Application

Engineering
Bulletin
Subject This AEB is for the following applications:
ISX15 2010 Mechanical Technical
Package Automotive Industrial Marine

G-Drive Genset

Filtration Emissions Solution

Date: November 12, 2012 Refer to AEB 9.01 for Safety Practices, AEB Number 10.171
Guidelines and Procedures

Engine Models included: ISX15 2010

Owner: Don Herlitz Approver: per Procedure VPI-GAE-0001 Page 1 of 12

This AEB supersedes AEB 10.171

dated January 27, 2012

Purpose

The ISX15 2010 engine is designed to meet the U.S. Environmental Protection Agency (EPA) and Air
Resources Board (ARB) heavy-duty on-highway emission standards effective January, 2010. This engine
replaces the ISX07 in all markets that require compliance to U.S. EPA or ARB emission requirements. The
configuration number for the ISX15 2010 engine is:

D103009BX03 15L 400 hp – 600 hp 1450 lb-ft – 2050 lb-ft

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Introduction and Overview

The ISX15 2010 engine utilizes cooled Exhaust Gas Recirculation (EGR), Cummins High Pressure Injection
(XPI) fuel system and a variable geometry turbocharger (VGT) similar to what is used on the ISX07. A
Cummins particulate filter (DPF) exhaust aftertreatment system is required to meet the mandated emission
standards. In addition, a Cummins supplied SCR Catalyst system and an OEM supplied Diesel Exhaust Fluid
(DEF) Tank system will be required to meet the mandated emissions standards.

It is a requirement that the “Installation Quality Assurance (IQA) Procedure” (AEB 20.12) is followed for each
new ISX15 2010 vehicle application to insure that this application meets or exceeds Cummins’ and the OEM’s
installation requirements. This process is in concurrence with the Installation Quality Assurance (IQA) Standard
Work. The Beta Installation Model #4953845 is available on the ISX15 2010 GCE homepage.

Refer to the ISX15 2010 Global Customer Engineering (GCE) Homepage for the latest rating, performance
curves and datasheets, installation and option models, option conversion matrix, and associated Application
Engineering Bulletins (AEBs). These documents will be published as available.

Engine driveby noise level is expected to be similar to the ISX07. The OEM is responsible for driveby noise
compliance and should verify performance. Cummins will provide noise sound level in accordance with SAE
J1074 with a bare engine at a one meter distance. Reference the ISX15 2010 section of Cummins’ GCE
Homepage for this detailed engine only noise data (to be released).

Discussion
The following detailed discussion is categorized by engine component groups and documents the major design
changes, compared to the ISX07 engine, which may impact engine installations.

Fuel Ratings

Refer to GCE for a current listing of ratings.

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Hardware Changes
The below CAD images illustrate the engine. Items highlighted in yellow are changes for final Production design
level.

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Major changes for the ISX15 2010 engine, in reference to the ISX07, which may impact the engine installation,
are:
 Exhaust aftertreatment system with active Cummins Particulate filter (DPF)
 Engine-mounted aftertreatment fuel doser system
 SCR system with Diesel Exhaust Fluid (DEF) Tank System
 Electronic Variable Geometry Turbocharger (VGT) with smaller compressor inlet size
 New EGR configuration, with exhaust side EGR valve and associated plumbing
 New intake manifold
 New engine ECM (CM2250) with integrated aftertreatment controls
 XPI Fuel System
 New Cummins supplied engine oil fills and dipsticks

Engine Envelope

Exhaust Aftertreatment System

The ISX15 2010 requires an exhaust aftertreatment system to meet the U.S. EPA and ARB emission
requirements. The exhaust aftertreatment system is a Cummins Diesel Particulate Filter (DPF), and a Selective
Catalyst Reduction (SCR) exhaust aftertreatment system, both supplied by Cummins Emissions Solutions. The
DPF and SCR system will be structured into a PE option group, summarized on the GCE web site. There will be
both 12 and 24 volt PE options available.

The total system aftertreatment weight for the DPF and SCR catalyst system, as supplied by Cummins
Emissions Solutions is approximately 118 kg (260 lbs). OEM supplied components such as the DEF tank and
fluid, DEF plumbing, exhaust piping, and mounting systems are not included in this weight.

Cummins has identified a need to track the components of the system which directly affect the emissions output
which are not factory installed by Cummins. See AEB 191.25 “OEM Serialization Requirements”.

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Under extreme operating conditions, the exhaust manifold and turbine inlet temperatures can reach as high as
730 °C (1350 °F). The OEM should consider this temperature limit as components are located near the exhaust
manifold and turbocharger turbine housing. An optional turbocharger mounted heat shield is available.
The exhaust aftertreatment system utilizes a hydrocarbon dosing system installed at the turbocharger exhaust
outlet. This dosing system requires vehicle system air to operate. Refer to the Air System section for details on
the vehicle air requirements.
A graphical representation of the engine aftertreatment system is shown in the diagram below:

Fuel Injection

Diesel
DOC Particulate SCR Catalyst
Filter

DEF Doser
Charge Air Cooler

EGR-Cooler
Common Rail Fuel System

DEF
Level Sensor

DEF Tank

Diesel Particulate Filter

The DPF consists of a diesel oxidation catalyst (DOC) and a catalyzed soot filter (CSF). The DPF for ISX15
2010 is similar to the DPF used on the ISX07 engine. The DPF is packaged as one unit that will replace the
traditional exhaust system muffler. The ISX15 2010 DPF housings will be offered in various configurations
dependant on vehicle chassis/packaging requirements. Cummins will specify the required DPF component part
numbers on the engine rating datasheet. This part number matrix may be added to the Technical Package. The
same DPF substrate size will be used for all the ISX15 2010 power ratings, and across the entire ISX15 2010
engine family.
The DPF aftertreatment components for the ISX15 2010 engine will weigh approximately 50 kg (110 lb). Actual
weight will be determined by the OEM specific DPF/muffler packaging. OEM component mounting should be
designed to accommodate this additional weight.
The OEM is required to provide a wiring harness to connect the exhaust aftertreatment component to the engine
wiring harness. The exhaust aftertreatment component will include three temperature sensors and one pressure
sensor. Wiring connector details are available in AEB 15.94 “CM2250 Electronic Subsystem Technical Package
- OEM Interfaces”.
The exhaust system plumbing upstream of the exhaust must be 409 stainless steel (SS) or a higher equivalent
grade.
Under certain operating conditions, vehicle exhaust system temperatures will be elevated when compared to the
previous product. Engine speed will increase under some conditions to ensure reliable functioning of the DPF
system. OEM’s should consider these operating conditions in their operator interface and vehicle design.
To ensure robust aftertreatment regeneration under all operating conditions, the OEM is required to meet a
maximum exhaust temperature drop requirement under specified conditions. This requirement will likely drive
insulation of the exhaust downpipe from close coupled catalyst outlet to DPF inlet.
Refer to AEB 21.78 “2010 Automotive Aftertreatment Diesel Particulate Filter (DPF) Installation Requirements”
for complete details.

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Selective Catalytic Reduction (SCR)

The Selective Catalytic Reduction (SCR) aftertreatment system is a key part of the total emission control system
which will be certified to meet the 2010 EPA emissions standard. SCR is a NOx control technique for diesel
engine exhaust. The process involves the injection of diesel exhaust fluid (a nitrogenous compound which
readily decomposes into ammonia) into the exhaust over a catalyst.
New components required for SCR can be seen in the table below. Please see the following documents for
additional details:

AEB 21.79 Automotive and Bus Selective Catalytic Reduction Installation Requirements
AEB 21.81 2010 Automotive and Bus Selective Catalytic Reduction Controls Interface Requirements

Lubrication System
The ISX15 2010 engine utilizes a “dripless” crankcase breather system with a coalescing filter element. This
breather system mounts on the left side of the front gear housing. The system design target is a minimum of a
100,000 mile service life. Consult the service manual for the final service interval. Charge air cooler plumbing
must provide a minimum of 15 mm (0.6 in) outboard service clearance to the breather housing for serviceability.
The element must have clear removal access above, behind, or in front of the housing to allow for cover and
element removal.
No items should be attached to the breather inlet hose or housing since they could compromise the breather
system’s emissions compliance.

The ISX15 2010 requires low ash oil that meets Cummins Engineering Standard CES 20081 (April ‘06). This
low ash oil is the same as that required for the ISX07 engine. This oil is commonly referred to as CJ-4.

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There is no change to the oil filter or oil cooler housing compared to the ISX07 engine. The engine will still utilize
a single Fleetguard LF 9001 filter.

Front and rear sump oil pan options are available with a standard oil pan stud package (same as ISX07). Refer
to AEB 46.05 “ISX15 Oil Pans with Studded Capscrews” for more details.

The typical oil fill is through various oil fill connections interfacing with the front gear housing. Various intake
(LH) side oil fills are available as OEM specified options. An engine block interface is also available on the
exhaust (RH) side of the engine.

Molded plastic handle locking dipsticks are offered on the left side of the engine. The service interface point has
moved to ensure adequate serviceability with the ISX15 2010 EGR System compared to ISX07. Ports on both
the right and left side of the engine are also available for OEM-supplied dipsticks.

The oil pan heater interface is the same as on the ISX07 engine.

Refer to the Option Database, Installation Model, and the Option Conversion Matrix for further details.

Air Intake System

The OEM engine intake interface point is similar to ISX07. The ISX07 IC elbow options are utilized.

A new intake manifold with optimized EGR mixing is standard for the ISX15 2010 engine. This intake has the
same OEM interface point as the ISX07 engine. The Etherstart location is moved from the bottom of the intake
to the top of the intake manifold. Refer to the installation drawing and CAD model for further definition.

As with the ISX07, careful consideration should be given by the OEM to allow for isolation between the engine
and the chassis. The EGR intake mixer moves the OEM intake connection point significantly forward, so
flexibility in the CAC hose system is important.

No electrical air intake heater is required or offered on this product. A M14-1.5 straight thread o-ring (STOR)
port is located on the top of the intake manifold for an optional ether system connection.

Due to a new turbocharger location, the turbocharger compressor air inlet connection is moved outboard with
respect to crank centerline 12 mm (0.5 in) and upward 24 mm (0.9 in).

Turbocharger System

An electronic variable geometry turbocharger (VGT) water-cooled design is utilized.

The OEM exhaust pipe interface remains at the turbocharger exhaust outlet. The outlet is the same full marmon
101.6 mm (4 in) diameter pipe single flare connection as used on the ISX07 OEM exhaust interface at the doser
outlet. See the ISX15 2010 Installation model and Option Database information for further details.

The VGT control valve is electrically-actuated on the ISX15 2010. No OEM plumbing or wiring is required to
support this VGT controller.

Exhaust Brakes and turboconveyors are not permitted to be installed on ISX15 2010. Compression brakes
continue to be available as on ISX07.
Various turbocharger compressor outlet elbows are available to facilitate hot side OEM CAC plumbing. Refer to
GCE IT option information for details.

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Exhaust Gas Recirculation (EGR) System

The ISX15 2010 will utilize an EGR control valve mounted on the right (exhaust side) center of the engine as
compared to the ISX07 position. The system packaging and plumbing can affect OEM components, especially
at the rear of the engine.

The EGR valve body, EGR gas plumbing, and measurement venturi can reach temperatures as high as 260 °C
(500 °F). Heat shields and heat wrap are provided on critical components to minimize the impact to OEM
components. Care should be taken in routing OEM components near these components.

Compressed Air System and Accessory Drives

Cummins-branded (Wabco) 18.7 (cfm) single cylinder and 37.4 (cfm) twin cylinder air compressors continue to
be available as options on the ISX15 2010 engine.

As on the ISX07, the air compressor is mounted on the fuel pump side of the engine on the back side of the
front gear housing. The compressors are equipped with through drive capability for power steering pumps. The
maximum torque off of the rear of the air compressor is documented in the Option Database. Refer to the Option
Database and Installation Model for details around hydraulic pump mounting. New for 2010, both compressors
now have a 1.23:1 drive ratio in the same direction as engine crankshaft.

The air discharge port for the 18.7 compressor is an M27-2 STOR connection. Various air compressor
discharge fitting CD options are available. These are documented in the Option Database and Option
Conversion Chart on the GCE website.

The single cylinder and twin air compressors are offered turbocharged, with intake plumbing supplied by
Cummins. Only Cummins-supplied air compressors are available.

Standard power steering pumps have been evaluated for packaging fit on the ISX15 2010 engine. The OEM
should verify fit of their specific power steering pump and its associated plumbing. For more details, see AEB
20.11 “Automotive and Industrial Installation Requirements – WABCO Air Compressor Systems”.

The engine aftertreatment doser system requires vehicle supplied air. The OEM is required to supply vehicle air
to a M12 STOR port located on the doser control module at the left rear of the engine. Refer to AEB 21.78 for
further details.

Rear Gear/Flywheel Housing System

There are no changes to the flywheel housing and flywheel for the 2010 ISX15 compared to the ISX07.

Cooling System
The engine is available with an optional coolant filter and coolant filtration. Filter options are available and are
compatible with all major coolant brands. Consult the Option Database, your coolant supplier, and AEB 90.47
“Coolant and Coolant Filter Selection for Initial Engine Fill for ISM and ISX” for further details.

All coolants must meet the standards documented in AEB 99.01 “Engine Coolant Performance Specifications.”

The ISX15 2010 engine is fully compatible with Organic Acid coolants.

A remote bypass plumbing option for automatic transmission oil cooling is available. Refer to the Option
Database and AEB 21.52 “Cooling System Heat Transfer (post-2001) – Auto & Bus Installation Requirements”
for further details.

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The ISX15 2010 engine water pump features a dual outlet design and cartridge style replaceable impeller.
Packaging footprint is the same as the ISX07. To remove the cartridge on the engine requires a forward removal
distance of 70 mm (2.8 in).

Due to EGR system driven packaging constraints, a new OEM coolant supply manifold is available on the ISX15
2010 engine. This manifold provides four M-27 OEM supply ports for coolant accessories. See the engine
installation model for OEM connection details.

See the applicable performance curve & datasheet for heat rejection information. As with the 2007 product,
ratings greater than 500 hp use a 230 °F top tank limit and ratings 500 hp and below are limited to 225 °F.

Electronic System
The ISX15 2010 utilizes a new engine control module, the CM2250. The new CM2250 will feature integrated
aftertreatment I/O and controls.

The ISX15 2010 engine is compatible with 12V and 24V electrical systems, specified with a SV option group.

The primary OEM electrical interface is a 60-pin I/O (input/output) connector. An additional 14-pin OEM
electrical interface is located rearward of the engine ECM to provide SCR specific I/O. Individual I/O
assignments on the 60-pin and 14-pin connector are detailed in the Electronic Technical Packages below. A
dedicated M10 electrical ground stud is provided on the fuel pump (LH) side of the engine. Refer to the
Installation drawing on GCE for details.

Controls and features remain largely unchanged for the ISX15 2010 as compared to the ISX07. EPA mandated
Engine Manufacturers Diagnostics (EMD) requirements are satisfied through the Cummins standard service
datalink and diagnostic fault lamps.

On Board Diagnostics

The ISX15 2010 < 450 hp engine will be compliant with ARB On Board Diagnostics (OBD) regulations.

For further details regarding electronic interface and features, refer to the CM2250 Technical Package AEBs:
AEB 15.93 - CM2250 Electronic Subsystem Technical Package - Serial Communications
AEB 15.94 - CM2250 Electronic Subsystem Technical Package - OEM Interfaces (includes wiring
diagram)
AEB 15.95 - CM2250 Electronic Subsystem Technical Package - OEM Components
AEB 15.96 - CM2250 Electronic Subsystem Technical Package - OEM Programming Guide
AEB 15.109 - CM2250 Electronic Subsystem Technical Package - Body Builders Guide
AEB 15.120 - Automotive Load Based Speed Control (LBSC)

OEM Options

The ISX15 2010 engine supports standard pad mounted alternator mounting arrangements for both large frame
and small frame alternators. Alternators are supplied by the OEM.

Delco 39MT-HD with Integrated Magnetic Switch (IMS) starters are available as Cummins-supplied
components. For more details, see the following:
AEB 121.12 “Cummins 39MT-HD Starter”

OEM-supplied components must be compatible with Cummins IQA requirements.

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Engine Mounting
Front engine supports are the same as ISX07. Cummins offers OEM specific front engine support options.
Refer to the Option Database and Option Conversion Matrix for further detail.
The 6 bolt rear engine mounting pads on the flywheel housing are the same as ISX07.
The OEM should evaluate their engine mounting system with the weight of the ISX15 2010 engine. Refer to the
Engine Datasheet for the engine weight.

Engine Braking
An integrated compression engine brake is standard with the ISX15 2010. Brake performance can be controlled
from zero to one hundred percent of total available braking via an OEM supplied switch. Refer to AEB 15.95
“CM2250 Electronic Subsystem Technical Package - OEM Components” for details.

Exhaust brakes are not permitted for use with the ISX15 2010.

Front Engine Accessory Drive (FEAD)

The ISX15 2010 FEAD supports both small frame and large frame pad-mount alternators. Refer to the Option
Database for details to determine alternator mounting bolt lengths (EH options).

In 2010, only the pad-mount Sanden-style refrigerant compressor mounted in the “high” position will be offered.
Refer to the Option Database for details to determine refrigerant compressor mounting bolt lengths.

The current belt drive system has been tested with fan centers from 247 mm (9.7 in) to 514 mm (20.3 in) and is
compatible with fans up to 60 kW (80 hp).

The Dana 1350/1410 FEPTO adapter will continue to be available for 2010. Fan hubs and spacers must be
customer supplied.

Consult Cummins Application Engineering for approval of the specific OEM system.

Belt material is critical to the performance of this fan drive system. If an OEM supplies their own belts, consult
Cummins Application engineering for material and length requirements.

Fuel System
The fuel system is the Cummins High Pressure Injection (XPI) common ail fuel system. A fuel system diagram
is provided in the Appendix.

The fuel filtration system utilizes a Fleetguard FF2200 spin-on filter located on the pressure side of the system.
This filter is provided by Cummins with the engine and must remain the primary means of fuel filtration.

The OEM must supply a remote mounted primary fuel filter. Remote pre-filters with heater are optional. The
primary fuel filter must be rated at 10 micron filtration. A water in fuel sensor is required. Additional detail is
included in the Appendix and in AEB 21.84 “Automotive and Bus Installation Requirements – Fuel Systems –
EPA 2010, 2013 Engines”.

The ISX15 2010 engine will require Ultra Low Sulfur Diesel (ULSD) fuel as described in the 2010 EPA
regulations. This EPA regulation states that the vehicle OEM is required to display permanent readily visible
labels on the dashboard (or instrument panel), and near all fuel fill inlets that states “Use Low-sulfur Diesel Fuel
Only” or “Low-Sulfur Diesel Fuel Only”. As a reference, this regulation is currently found in EPA document 40
CFR 86.007-35(c).

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The vehicle must not use fuel blended with lube oil or any other unapproved additive as contamination of the
CPF system will result.

The new fuel system requires that return fuel returns below fuel level. This is a new requirement for Cummins
HD Automotive engines, but is consistent with medium duty product.

An electric priming pump is provided with this engine. OEM electrical requirements are outlined in the
Electronics Technical Packages. The fuel inlet and return connections are shown in the installation model.

Refer to AEB 21.84 “Automotive and Bus Installation Requirements – Fuel Systems – EPA 2010, 2013 Engines”
and AEB 76.06 “Revised Fuel Tank System Vent Specification for the Signature, ISX and QSX” for further
details.

Change Log
Date Author Description Page(s)
November D. Herlitz Coolant Filter Optional. 8
12, 2012
January 27, D. Herlitz Added reference to AEB 9.01 in header. 1
2012 Changed “Author” to “Owner” and changed name there. 1
Updated Approver number in header. 1
Deleted Fuel Ratings chart, instead refer to GCE. 2
Removed references to Alpha & Beta Engines and updated multiple
the text.
Updated AEB titles. multiple
Removed Overlay references in Appendix. 12
September M Wituszynski Added AEB 191.25 for Aftertreatment Serialization 5
17, 2009 Removed AEB 21.32 8
Changed AEB 15.54 to 15.120 for LBSC 10
May 21, 2009 M Wituszynski Beta Updates All
Apr 7, 2009 M Wituszynski Refer to AEB 21.78 for vehicle supplied air details. 9
Corrected air compressor drive ratio
Added newly released Electronics AEB numbers 6,10
Changed fuel system AEB from 21.33 to 21.84 12
Oct 2, 2008 M Wituszynski Initial release with SCR included All

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Appendix

D ia g r a m - M o n a r c h R e d A lp h a
I n je c to r d r a in b a c k p r e s s u r e r e g u la to r

R a il M DV D r a in M a n ifo ld

P re s s u re s id e filt e r

IM V ECM
HPP C o o lin g P la t e
LPP

S u c tio n s id e f ilte r
S u c tio n
P re s s u re S u p p ly
P rim in g p u m p
H ig h P r e s s u r e
Tank
D ra in O E M M o u n te d

1 /3 1 /0 8 C u m m in s C o n fid e n tia l- R e s t ric te d 3

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