydraulic pump) gears. There are no idler gears.
The front of the engine continues to have a gear train for driving
the lubricating oil pump and is also a straight-cut spur gear
design. Access to the rear gear train is obtained by removing the
flywheel housing, which also acts as the rear gear cover. The gear
housing serves as the mounting location for the high-pressure fuel
pump and accessory components.
Crankshaft Speed Indicator Ring
The tone wheel is located at the front of the engine and is
mounted externally, directly behind the vibration damper. The belt
drive pulley is integral to the tone wheel. A pin pressed into the
crankshaft nose aligns the tone wheel for proper timing. The
vibration damper capscrews pass through both the damper and tone
wheel and are threaded into the crankshaft.
Section 02
Cylinder Head Capscrews
The cylinder head capscrews are all the same length. The
capscrews are nominally 130 mm [5.12 in] in length. A 6-cylinder
engine utilizes 26 cylinder head capscrews. A plastic length gauge,
Part Number 3164057, is available for measuring the capscrew for
reuse.
Head Gasket
The cylinder head gasket is a multi-layer steel gasket that is
graded to two different thicknesses. To maintain proper cylinder
pressure when replacing the gasket, make sure the new gasket is the
same part number as the one being replaced.
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Section 05
Alternatively, consult the Troubleshooting and Repair Manual for
instructions on how to measure for the proper gasket. Because the
gasket is graded, graded pistons are no longer used.
Section 03
Crankcase Breather System
The crankcase breather system utilizes a baffle in the valve
cover. The crankcase gases and accumulated oil exit the valve cover
via two lines. The larger line is for the crankcase gases and the
smaller line is for the oil that accumulates in the valve cover
baffle. The oil is drained back to the oil pan through the engine
block. The crankcase gas flows through a cavity in the gear housing
and flywheel housing and exits through a hole in the flywheel
housing on the fuel pump side of the engine to a traditional road
draft tube.
The rocker housing is attached to the cylinder head with three
mounting capscrews.
Rocker Housing
A rocker housing is incorporated into the engine to allow a
pass-through location for the injector wiring harness. The valve
cover is mounted to the housing by capscrews. The upper gasket is
incorporated into the valve cover.
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The fuel system is a Bosch High Pressure Common Rail design. The
fuel system consists of the following components:
ECM (engine control module) cooling plate (10) Electric lift
pump (15) Cummins-supplied fuel filter (8) Electronic fuel control
actuator (5) High-pressure fuel pump with integrated gear pump (3)
Fuel rail (1) Fuel rail pressure sensor (14) High-pressure fuel
connectors (11) Fuel injectors (18).
The fuel system is a Robert Bosch high-pressure common rail
electronically controlled fuel system. The high-pressure common
rail system consists of four main components: fuel pump gear pump,
high-pressure pump, fuel rail, and injectors. The high-pressure
pump supplies high-pressure fuel to the fuel rail independent of
engine speed. The high-pressure fuel is then accumulated in the
fuel rail. High-pressure fuel is constantly supplied to the
injectors by the
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. Personal injury and property damage can
result. 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.
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fuel rail. The electronic control module (ECM) controls the
fueling and timing of the engine by actuating the injectors.
Fuel enters the system from the original equipment
manufacturer's connection on the bottom for the engines. While the
fuel flows through the ECM cooling plate, it cools the electronics
that are contained inside the ECM. The fuel leaves the ECM cooling
plate and passes through an electric lift pump. Fuel then flows
through the fuel filter and into the high-pressure fuel pump. Fuel
flows to the gear pump via drillings within the pump before
entering the high-pressure portion of the pump.
The fuel then enters the high-pressure pump. The low-pressure
fuel is then supplied to the electronic fuel control actuator. The
electronic fuel control actuator is an electronically controlled
solenoid valve. The ECM controls the amount of fuel that enters the
high-pressure pumping chambers by opening and closing the
electronic fuel control actuator based on a demanded fuel pressure.
The pressure sensor on the fuel rail provides the actual fuel
pressure measurement. When the actuator is open, the maximum amount
of fuel is being supplied to the high-pressure pump. When the
actuator is partially closed, any fuel that does not enter the
high-pressure pump is directed to the fuel return overflow valve.
The fuel return overflow valve regulates the amount of fuel used
for lubrication of the fuel pump (which returns to the fuel tank)
and returns excess fuel to the gear pump inlet.
The fuel that enters the high-pressure pump is pressurized
between 250 and 1600 bar [3626 to23,206 psi], by three radial
pumping chambers. The pressurized fuel is then supplied to the fuel
rail.
Section 06
Injectors and Fuel Lines, Overview
General Information
High-pressure common rail fuel systems use solenoid-actuated
injectors. High-pressure fuel flows into the side of the injector.
When the solenoid is activated, an internal needle lifts and fuel
in injected. The clearances in the nozzle bore are extremely small
and any dirt or contaminants will cause the injector to stick. This
is why it is important to clean around all fuel connections before
servicing the fuel system. Also, cap or cover any open fuel
connections before a fuel system repair is performed.
High-pressure fuel is supplied to the injector from the fuel
rail by an injector supply line and a fuel connector. The fuel
connector pushes against the injector body when the fuel connector
nut is tightened. The injector supply line is then
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The fuel filter contains a 7-micron particle filter (Cummins
Part Number 3955905, Fleetguard Part Number FS19596). It performs
water stripping and contains an integrated water-in-fuel sensor. A
fault code will log if the water-in-fuel sensor is disconnected.
The fuel flows from the electric lift pump to the fuel filter
inlet. Fuel flows from the filter to the inlet of the high-pressure
fuel pump. A 300-micron or better pre-filter is required to be
mounted between the original
connected to the fuel connector.
The torque on this fuel connector and the injector supply lines
is critical. If the nut or line is under-tightened, the surfaces
will not seal and a high-pressure fuel leak will result. If the nut
is overtightened, the connector and injector will deform and cause
a high-pressure fuel leak. This leak will be inside the head and
will not be visible. The result will be a fault code, low power, or
no start.
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.
All injectors feed into a common return circuit contained within
the cylinder head. Any excess fuel is returned to the tank via this
drilling in the cylinder head and return line attached to the rear
of the cylinder head. A back-pressure valve is located on the back
of the cylinder head where the drain line attaches.
The ECM controls the fueling and timing of the engine by
actuating the solenoids on the injector. An electronic pulse is
sent to the solenoids to lift the needle and start the injection
event. By electronically controlling the injectors, there is a more
precise and accurate control of fueling quantity and timing. Also,
multiple injection events can be achieved by electronically
controlling the injectors.
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engine manufacturer (OEM) fuel tank and the electric lift pump.
This pre-filter is supplied by theOEM and is located within the OEM
fuel plumbing.
For customer locations with very poor fuel quality, a two-filter
package may be required. This package consists of a 10-micron fuel
filter with water stripping (Cummins Part Number 3406889,
Fleetguard Part Number FS1003), which is mounted in the OEM fuel
plumbing. The standard 7-micron on-engine filter is replaced with a
3-micron filter (Cummins Part Number 3959612, Fleetguard Part
Number FF5321) that does not have water-stripping capabilities.
An optional +12-VDC or +24-VDC fuel heater may be installed
between the fuel filter and the fuel filter head.
Section 10
Turbocharger
Engine ratings of 230 hp and lower utilize a Holset HX35W
wastegated turbocharger. The wastegate is pneumatically controlled
by intake manifold pressure. The wategates are factory-calibrated
and are not adjustable in the field.
Engine ratings greater than 230 hp use a Holset HY35V variable
geometry turbocharger. An electronic actuator with closed loop
position feedback, controls the variable geometry turbocharger. The
electronic actuator and the turbocharger bearing housing are
water-cooled.
Variable geometry turbochargers are electronically controlled by
the ECM and utilize a
Section 07
Lubricating Oil Filter
The lubricating oil filter is a full-flow spin-on element and is
the same design as the previous ISB filter (Fleetguard Part Number
LF3729). The filter uses 1-1/8-16 thread size.
Oil Pan
The oil pan is a 15-quart stamped steel design. A standard
paper-style mounting gasket is used.
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turbocharger speed sensor, a 103.2 mm [4.06 in] diameter full
marmon outlet, and a water cooled bearing housing.
Intake Air Heater
The intake air heater is mounted at the inlet to the intake
manifold. The heater is designed to operate at either +12 VDC or
+24 VDC depending on how it is wired. Both systems require a
OEM-supplied relay. Unlike previous ISB engines, the ECM provides
only one driver for cycling the grid heater on and off instead of
cycling between two grid heater elements. Intake air heaters are
included on all engines.
The air handling system on engines with EGR consists of the
following:
O Air cleaner O Intake air piping O Turbocharger O Charge air
piping O Charge air cooler O Exhaust manifold O Intake air heater O
Exhaust gas recirculation.
Air is drawn through the air cleaner into the compressor side of
the turbocharger. It is then forced through the charge air cooler
piping to the charge air cooler, mixed with EGR gas, through the
intake air heater, and into the intake manifold. From the intake
manifold, air is forced into the cylinders and used for
combustion.
Section 11
Exhaust Gas Recirculation (EGR) Components
Cooled exhaust gas is used to meet the October 2002
Environmental Protection Agency (EPA) emissions requirements. The
major components of the EGR system are the EGR valve, the EGR
cooler, the flow measurement device, and the inlet mixer.
The water-cooled EGR valve opens into the exhaust manifold and
controls the amount of recirculated exhaust gas which flows into
the intake. An electronic actuator with closed-loop position
feedback controls the lift of the EGR valve.
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At the exit of the EGR valve is a flexible bellows. The bellows
takes up thermal expansion in the tube that flow exhaust gas from
the exit of the EGR valve to the inlet of the EGR cooler.
The EGR cooler is mounted above the exhaust manifold and uses
engine coolant to lower the temperature of the recirculated exhaust
gas. The EGR cooler is self-regenerating and requires no regular
maintenance.
After the EGR cooler exit, a connection tube leads to the intake
side of the engine.
An inlet mixing device is used to be sure that complete mixing
of recirculated exhaust gas and intake air is located upstream of
the intake manifold.
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Section 12
Compressed Air System and Accessory Drives
A Cummins/Wabco 15.2 CFM single cylinder air compressor is
provided as an option. The air compressor is located on the fuel
pump side of the rear gear housing. The high-mount location is the
most common. The high-mount air compressor is always turbocharged
and can produce a maximum accessory drive torque of 81 Nm [60
ft-lb].
A low-mount location is also available. In a turbocharged
configuration, the maximum accessory drive torque is 81 Nm [60
ft-lb]. For naturally-aspirated configuration, the maximum
accessory drive torque is 143 Nm [105 ft-lb] with an 11-tooth
spline and 157 Nm [116 ft-lb] with a 13-tooth spline.
The accessory drive for the air compressor runs at a 1:1 ratio
with the crankshaft and moves clockwise in rotation when viewed
from the front of the engine. This direction of rotation is
opposite to that of previous B/ISB products.
The air compressor must be timed to engine position. Refer to
Section 12 of the Troubleshooting and Repair Manual for more
information.
The compressor is marked for timing location.
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Sensors
Several new sensors have been added to monitor and control the
new fuel system and the exhaust gas recirculation system. The
following is a list of sensors on the engine:
O Coolant temperature sensor O Intake manifold temperature
sensor O Intake manifold pressure sensor O Primary engine
speed/position (crankshaft) sensor O Secondary engine
speed/position (camshaft) sensor O Fuel pressure sensor O Oil
pressure switch O Water-in-fuel sensor O Barometric air (ambient)
pressure sensor O Turbocharger speed sensor O Turbocharger
compressor inlet temperature sensor O Variable geometry
turbocharger position sensor O EGR valve position sensor
Section 19
Electronic Control Module (ECM)
The electronic control module (ECM) controls all engine
operations and is fuel-cooled by a cooling plate. The CM850 module
on this engine processes all sensor inputs and sends commands to,
performs calculations for, and monitors the following:
O Fueling and timing O Turbo boost pressure O Exhaust gas
recirculation flow O Operator interface data communications O
Auxiliary systems control O Market-specific features.
The CM850 incorporates a 60-pin engine harness connector and two
OEM connectors, a 50-pin OEM harness connector and two OEM
connectors, one 50-pin OEM harness connector and a 4-pin power
connector to supply unswitched battery power to the module. The ECM
power connector must be directly connected to the vehicle batteries
to meet the supply voltage requirements.
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O Exhaust pressure sensor O EGR differential pressure sensor O
EGR temperature sensor.
Wiring Harness
The wiring harness is a molded polyurethane design and includes
an on-engine J1939 datalink connection located immediately to the
left of the engine control module. The harness contains connectors
supplied from Framatome, Deutsch, Packard, Weatherpack, AMP, and
Bosch. Replacement parts can be found in the wire repair kit for
this engine.
New Mechanical Tools
ECM Bench Calibration Cable (Part Number 3164185)
The ECM bench calibration cable is used to calibrate the CM850
electronic control module (ECM) without installing it on an engine.
This tool is used with the ECM bench calibration base harness (Part
Number 3163151), electrical power supply (Part Number 3164446),
INLINE adapter kit (Part Number 3163099), or INLINE II adapter kit
(Part Number 3163682).
Engine Controller Harness (Part Number 3164242)
The engine controller harness is used with the portable handheld
electronic controller (Part Number 3163890). It is used to start
and control engine speed and replaces the throttle pedal, driver
interface panel, and fault code monitoring circuits. The engine
controller has a datalink provision to connect to an electronic
service tool to monitor engine operation and fault codes.
INLINE Datalink Adapter Power Supply Harness (Part Number
3164653)
This harness connects between the ECM and the OEM ECM power
supply harness. The cable contains a 2-pin break-out cable to
provide power to any INLINE datalink adapter.
Fuel Connector Remover (Part Number 3164025)
The fuel connector remover is used to remove the injector fuel
supply connector from the cylinder head. Refer to Service Tool
Instruction, Bulletin 3377866.
Fuel Return Tester - Injectors and Fuel Pump (Part Number
3164618)
This tool is used to divert return fuel flow from either the
injectors or the fuel pump. The return flow is measured to check
for proper component operation. Refer to the Troubleshooting and
Repair Manual for this engine for more details.
Fuel Return Tester - Fuel Rail Pressure Relief Valve (Part
Number 3164617)
This tool is used to divert return fuel flow from the fuel rail
pressure relief valve. The return flow is measured to check for
proper component operation. Refer to the Troubleshooting and Repair
Manual for this engine for more details.
Lift Pump Performance Tester (Part Number 3164621)
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This tool connects to a Compuchek diagnostic fitting on the
inlet to the fuel filter. It is used to measure flow from the lift
pump through an 0.043-inch orifice without the engine running.
Referto the Troubleshooting and Repair Manual for this engine for
more details.
Fuel Blocking Tool - Fuel Rail to Injector (Part Number
3164625)
This tool is used to block fuel flow at the fuel rail to an
injector. This will determine which cylinder is causing high
injector return flow by process of elimination.
Crankshaft Front Seal Service Kit (Part Number 3164659)
The crankshaft front seal service kit is used to remove and
install the crankshaft front seal. Refer to Service Tool
Instruction, Bulletin 3377875.
Crankshaft Rear Seal Service Kit (Part Number 3164660)
The crankshaft rear seal service kit is used to remove and
install the crankshaft rear seal. Refer to Service Tool
Instruction, Bulletin 3377876.
Valve Steam Seal Installer (Part Number 3164055)
The valve stem seal installer is used to install valve stem
seals on all four-valve ISB engines. The tool is used with the
intake and exhaust valves positioned in the cylinder head. Refer to
Service Tool Instruction, Bulletin 3377881.
Wiring Harness Repair Kit (Part Number 3164573)
The wiring harness repair kit is used to make repairs to the
engine wiring harness. The kit contains all connectors and wire
leads necessary for harness repair.
Cylinder Head Capscrew Length Gauge (Part Number 3164057)
The cylinder head capscrew length gauge is used to check the
cylinder head capscrew length for stretching beyond the point of
reuse.
Sealant (Part Number 3164070)
This silicon RTV sealant is used for the joints between the rear
gear housing and the block, thefront cover and the block, the
intake manifold and the cylinder head, and the joint between the
flywheel housing and the rear gear train.
Additional Service Literature
The following publications can be purchased by contacting the
nearest local distributor.
Bulletin Title of Publication
4021271 Troubleshooting and Repair Manual, ISB e and ISB (Common
Rail Fuel System)
4021337 Troubleshooting and Repair Manual, CM850 Electronic
Control System, ISB
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Last Modified:20-Sep-2002
Feedback / Help
Copyright2000-2009Cummins Inc.All rights reserved.
Engines
3666483 ISB with CM850 Engine Control Module Wiring Diagram
3379000 Air for Your Engine Bulletin
3379001 Fuel for Cummins Engine Bulletin
3387266 Cold Weather Operation Bulletin
3666132 Cummins Coolant Requirements and Maintenance
Bulletin
4021355 Owner's Manual - ISB e and ISB (Common Rail Fuel System)
Series Engines
3666496 Operation and Maintenance Manual - Current ISB e and ISB
(Quick Serve On-line)