3. Turbocharger lubricating oil supply 4. Turbocharger 5. Turbocharger lubricating oil drain. Lubrication for the Overhead . From cam bushings . Transfer slot . Rocker lever support Rocker lever shaft Rocker lever bore Rocker lever. PAROS Last Modified: 21-Aug-2010 Copyright ©2000-2010 Cummins Inc. Al rights reserved,*agM RAT 008-999 Cooling System - Overview General Information The function of the cooling system is to maintain a specified operating temperature for the engine. Some of the heat generated by the engine is absorbed by the coolant flowing through the passages in the cylinder block and head. Then, heat is removed from the coolant as. it flows through the radiator. Conventionally cooled engines with automatic transmissions typically use oil- to-water transmission torque converter coolers plumbed between the radiator and the engine water pump A torque converter cooling system with a remote bypass allows the torque converter to receive coolant flow when the thermostat is closed (engine cold). Coating System The following publications, available oe through Cummins Distributors or Cummins Dealers, provide cooling system installation recommendations and specifications approved by Cummins Inc.: + Automotive Installation Recommendations (Cooling System), Bulletin 3382413 * Construction, Mining, Logging and Agriculture Installation Recommendations (Cooling System), Bulletin 3382171 + Data Sheets for specific engine models + Operation of Diesel Engines inROOTS 9 YSEIT = UNELVIEW Cold Climates, Bulletin 3379009 + Heavy-Duty Coolant/SCA Maintenance Requirements, Bulletin 3387910. Page < Olt I Open the petcocks at the botiom of the radiator and at the bottom of the oil cooler housing. Remove the lower radiator hose. A 20 liter [4 gal] drain pan will contain the coolant in most applications. When troubleshooting overheating, remember that too much oil in the oil pan can cause additional heat from friction when the rod journals are submerged in oil. Overilling with oil raises the oil temperature that is transferred to the cooling system at the oil cooler. The system is designed to use a specific quantity of coolant. If the coolant level is ow, the engine will run hot. NOTE: The engine or system has a leak if frequent addition of coolant is necessary. find and repair the leak uring operation, entrapped air mixes with the coolant which results in cavitation corrosion and poor heat transfer. Highly areated coolant can cause localized overheating of the cylinder head and block which can result ina cracked head, scored Dlcylinder liner, or blown head gasket Obstructions in the coolant passages will reduce coolant flow, which can lead to overheating. NOTE: The small holes in the head gasket are especially susceptible to plugging. Their size is critical. Do not enlarge the size of the orifices. Doing so will disturb the coolant flow and will not solve an overheating problem. Water will cause rust formation, reducing the flow in the smaller coolant passages. Also, water used as a coolant for even a relatively short period can result in the expansion plugs rusting through, which will allow the coolant to leak. NOTE: A sudden loss of coolant from a heavily loaded engine can result in severe damage to the pistons and eylinder bore. Overfueling and Loading Overfueling can cause the engine to overheat, Make sure that the correct engine electronic control module (ECM) calibration is being used.ON OT ON ON Seseeerreseeeresesiee Constant overloading (lugging) can cause the engine to run hot. Last Modified: 25-Oct-2006 Copyright © 2000-2010 Cummins Inc. Allrights reserved200-003 Flow Diagram, Cooling System General Information Internal Engine Coolant Flow, All Applications A CAUTION A Never operate the engine without a thermostat. Without a thermostat, the coolant will Not flow to the radiator, and the engine will overheat. NOTE: The thermostat flow shown is not for QSLS keel cooled engines. On QSL9 keel cooled marine engines, the thermostat !s located in the keel cooled thermostat housing, See flow diagram below. Coolant inlet from radiator Water pump suction Coolant flow through lubricating oil cooler Block lower water manifold (to cylinders) Coolant filter inlet (optional) Coolant fier outlet (optional) Coolant supply to cylinder head Coolant return from cylinder head Block upper water manifold Thermostat bypass Goolant return to radiator FS9eNOnsoNa1 2. @NeOseNa All Applications Turbocharger coolant supply Turbocharger coolant drain QSL9 with Keel Cooled (Engine Coolant) . Engine coolant return fram keel cooler Keel cooler thermostat housing . Engine coolant to aftercooler Aftercooler . Engine coolant through marine gear oil cooler Engine coolant to water pump Engine discharge to keel cooler thermostat . Engine coolant to keel cooler LS eels.10. 11. 12, 13. 14, na Seenousenn Cooling system housing vent line Expansion tank Engine coolant from engine to turbocharger Turbocharger turbine housing Exhaust manifold Engine coolant return from exhaust manifold to water pump. QSL with Heat Exchanger (Engine Coolant) Coolant from thermostat to heat exchanger Heat exchanger Coolant return from heat exchanger to water pump Turbocharger coolant supply from cylinder block ‘Turbocharger with water coaled turbine housing Water cooled exhaust manifold Coolant return from exhaust manifold to water pump Turbocharger coolant vent line Exhaust manifold coolant vent line Cylinder head coolant vent line . Expansion tank Coolant makeup to water pump from expansion tank.EEE OLLI OS QSC8.3 Engine Coolant - Coolant from thermostat Heat exchanger coolant inlet Heat exchanger coolant outlet Water pump coolant inlet from heat exchanger Water pump coolant inlet from exhaust manifold Expansion tank Coolant vent line from cylinder head to expansion tank 3. Coolant vent line from exhaust manifold to expansion tank Coolant vent line from turbocharger to expansion tank ). Turbocharger coolant inlet from cylinder block Coolant from turbocharger to exhaust manifold . Expansion tank fill cap.BSH2SeceVoMawONa QSL9 Sea Water Cooled (Heat Exchanger), Marine Applications Sea water pump inlet Sea water pump Sea water pump discharge to fuel cooler Fuel cooler Aftercooler sea water inlet Aftercooler Aftercooler lower zine anode Aitercooler upper zinc anode Aftercooler sea water outlet to marine gear oil cooler Marine gear oil cooler sea water outlet to heat exchanger Heat exchanger Heat exchanger zine anode Exhaust elbow . Sea water discharge. QSC8.3 Sea Water Cooled (Heat Exchanger}, Marine Applications Sea water pump inlet Sea water pump Sea water pump discharge to combination marine gear oil and fuel cooler Fuel cooler Marine gear oil cooler Combination marine gear oil cooler and fuel cooler discharge to aftercooler inlet Aftercooler Aftercooler discharge to heat exchanger Heat exchanger/expansion tank assembly Heater exchanger discharge to exhaust elbow Exhaust elbow Sea water discharge.Last Modified: 07-Dec-2009 © 20002010 Cummins inc. Allrights reserved010-999 Air Intake System - Overview General Information The combustion air system on the engine consists of an air cleaner, intake air piping, turbocharger, charge air piping, charge air cooler (CAC), and intake air heater. Airis drawn through the air cleaner and into the compressor side of the turbocharger (1), Itis then forced through the CAC piping (2), to the CAC (3), the intake air heater (if applicable), and into the intake manifold (4). From the intake manifold, air is forced into the cylinders (5) and used for combustion. 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. Exhaust 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 a high-quality oil is used and that the oil and the oil filter areNR REELS SY EEE NE changed according to maintenance recommendations 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. 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. Variable geometry turbochargers are used to improve engine performance by building boost more quickly during acceleration or transient conditions. A variable geometry turbocharger does not use a wastegate actuator. A pneumatic or electric actuator is used to vary the turbine exit area. By closing the variable geometry nozzle (reducing the turbine exit area), turbocharger speeds are increased and boost pressure increases more rapidly. By opening the variable geometry nozzle (increasing the turbine exit area), turbocharger speeds are lower and less boost pressure is produced. The variable geometry turbocharger functions as a standard turbocharger with the addition of the following: + Aspeed sensor (1) in the bearing housing to monitor turbocharger operation + Water-cooled bearing housings (in addition to oil lubrication) « The sliding nozzle (2) is actuated by a pneumatic actuator attached to the vehicle (brake) air supply system+ The pneumatic actuator (3) operated by an air control valve (4) and receives air from the air supply tank (5) + When the variable geometry turbocharger mechanism opens, a noise can be heard as air is released from the actuator (3) through the control valve (4). Failure of the internal components of a malfunctioning turbocharger can reduce its effectiveness and also cause excessive smoke and low power. A bearing failure can produce friction that will slow the speed of the rotor assembly. Failed bearings can also allow the blades of the rotor assembly to rub the housings, thus reducing the rotor assembly speed. ‘A malfunctioning turbocharger wastegate , variable geometry turbocharger actuator, variable geometry turbocharger actuator controller, or miscalibration of the turbocharger wastegate can result in excessively high or low boost pressures. Low boost pressures can cause excessive smoke and low power. High boost pressures can cause major engine damage. Engine lubricating oil is used to lubricate the bearings and provide some cooling for the turbocharger. The lubricating oil supplied to the turbocharger through the supply line is at engine operating pressure. A return line connected to the bottom of the turbocharger routes the lubricating oil back to the engine lubricating oil pan. Seal rings are used on each end of the rotar assembly. The primary function of the seals is to prevent exhaust gases and compressed air from entering the turbocharger housing. Lubricating oilAir intake system - Overview leakage from the seals is rare, but it can occur. Excessive crankcase pressure can prevent oil from draining to the oil pan. This can load the bearing housing and cause lubricating oil to leak past the compressor seals and into the engine. rage 401 / A restricted or damaged lubricating oil return line will cause the turbocharger housing to be pressurized, causing lubricating oil to migrate past the seals Additionally, high intake or exhaust restrictions can cause a vacuum between the compressor and the turbocharger housing, resulting in oil leaking past the seals. oil leaks past the compressor housing seal, itis necessary to flush the charge air cooler to clean oil from the intake system, to Procedure 010-027 in Section 10. Refer to Procedur 033 in Section 10. Itis normal for the turbocharger to emit whining sound that varies in intensity depending on engine speed and load. The sound is caused by the very high rotational speed of the rotor assembly and the method used to balance the rotor assembly during manufacturing. Consequently, the sound will be louder at full speed. lf possible, operate the engine at fullAIL MARE OYSUCLL ~ UVELVIEW speed to verify the noise level. Variable geometry turbochargers can also emit a snorting or chuffing sound when the turbocharger operates under certain conditions. An example of this is when the turbocharger is at high speed and the throttle is rapidly closed. These sounds are normal and do not cause damage to or decrease the life of the turbocharger. eee Leaks in the air system intake and/or exhaust components can produce excessive engine noise. Leak noise is typically a high pitched whine or sucking sound, Check for leaks in the intake and exhaust system. Check to make sure all hose clamps are tight. Refer to Pro 010-024 in Section 10, a) Lower pitched sounds or rattles at lower engine speeds can indicate debris in the system or that the rotor assembly is touching the housings. Remove the turbocharger inlet and check for foreign objects. If suspect, check for turbocharger blade damage and bearing clearance. Re to Procedure 010-033 in Section 10. If leaks, blade damage, or improper clearances are found, replace the turbocharger. Refer to Procedure 010- 083 in Section 10. Automotive engines use a chassis- mounted charge air cooler (CAC) to improve engine performance and reduce emissions. This system also uses large-diameter piping to transfer the air from the engine turbocharger to the CAC, then returns the air from theAir Intake System - Overview CAC to the engine intake manifold. The long-term integrity of the charge air cooling system is the responsibility of the vehicle and component manufacturers. Page 6 of 7 All ISL with CM850 engines utilize a variable geometry turbocharger to improve engine performance by building boost more quickly during acceleration or transient conditions. A pneumatic actuator is used to vary the turbine exit area allowing various boost levels based on performance needs. By closing the variable geometry nozzle (reducing turbine exit area), turbocharger speeds are increased and boost pressure increases more rapidly. By opening the variable geometry nozzle (increasing the turbine exit area), turbocharger speeds are lower and less boost pressure is produced. The variable geometry turbocharger functions as a standard turbocharger with the addition of the following: « Asspeed sensor (+) in the bearing housing to monitor turbocharger operation + The sliding nozzle (2) is activated by a pneumatic actuator attached to the vehicle (brake) air supply system «The pneumatic actuator (3) operated by an air control valve (4) and receives air from the supply tank (5) + When the variable geometry turbocharger mechanism opens, 2 noise can be heard as the air is released from the actuator (3) through the control vaive (4) + Watef-cooled bearing housing in addition to oil lubrication. itis normal for the turbocharger to emit awhining sound that varies in intensity depending on engine speed and load. The sound is caused by the very high rotational speed of the rator assembly and the method used to balance the rotor assembly during manufacturing Consequently, the sound will be louder at full speed. Also, the pneumatic actuator can emit a slight air leak at key-on position. The variable geometry turbocharger control valve modulates air pressure to the variable geometry actuator. The electronic control module (ECM) sends a pulse width modulated signal to the turbocharger control valve to control the variable geometry turbocharger. As the signal increases, more air pressure is applied to the variable geometry actuator. Conversely, when the signa! decreases, less air pressure is applied fo the variable geometry actuator. The turbocharger control valve has both low and high voltage fault codes. All ISC, QSC8.3, and QSLS with CMB5O engines utilize a Holset® wastegated turbocharger. The wastegate is pneumatically controlled by intake manifold pressure and factory calibrated. The wastegates are not adjustable in the field. L Last Modified: 17-Nov-2009 Copyright © 2000-2010 Cummins inc. All rights reserved200-004 Flow Diagram, Air Intake System General Information Charge Air Cooled Engines 1. Intake Air Inlet to Turbocharger 2. Turbocharger Air to Charge Air Cooler 3. Charge Air Cooler 4. Intake Manifold (integral part of cylinder head) 5. Intake Vaive.BBN DIIEIDSENS SEL ANDRE DY ONE QSC8.3 and QSL9 Marine Aftercooled Engines NOTE: The graphic above is the QSL9 engine configuration, The aftercooler on the QSC8.3 engine mounts to the engine differently, but the air flow from the air inlet to the combustion chamber is the same. Air inlet to air filter Air filter assembly Intake air restriction indicator Air inlet to turbocharger compressor Turbocharger compressor discharge Air discharge from turbocharger compressor to aftercooler inlet Aitercooler air inlet Aftercooler Air discharge from aftercooler to intake manifold Air manifold Intake valve. A OSOPSNOTAwDY > Last Modified: 26-Feb-2009 Copyright © 2000-2010 Cummins Inc. Alright reserved.011-999 Exhaust System - Overview Page | of S General Information The wastegated turbocharger is a Holset® Model HX40. It is comprised of a turbocharger, wastegate actuator, and wastegate valve in the turbine housing. A wastegated turbocharger provides improved response at low engine speeds without sacrificing turbocharger durability at high speeds. This is accomplished by allowing the exhaust gases to bypass the turbine wheel during certain modes of engine operation. During iow rpm operation, the turbocharger operates as a closed-system turbocharger where the energy of the gas is transferred to the compressor wheel and used to compress intake air. During high rom operation however, the turbocharger becomes an open-system turbocharger and allows exhaust gas to bypass the turbine. Since the exhaust gas is gated around the turbine wheel, less energy is absorbed through the turbine and transferred to the compressor, reducing the intake manifold pressures and turbine speeds. The wastegate actuator is mounted on the turbocharger and consists of a pressure canister, diaphragm, and rod. As the pressure changes in the canister, as dictated by the wastegate controller, the actuator rod adjusts the wastegate valve accordingly. The wastegate vaive is mounted inside the turbocharger in the turbine housing. As the valve opens, exhaust gas is allowed to bypass the turbine wheel, lowering turbine speed to adjust the intake manifold pressure,Exhaust System - Overview Page 2 ol Some engines are equipped with a diesel oxidation catalyst to reduce exhaust emissions. Typically, the diesel oxidation catalyst is \ contained within the muffler assembly and consists of a ceramic substrate that is treated with a chemical coating to oxidize particles of unburned fuel and oil. The ceramic substrate is held in place in the muffler by a mat, which is a high temperature pad that surrounds the ceramic substrate within the metal muffler housing. [some transit bus engines are equipped with an exhaust gas filter system, which is used to reduce the amount of particulate matter emitted from the exhaust. The exhaust gas filter system consists of several components: Exhaust catalyst Exhaust gas temperature sensor Exhaust gas pressure sensor Exhaust gas treatment monitor unit and the exhaust gas treatment monitor unit harness 5. Exhaust gas treatment fault code and maintenance lamps. ReENo The exhaust catalyst is a modular assembly consisting of an inlet section (1), ® catalyst section (2), an exhaust gas filter section (3), and an outlet section (4). All the sections are joined together with gaskets and v-band clamps. The exhaust gas filter section captures the particulate matter in the exhaust, and then Uses the heat generated by the reaction of the unburned fuel and oil particles in the catalyst section to oxidize the particulate matter. The exhaust gas filter requires periodic maintenance to remove the ash thataccumulates when the particulate matter oxidizes. The exhaust gas temperature sensor is typically mounted in the inlet of the exhaust catalyst, however, it can be placed in the vehicle exhaust piping between the turbocharger and the exhaust catalyst inlet. The exhaust gas temperature sensor monitors the temperature of the exhaust 95 entering the exhaust catalyst. The exhaust gas pressure sensor is typically mounted to the vehicle near the exhaust catalyst and is connected to the inlet of the exhaust catalyst by a length of stainless steel flex tubing. The exhaust gas pressure sensor monitors the exhaust restriction, The exhaust gas treatment monitor unit and wiring harness are typically installed in the engine compartment of the vehicle, The exhaust gas treatment monitor unit (1) monitors the exhaust restriction and exhaust temperature and provides the vehicle operator with feedback via the exhaust gas treatment fault code and maintenance lamps. The exhaust gas treatment monitor unit harness (2) connects the exhaust gas treatment monitor unit to the exhaust gas temperature sensor, the exhaust gas pressure sensor, and the exhaust gas treatment fault code and maintenance lamps.EXLAUSL OYSLEL = VEL VIC W The exhaust gas treatment fault code and maintenance lamps are typically located on the vehicle dashbeard within sight of the vehicle operator. The exhaust gas treatment fault code and maintenance lamps alert the operator to electrical faults within the exhaust gas filter system. The lamps can also alert the operator to either excessive exhaust gas temperature or excessive exhaust restriction. Both lamps will flash twice upon engine startup to signify that the exhaust gas filter system is operating properly. The WARNING lamp is red and indicates the need to stop the engine as soon as it can be done safely. The engine must remain shutdown until the exhaust gas filter system can be repaired. The SERVICE lamp is yellow. When it illuminates, the exhaust gas filter system is in need of maintenance at the first available opportunity. Ifa fault exists within the exhaust gas filter system, both lamps will continuously flash the number of the recorded fault code with a short one or two second pause between each sequence. On ISLe4 engines the "MALFUNCTION" or "ENGINE MALFUNCTION" lamp is @ blue lamp and indicates that the vehicle may be exceeding emission level limits. When illuminated, the MALFUNCTION or ENGINE MALFUNCTION lamp (blue lamp) indicates the engine or exhaust gas treatment system is need of repair at the first available opportunity. Another function of the MALFUNCTION or ENGINE MALFUNCTION lamp (blue lamp) is to flash when the urea (commonly refered to as AdBlue™) tank is empty.Page 5 of 5 Last Modified: 13-May-2010 Sony 2000-2010 Cuming nc, Aights weserved,200-005 Flow Diagram, Exhaust System General Information All Applications Except Marine . Exhaust valve . Exhaust manifold (pulse type) Duat-entry turbocharger Turbocharger exhaust outlet. ReneDEE ON DODO DLO Variable Geometry Turbocharger . Exhaust gas in Sliding nozzle open . Exhaust gas low velocity flow . Sliding nozzle closed . Exhaust gas high velocity flow ahONa Marine Applications Exhaust valve , Exhaust manifold . Turbocharger turbine housing . Engine exhaust. RONoHOW PAAR GIL, EAMGUSL OY SCE seen? Flow Through Catalyst (ISLe4) 1. Exhaust gas in 2. Urea and air mixture. Injected into the exhaust stream 3. Exhaust gas outlet. Flow Through Dosing Control Unit (ISLe4) Air feed line from OEM supply Inline air filter Dosing control unit Air and urea mix to nozzle Urea supply from tank, Urea return to tank Og aera Last Modified: 23-Nov-2009 (51 © 2000-2010 Cummins in. Al rights reservedrage | ot + 012-999 Compressed Air System - Overview General Information The compressed air system normally consists of a gear-driven air compressor, an air governor, air tanks, and all necessary plumbing. ‘The compressor operates continuously but has a “loaded” and “unloaded” operating mode, The operating mode is contralled by a pressure activated governor and the compressor unloader assembly. When the air system reaches a predetermined pressure, the governor applies an air signal to the unloader assembly, causing the unloader to either hold open or shutoff the compressors intake valve, which causes compressed air to stop flowing into the air system. As the system is used, the pressure drops. At a predetermined pressure, the governor exhausts the air signal to tne compressor unloader assembly, allowing the compressor to again pump compressed air into the system. Air compressors are available in an air cooled or water cooled version. The only significant difference is that changes have been made to the cylinder head to incorporate a water passage. Various brands of compressors can be used on the ISC and ISL engines. Troubleshooting procedures are very similar for these alr compressors, but see the compressor manufacturer's manual for information including detailed repair information and torque values. Most air compressor cylinder head and unioader valve assemblies can be serviced without removing the compressor from the engine. This manual will cover servicing of the unloader assembly and cylinder head with the compressor installed on the engine, All other servicing and repair of the compressor internal components must be done after the compressor has been removed from the engine. = Air Compressor Several different air compressors are available for the engines covered in this manual. Both single cylinder (1) and two cylinder (2) modules are available. The air compressors can either be turbocharged or naturally aspirated, | depending on the configuration. [™ air compressor can aiso be alowCompressed Air System - Overview throughput torque or high throughput torque model, depending on the application. Low throughput torque modets have an SAE A rear fiange (1). High throughput torque models have an SAE B rear flange (2). To make sure the air compressor does not contribute to engine vibrations, when installed, the air compressor must be properly timed on the engine. The key factor which determines the reliability and durability of an air compressor in an application is the amount of time the air compressor is supplying air during the vehicle/machine operation, known as the duty cycle of the air compressor. Air compressors are not designed to pump continuously and will generate a lot of heat when pumping, which is dissipated during the time the compressor is not pumping (called the unloaded operation). Compressed air system maintenance/servicing can help minimize air compressor duty cycle and ensure reliability and durability of the air compressor. These item include but are not limited to: 1. Find and stop all leaks in the system. Air leaks can double or triple operating duty cycles. Closeattention to correcting air system leaks is critical, 2, Checking the air compressor exhaust port, discharge line, and fittings for carbon build up. If the carbon buildup is greater than 1.6 mm [0.06 in], clean or replace as. necessary, 8. Check the air lines and fittings between the outlet port of the air dyer and the first tank after the air dryer for any water or oil. The tank should be dry. If oil is present, replace the dryer desiccant and clean the downstream system and components as required Refer to the OEM manual for the vehicle for maintenance and service information for the compressed air system. For air ‘compressor specific maintenance, see the Operation and Maintenance and/or Owner's manual for the engine being serviced. Air Compressor Cylinder Head The air compressor cylinder head is cooled by engine coolant. The cylinder contains intake and exhaust valves to regulate air flow into and out of the cylinder head. Most air compressor cylinder heads can bbe serviced without removing the compressor from the engine. This manual covers servicing of the cylinder head with the compressor installed on the engine. If there is internal damage to the air compressor, the air compressor must be replaced. Prior to removing the air compressor cylinder, make sure to check it replacement parts are available. Some air compressor cylinder heads may not be able to be serviced separately from the air compressor.MRE BERSSSERS ENTE Oot ewer but has a "loaded" and "unloaded" operating mode. The operating mode is controlled by a pressure activated air governor and the air compressor unloader assembly. The air governor can be located on the air compressor or remotely on the vehicle. When the air system reaches a predetermined pressure, the governor applies an air signal to the unloader assembly, causing the unloader to either hold open or shutoff the compressor's intake valve. This causes compressed air to stop flowing into the compressed air system. As the system is used, the pressure drops. Ata predetermined pressure, the governor directs an air signal to the compressor unloader assembly, allowing the compressor to again pump compressed The compressor operates continuously, air into the system. Bee Thr Last Modified: 30-Mar-2009 ©2000-2010 Cummins Ine. All igh reserved.Page 1 of t 200-006 Fiow Diagram, Compressed Air System 1. Coolant 2. Air 3. Lubricant. st Mosified: 26-Jul-2006 Copii ® 2000-2010 Cummins nc, Allrights reserved.013-999 Electrical Equipment - Overview General Information The basic heavy-duty electrical system + Batteries (1) an * Starting motor (2) Alternator (generator) (3) + Magnetic switch (4) * Push-button switch or keyswitch (5) consists of: ~ a“ * Control (or relay) circuit wiring + Battery cables or cranking circuit. Last Modified: 30-Mar-2003 Capytight® 2000-2010 Cummins ino. All rights reservedeerie 014-999 Engine Testing - Overview General Information The engine test is a combination of an engine run-in and a performance check. The ‘engine run-in procedure provides an operating period that allows the engine parts to achieve a final finish and fit. The performance check provides an opportunity to perform final adjustments needed to optimize the engine's performance. ‘An engine test can be performed using either an engine dynamometer or a chassis dynamometer. If a dynamometer is not available, an engine test must be performed in a manner that simulates a dynamometer test. Check the dynamometer before beginning the test. The dynamometer must have the capability to test the performance of the engine when the engine is operating at the maximum rpm and horsepower range (full power). The engine crankcase pressure, often referred to as engine blowby, is an important factor that indicates when the piston rings have achieved the correct finish and fit. Rapid changes of blowby or values that exceed specification by more than 50 percent indicate that something is wrong. The engine test must be discontinued until the cause has been determined and corrected. Last Modified: 30-Mar-2009 "©2000-2010 Cummins inc. All rights reserve,020-999 Vehicle Braking - Overview General Information NOTE: The engine brake is comprised of two assemblies. The following instructions apply to both of the engine brake assemblies, Engine brake controls consist of the following: An ON/OFF switch Clutch switch Throttle sensor Two-position selector switch (optional). The throttle sensor is part of the accelerator pedal assembly located in the cab, and will deactivate the engine brakes when depressed. The clutch switch uses the motion of the clutch linkage to deactivate the engine brakes when the clutch pedal isVCHIOIG DEERING — UVEEVIEW depressed. Depressing the clutch while in, cruise control will disengage the cruise control, Page e ube The service brake switch is attached to the service brake, Applying the service brakes while in cruise contro! will disengage the cruise control and enable the engine brakes. NOTE: See the appropriate pages in this section for specific information about engine brake operation under certain road conditions. To activate the engine brakes, switch the ON/OFF switch to the ON position. Once activated, the operation of the engine brakes is fully automatic. Do not use the engine brakes while bobtailing or pulling an empty trailer With the engine brakes in operation, wheel lockup can occur more quickly when the service brakes are applied, especially on vehicles with single-drive axles.Make sure the engine brakes are switched to the OFF position when boblailing or pulling an empty trailer. A CAUTION A The engine harness are designed to assist the vehicle's service brakes in slowing the vehicle to a stop. Remember, service brakes will be required to bring the vehicle to a stop. A CAUTION A Do not use the engine brakes to aid clutchless gearshifting. This can cause the engine to stall or lead to engine damage. A CAUTION A Do not operate the engine if the engine brakes will not deactivate. lf the engine brakes will not shut off, shut off the engine immediately. Last Modified: 18-Sep-2009 J: 2000-2010 Cummins no, All ights reserved