ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Fault Information System .......................................................................................................................................................... 1
FIS Usage Recommendations ................................................................................................................................................. 2
FIS Usage Recommendations .............................................................................................................................................. 2
Diagnostic Methods ...................................................................................................................................................................... 3
Troubleshooting Fault Codes ................................................................................................................................................ 3
(08-fc111) Electronic Control Module Critical Internal Failure - Bad Intelligent Device or Component .................................. 3
(08-fc115) Engine Magnetic Speed/Position Lost Both of Two Signals - Data Erratic, Intermittent, or Incorrect ................... 4
(08-fc122) Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source .......................... 5
(08-fc123) Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source ........................... 7
(08-fc124) Intake Manifold 1 Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level ......... 9
(08-fc131) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source ....... 10
(08-fc132) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source ........ 12
(08-fc133) Remote Accelerator Pedal or Lever Position Sensor 1 .................................................................................... 14
(08-fc134) Remote Accelerator Pedal or Lever Position Sensor 1 .................................................................................... 16
(08-fc135) Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal or Shorted to High Source ...................... 18
(08-fc141) Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal or Shorted to Low Source ....................... 19
(08-fc143) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Moderately Severe Level ........ 20
(08-fc144) Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal or Shorted to High Source ................. 21
(08-fc145) Engine Coolant Temperature 1 Sensor Circuit - Voltage Below Normal or Shorted to Low Source .................. 23
(08-fc146) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Moderately Severe Level ... 24
(08-fc151) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Most Severe Level ............. 25
(08-fc153) Intake Manifold 1 Temperature Sensor Circuit - Voltage Above Normal, or Shorted to High Source ................ 26
(08-fc154) Intake Manifold 1 Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source .................. 27
(08-fc155) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Most Severe Level .......... 28
(08-fc195) Coolant Level Sensor 1 Circuit Choice ............................................................................................................. 30
(08-fc195-2wire) Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source ............................... 31
(08-fc195-3wire) Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source ............................... 32
(08-fc196) Coolant Level Sensor 1 Circuit Choice ............................................................................................................. 33
(08-fc196-2wire) Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source ................................ 34
(08-fc196-3wire) Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source ................................ 35
(08-fc197) Coolant Level - Data Valid but Below Normal Operational Range - Moderately Severe Level ........................... 36
(08-fc221) Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source ................................ 37
(08-fc222) Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source ................................. 39
(08-fc234) Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational Range - Most Severe Level ... 41
(08-fc238) Sensor Supply 3 Circuit - Voltage Below Normal or Shorted to Low Source .................................................... 43
(08-fc239) Sensor Supply 3 Circuit - Voltage Above Normal, or Shorted to High Source .................................................. 44
(08-fc241) Wheel-Based Vehicle Speed - Data Erratic, Intermittent or Incorrect ............................................................... 45
(08-fc242) Wheel-Based Vehicle Speed Sensor Circuit Tampering Has Been Detected - Abnormal Rate of Change ...... 46
(08-fc245) Fan Control Circuit - Voltage Below Normal or Shorted to Low Source ............................................................ 48
(08-fc249) Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source ....................... 50
(08-fc252) Engine Oil Level - Data Erratic, Intermittent, or Incorrect ................................................................................. 52
(08-fc253) Engine Oil Level - Data Valid but Below Normal Operational Range - Most Severe Level ................................ 54
(08-fc256) Ambient Air Temperature Sensor Circuit .......................................................................................................... 55
(08-fc271) Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Below Normal or Shorted to Low Source ..................... 57
(08-fc272) Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Above Normal or Shorted to High Source .................... 58
(08-fc281) Fuel Pump Pressurizing Assembly 1 - Mechanical System Not Responding Properly or Out of Adjustment ... 59
(08-fc285) SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate ............................................................ 61
(08-fc286) SAE J1939 Multiplexing Configuration Error - Out of Calibration ..................................................................... 63
(08-fc287) SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System - Received Network Data In Error ........... 65
(08-fc288) SAE J1939 Multiplexing Remote Accelerator Pedal or L .................................................................................. 67
69
(08-fc293) Auxiliary Temperature Sensor Input 1 Circuit - Voltage Above Normal, or Shorted to High Source .................. 70
(08-fc294) Auxiliary Temperature Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low Source .................... 71
(08-fc295) Barometric Pressure - Data Erratic, Intermittent, or Incorrect .......................................................................... 72
(08-fc296) Auxiliary Pressure Sensor Input 1 - Special Instructions .................................................................................. 74
(08-fc297) Auxiliary Pressure Sensor Input 1 Circuit - Voltage Above Normal or Shorted to High Source ......................... 75
(08-fc298) Auxiliary Pressure Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low Source .......................... 76
(08-fc322) Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or Open Circuit ........................................ 77
(08-fc323) Injector Solenoid Driver Cylinder 5 Circuit - Current Below Normal or Open Circuit ........................................ 79
(08-fc324) Injector Solenoid Driver Cylinder 3 Circuit - Current Below Normal or Open Circuit ........................................ 81
(08-fc325) Injector Solenoid Driver Cylinder 6 Circuit - Current Below Normal or Open Circuit ........................................ 83
(08-fc331) Injector Solenoid Driver Cylinder 2 Circuit - Current Below Normal or Open Circuit ........................................ 85
(08-fc332) Injector Solenoid Driver Cylinder 4 Circuit - Current Below Normal or Open Circuit ........................................ 87
(08-fc334) Engine Coolant Temperature - Data Erratic, Intermittent, or Incorrect .............................................................. 89
(08-fc343) Engine Control Module Warning Internal Hardware Failure - Bad Intelligent Device or Component ................ 90
(08-fc351) Injector Power Supply - Bad Intelligent Device or Component ......................................................................... 91
(08-fc352) Sensor Voltage Supply ..................................................................................................................................... 92
(08-fc386) Sensor Supply 1 Circuit - Voltage Above Normal or Shorted to High Source ................................................... 93
(08-fc415) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most Severe Level .................. 94
(08-fc418) Water in Fuel Indicator - Data Valid but Above Normal Operational Range - Least Severe Level ..................... 96
(08-fc427) SAE J1939 Datalink - Abnormal Update Rate .................................................................................................. 97
(08-fc428) Water-in-Fuel Indicator Sensor Circuit - Voltage Above Normal or Shorted to High Source ............................. 98
(08-fc429) Water-in-Fuel Indicator Sensor Circuit - Voltage Below Normal or Shorted to Low Source .............................. 99
(08-fc431) Accelerator Pedal or Lever Idle Validation Switch - Data Erratic, Intermittent, or Incorrect ............................ 100
(08-fc432) Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration ........................................................... 101
(08-fc435) Engine Oil Rifle Pressure Choice ................................................................................................................. 102
(08-fc435b) Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect .............................................................. 103
(08-fc435cl) Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect ............................................................. 104
(08-fc441) Battery 1 Voltage - Data Valid but Below Normal Operational Range - Moderately Severe Level .................. 105
(08-fc442) Battery 1 Voltage - Data Valid but Above Normal Operational Range - Moderately Severe Level .................. 106
(08-fc449) Injector Metering Rail 1 Pressure Choice ...................................................................................................... 107
(08-fc449b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Most Severe Level . 108
(08-fc449cl) Injector Metering Rail 1 Pressure - Data Valid bu ....................................................................................... 110
(08-fc451) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source .......... 112
(08-fc452) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source ........... 114
(08-fc471) Engine Oil Level - Data Valid but Below Normal Operational Range - Least Severe Level ............................ 116
(08-fc488) Intake Manifold 1 Temperature - Data Valid but Abov .................................................................................... 117
(08-fc499) Engine Oil Level Sensor Circuit - Voltage Below Normal or Shorted to Low Source ...................................... 119
(08-fc528) Auxiliary Alternate Torque Validation Switch - Data Erratic, Intermittent, or Incorrect .................................... 120
(08-fc529) Auxiliary Input/Output 3 Circuit - Voltage Above Normal or Shorted to High Source ..................................... 121
(08-fc553) Injector Metering Rail 1 Pressure Choice ...................................................................................................... 122
(08-fc553b) Injector Metering Rail 1 Pressure - Data Valid but ....................................................................................... 123
(08-fc553cl) Injector Metering Rail 1 Pressure - Data Valid bu ....................................................................................... 125
(08-fc554) Injector Metering Rail 1 Pressure - Data Erratic, Intermittent, or Incorrect .................................................... 127
(08-fc555) Crankcase Pressure Choice ......................................................................................................................... 128
(08-fc555b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level ........... 129
(08-fc555cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe Level .......... 131
(08-fc556) Crankcase Pressure Choice ......................................................................................................................... 133
(08-fc556b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level .................... 134
(08-fc292) Auxiliary Temperature Sensor Input 1 - Special Instructions ............................................................................
136
(08-fc559) Injector Metering Rail 1 Pressure Choice ...................................................................................................... 138
(08-fc559b) Injector Metering Rail 1 Pressure - Data Valid but ....................................................................................... 139
(08-fc559cl) Injector Metering Rail 1 Pressure - Data Valid bu ....................................................................................... 141
(08-fc584) Starter Relay Driver Circuit - Voltage Above Normal or Shorted to High Source ........................................... 143
(08-fc585) Starter Relay Driver Circuit - Voltage Below Normal or Shorted to Low Source ............................................ 144
(08-fc596) Electrical Charging System Voltage - Data Valid but ..................................................................................... 145
(08-fc597) Electrical Charging System Voltage - Data Valid but ..................................................................................... 146
(08-fc598) Electrical Charging System Voltage - Data Valid but ..................................................................................... 147
(08-fc599) Auxiliary Commanded Dual Output Shutdown - Special Instructions ............................................................ 148
(08-fc649) Engine Oil Change Interval - Condition Exists .............................................................................................. 149
(08-fc686) Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect .................................................................... 150
(08-fc687) Turbocharger 1 Speed - Data Valid but Below Normal Operational Range - Moderately Severe Level .......... 152
(08-fc688) Engine Oil Level - Data Valid but Above Normal Operational Range - Most Severe Level ............................. 154
(08-fc689) Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect ................................................. 155
(08-fc691) Turbocharger 1 Compressor Inlet Temperature Sensor ............................................................................... 156
(08-fc692) Turbocharger 1 Compressor Inlet Temperature Sensor ............................................................................... 158
(08-fc698) ECM Internal Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source ..................... 160
(08-fc731) Engine Speed/Position Camshaft and Crankshaft Misal ............................................................................... 161
(08-fc778) Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect ....................................... 162
(08-fc779) Auxiliary Equipment Sensor Input 3 - Root Cause Not Known ...................................................................... 163
(08-fc784) Adaptive Cruise Control Mode - Data Erratic, Intermittent, or Incorrect ......................................................... 164
(08-fc1117) Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect .............................................. 165
(08-fc1239) Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Above Normal or Shorted to High Source .. 167
(08-fc1241) Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Below Normal or Shorted to Low Source ... 169
(08-fc1242) Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or Incorrect ..................... 171
(08-fc1663) Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition Exists ................................................ 173
(08-fc1664) Catalyst Missing - Condition Exists ............................................................................................................. 175
(08-fc1665) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Below Normal or Shorted to Low Source ...... 177
(08-fc1666) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Above Normal or Shorted to High Source ..... 179
(08-fc1667) Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, or Incorrect .................................. 181
(08-fc1674) Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Below Normal or Shorted to Low Source ...... 183
(08-fc1675) Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Above Normal or Shorted to High Source ..... 185
(08-fc1676) Aftertreatment Exhaust Gas Temperature 2 - Data Erratic, Intermittent, or Incorrect .................................. 187
(08-fc1682) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Choice ....................................................... 189
(08-fc1682air) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists ..................................... 190
(08-fc1682airless) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists .............................. 192
(08-fc1691) Catalyst Efficiency - Out of Calibration ........................................................................................................ 194
(08-fc1695) Sensor Supply 5 - Voltage Above Normal or Shorted to High Source ......................................................... 196
(08-fc1696) Sensor Supply 5 - Voltage Below Normal or Shorted to Low Source .......................................................... 197
(08-fc1843) Crankcase Pressure Circuit - Voltage Above Normal or Shorted to High Source ........................................ 198
(08-fc1844) Crankcase Pressure Circuit - Voltage Below Normal or Shorted to Low Source ......................................... 199
(08-fc1866) Exhaust Gas Recirculation Valve Delta Pressure - Data Erratic, Intermittent, or Incorrect .......................... 200
(08-fc1876) Exhaust Gas Temperature 3 Circuit - Voltage Above Normal or Shorted to High Source ............................ 202
(08-fc1877) Exhaust Gas Temperature 3 Circuit - Voltage Below Normal or Shorted to Low Source ............................. 204
(08-fc1878) Exhaust Gas Temperature 3 - Data Erratic, Intermittent, or Incorrect ......................................................... 206
(08-fc1879) Aftertreatment Particulate Filter Differential Pre .......................................................................................... 207
(08-fc1881) Aftertreatment Particulate Filter Differential Pre .......................................................................................... 208
(08-fc1883) Aftertreatment Particulate Filter Differential Pressure Sensor - Data Erratic, Intermittent, or Incorrect ....... 209
(08-fc1896) EGR Valve Controller - Out of Calibration .................................................................................................... 211
(08-fc1899) Exhaust Gas Recirculation Valve Delta Pressure - D .................................................................................. 213
(08-fc556cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level ...................
215
(08-fc1911b) Injector Metering Rail 1 Pressure - Data Valid bu ...................................................................................... 216
(08-fc1911cl) Injector Metering Rail 1 Pressure - Data Valid b ....................................................................................... 218
(08-fc1921) Aftertreatment Particulate Filter Differential Pre .......................................................................................... 220
(08-fc1922) Aftertreatment Particulate Filter Differential Pre .......................................................................................... 222
(08-fc1938) ECU Power Output Supply Voltage 1 - Data Valid but ................................................................................ 224
(08-fc1942) Crankcase Pressure - Data Erratic, Intermittent, or Incorrect ..................................................................... 225
(08-fc1943) Ambient Air Density - Data Valid but Below Normal Operational Range - Least Severe Level ..................... 227
(08-fc1962) VGT Actuator Driver Over Temperature (Calculated) ................................................................................. 229
(08-fc1966) Aftertreatment Exhaust Gas Temperature 1 - Data Va ................................................................................ 230
(08-fc1968) Aftertreatment Exhaust Gas Temperature 2 - Data Va ................................................................................ 232
(08-fc1969) Aftertreatment Exhaust Gas Temperature 2 - Data Va ................................................................................ 234
(08-fc1972) Aftertreatment Exhaust Gas Temperature 3 - Data Va ................................................................................ 236
(08-fc1973) Aftertreatment Exhaust Gas Temperature 3 - Data Va ................................................................................ 238
(08-fc1974) Crankcase Pressure - Data Valid but Above Normal Operational Range - Least Severe Level ................... 240
(08-fc1981) Aftertreatment Particulate Filter Differential Pre .......................................................................................... 241
(08-fc1993) Aftertreatment Particulate Filter Missing - Condition Exists ......................................................................... 243
(08-fc2182) Engine Brake Actuator Driver 1 Circuit - Voltage Above Normal or Shorted to High Source ....................... 244
(08-fc2183) Engine Brake Actuator Driver 1 Circuit - Voltage Below Normal or Shorted to Low Source ........................ 245
(08-fc2185) Sensor Supply 4 Circuit - Voltage Above Normal or Shorted to High Source .............................................. 246
(08-fc2186) Sensor Supply 4 Circuit - Voltage Below Normal or Shorted to Low Source ............................................... 247
(08-fc2195) Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special Instructions ................................. 248
(08-fc2198) VGT Actuator Driver Circuit - Root Cause Not Known ................................................................................ 249
(08-fc2265) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Above Normal or Shorted to High Source ....... 250
(08-fc2266) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or Shorted to Low Source ........ 251
(08-fc2272) EGR Valve Position Circuit - Voltage Below Normal or Shorted to Low Source .......................................... 253
(08-fc2273) Exhaust Gas Recirculation Valve Delta Pressure Sen ................................................................................ 254
(08-fc2274) Exhaust Gas Recirculation Valve Delta Pressure Sen ................................................................................ 256
(08-fc2288) Turbocharger 1 Speed - Data Valid but Above Normal Operational Range - Least Severe Level ................ 258
(08-fc2311) Electronic Fuel Injection Control Valve Circuit - Condition Exists ................................................................ 259
(08-fc2321) Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect ............................................... 261
(08-fc2322) Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect ..................................... 263
(08-fc2345) Turbocharger 1 Speed - Abnormal Rate of Change .................................................................................... 265
(08-fc2346) Turbocharger Turbine Inlet Temperature (Calculated .................................................................................. 266
(08-fc2347) Turbocharger Compressor Outlet Temperature (Calcul .............................................................................. 267
(08-fc2349) EGR Valve Control Circuit - Current Below Normal, or Open Circuit .......................................................... 269
(08-fc2351) EGR Valve Control Circuit - Voltage Below Normal or Shorted to Low Source ............................................ 270
(08-fc2357) EGR Valve Control Circuit - Mechanical System Not Responding Properly or Out of Adjustment .............. 271
(08-fc2359) Exhaust Gas Recirculation Valve Delta Pressure - D .................................................................................. 273
(08-fc2363) Engine Brake Actuator Driver Output 2 Circuit - Voltage Below Normal, or Shorted to Low Source ............ 275
(08-fc2367) Engine Brake Actuator Driver Output 2 Circuit - Voltage Above Normal or Shorted to High Source ........... 276
(08-fc2373) Exhaust Gas Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source ........................ 277
(08-fc2374) Exhaust Gas Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source ......................... 278
(08-fc2375) Exhaust Gas Recirculation Temperature Sensor Circu ............................................................................... 279
(08-fc2376) Exhaust Gas Recirculation Temperature Sensor Circu ............................................................................... 281
(08-fc2377) Fan Control Circuit - Voltage Above Normal or Shorted to High Source ...................................................... 283
(08-fc2387) VGT Actuator Driver Circuit (Motor) - Mechanical S ................................................................................... 285
(08-fc2448) Coolant Level - Data Valid but Below Normal Operational Range - Least Severe Level .............................. 287
(08-fc2449) VGT Actuator Controller - Out of Calibration ............................................................................................... 288
(08-fc2451) Turbocharger Turbine Inlet Temperature (Calculated .................................................................................. 290
(08-fc2554) Exhaust Gas Pressure - Data Erratic, Intermittent, or Incorrect .................................................................. 292
(08-fc1911) Injector Metering Rail 1 Pressure Choice ....................................................................................................
294
(08-fc2556) Intake Air Heater 1 Circuit - Voltage Below Normal or Shorted to Low Source ............................................ 296
(08-fc2557) Auxiliary PWM Driver 1 Circuit - Voltage Above Normal or Shorted to High Source .................................... 297
(08-fc2558) Auxiliary PWM Driver 1 Circuit - Voltage Below Normal or Shorted to Low Source ..................................... 298
(08-fc2634) VGT Actuator Controller - Bad Intelligent Device or Component ................................................................. 299
(08-fc2635) VGT Actuator Driver Circuit - Condition Exists ........................................................................................... 301
(08-fc2636) VGT Actuator Driver Circuit - Abnormal Update Rate ................................................................................. 302
(08-fc2637) Catalyst Face Plugged - Root Cause Not Known ........................................................................................ 304
(08-fc2638) Catalyst Efficiency - Out of Calibration ........................................................................................................ 306
(08-fc2639) Aftertreatment Particulate Filter Differential Pre .......................................................................................... 308
(08-fc2646) Engine Coolant Temperature - Condition Exists .......................................................................................... 310
(08-fc2659) Engine Coolant Temperature - Condition Exists .......................................................................................... 311
(08-fc2728) Aftertreatment Fuel Injector 1 - Data Valid but Ab ....................................................................................... 312
(08-fc2742) Aftertreatment Exhaust Gas Temperature 2 - Data Va ................................................................................ 314
(08-fc2743) Aftertreatment Exhaust Gas Temperature 2 - Data Va ................................................................................ 316
(08-fc2754) Engine Particulate Filter Inlet Pressure - Data Va ....................................................................................... 318
(08-fc2765) Engine Injector Bank 1 Barcodes - Out of Calibration ................................................................................. 320
(08-fc2777) Particulate Trap Active Regeneration Inhibited Due to Permit Switch - Condition Exists ............................ 321
(08-fc2778) Aftertreatment Fuel Rate - Data Valid but Above Normal Operational Range - Moderately Severe Level .... 322
(08-fc2813) EGR Valve Control - Special Instructions .................................................................................................... 323
(08-fc2961) Exhaust Gas Recirculation Temperature - Data Valid .................................................................................. 325
(08-fc2962) Exhaust Gas Recirculation Temperature - Data Valid .................................................................................. 327
(08-fc2963) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Least Severe Level ....... 329
(08-fc2964) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Least Severe Level .... 330
(08-fc2973) Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect ........................................................... 332
(08-fc3548) Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime - Condition Exists .................................... 334
(08-fc3569) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Choice ....................................................... 336
(08-fc3569air) Aftertreatment Diesel Exhaust Fluid Dosing Unit .................................................................................... 337
(08-fc3569airless) Aftertreatment Diesel Exhaust Fluid Dosing .................................................................................... 339
(08-fc3575) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Choice .................................................................. 341
(08-fc3575air) Aftertreatment Diesel Exhaust Fluid Pressure Se ................................................................................... 342
(08-fc3575airless) Aftertreatment Diesel Exhaust Fluid Pressur .................................................................................... 344
(08-fc3616) VGT Actuator Position - Special Instructions .............................................................................................. 345
(08-fc3738) Air Supply Actuator - Data Valid but Below Normal Operating Range - Moderately Severe Level ................ 346
Troubleshooting Symptoms ............................................................................................................................................. 348
(t00-001) Troubleshooting Procedures and Techniques ................................................................................................. 348
(t00-002) Troubleshooting Symptoms Charts ................................................................................................................. 349
(t016) Communication Error - Electronic Service Tool or Control Device ........................................................................ 350
(t046) Engine Fan Does Not Operate or Operates Erratically ......................................................................................... 352
(t074-005) (Engine Will Not Crank - (Electric Starter) .................................................................................................... 353
(t074-010) (Engine Cranks Slowly - (Electric Starter) ..................................................................................................... 356
(t081) Engine Will Not Shut Off ...................................................................................................................................... 359
(t084) Fault Code Warning Lamps Do Not Illuminate ..................................................................................................... 360
(t099) Low Idle Adjust Switch Does Not Work ................................................................................................................ 361
(t112) PTO or Cruise Control Does Not Work ................................................................................................................ 362
(t036) Engine Brake Does Not Operate .......................................................................................................................... 364
Troubleshooting Symptoms (New Format) .................................................................................................................. 366
(00-ttecm) ECM - No Communication Troubleshooting Tree .......................................................................................... 366
Information ................................................................................................................................................................................. 384
Additional Information ....................................................................................................................................................... 384
(019-359) Multimeter Usage ........................................................................................................................................... 384
(08-fc2555) Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High Source ...........................................
(019-360) Resistance Measurement Using a Multimeter ................................................................................................ 389
(204-008) General Cleaning Instructions ........................................................................................................................ 392
397
(204-006) General Safety Instructions ............................................................................................................................ 399
Service Tools .................................................................................................................................................................. 401
(022-001_19) Electronic Engine Controls .................................................................................................................... 401
(022-001_05) Fuel System ........................................................................................................................................ 405
(022-001_05) Fuel System ........................................................................................................................................ 407
(022-001_05) Fuel System ......................................................................................................................................... 411
(022-001_05) Fuel System ........................................................................................................................................ 414
Locations and Descriptions ............................................................................................................................................. 416
Locations and Descriptions ............................................................................................................................................ 416
Specifications ...................................................................................................................................................................... 448
4021572 ......................................................................................................................................................................... 448
4021573 ......................................................................................................................................................................... 450
4021596 ......................................................................................................................................................................... 452
4021625 ......................................................................................................................................................................... 454
4021626 ......................................................................................................................................................................... 456
4022080 ......................................................................................................................................................................... 458
Familiarization ..................................................................................................................................................................... 460
(101-007) Electronic Controlled Fuel System ................................................................................................................. 460
Circuit Diagrams ................................................................................................................................................................. 466
Accelerator Pedal or Lever Idle Validation Circuit ............................................................................................................ 466
Alternate Torque Circuit .................................................................................................................................................. 467
Auxiliary Pressure Sensor Input 1 Circuit ....................................................................................................................... 468
Auxiliary Pulse Width Modulated (PWM) Driver 1 Circuit ............................................................................................... 469
Auxiliary Temperature Sensor Input 1 Circuit .................................................................................................................. 468
Camshaft Position Sensor and Engine Speed Sensor Circuit ........................................................................................ 469
Coolant Temperature Sensor Circuit ............................................................................................................................... 470
Dual Outputs Circuit ....................................................................................................................................................... 469
Engine Coolant Temperature Sensor Circuit ................................................................................................................... 470
ISB - Ambient Air Temperature Sensor 1 Circuit ............................................................................................................. 471
ISB - Barometric Pressure Sensor Circuit ...................................................................................................................... 471
ISB - Injector Circuit ....................................................................................................................................................... 472
ISB and QSB3.3 CM2150 - Crankcase Pressure Sensor Circuit ................................................................................... 473
ISB with CM2150 - Barometric Pressure Sensor Circuit ................................................................................................ 471
ISB with CM2150 - Engine Oil Pressure Switch Circuit ................................................................................................. 474
ISB with CM2150 - Engine Oil Rifle Pressure Circuit ..................................................................................................... 474
ISB with CM2150 - Fuel Rail Pressure Sensor Circuit ................................................................................................... 475
ISB with CM2150 - Injector Circuit ................................................................................................................................. 472
ISB, ISC and ISL with CM2150 - Coolant Level Sensor 1 Circuit ................................................................................... 476
ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit ....................................................................... 477
ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit ....................................................................... 476
ISB, ISC and ISL with CM2150 - Engine Oil Level Sensor Circuit .................................................................................. 478
ISB, ISC and ISL with CM2150 - Fan Control Circuit ..................................................................................................... 479
ISB, ISC and ISL with CM2150 - Fuel Pump Actuator Circuit ........................................................................................ 480
ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexing Circuit .................................................................................. 481
ISB, ISC and ISL with CM2150 - Vehicle Speed Sensor Circuit ..................................................................................... 482
ISB, ISC, ISL - Engine Coolant Temperature Circuit ....................................................................................................... 470
ISB, ISC, ISL with CM2150 - Engine Speed Sensor Supply 3 Circuit ............................................................................ 483
ISB, ISC, ISL with CM2150 - Vehicle Speed Sensor Circuit ........................................................................................... 482
(204-007) General Repair Instructions ...........................................................................................................................
466
ISB, ISC, and ISL - Accelerator Pedal or Lever Position Sensor 1 Circuit ...................................................................... 466
ISB, ISC, and ISL - Barometric Pressure Circuit ............................................................................................................ 484
ISB, ISC, and ISL - Differential Pressure Sensor Circuit ................................................................................................ 485
ISB, ISC, and ISL - EGR Valve Circuit ........................................................................................................................... 486
ISB, ISC, and ISL - Engine Camshaft Speed/Position Sensor Circuit ............................................................................ 487
ISB, ISC, and ISL - Engine Coolant Temperature 1 Sensor Circuit ................................................................................ 470
ISB, ISC, and ISL - Engine Coolant Temperature Circuit ................................................................................................ 470
ISB, ISC, and ISL - Engine Coolant Temperature Sensor Circuit ................................................................................... 470
ISB, ISC, and ISL - Exhaust Gas Pressure Circuit ......................................................................................................... 488
ISB, ISC, and ISL - Exhaust Gas Recirculation Temperature Sensor Circuit ................................................................. 489
ISB, ISC, and ISL - Fan Control Circuit .......................................................................................................................... 479
ISB, ISC, and ISL - Intake Air Heater 1 Circuit ............................................................................................................... 490
ISB, ISC, and ISL - Intake Manifold 1 Pressure/Temperature Sensor Circuit ................................................................. 491
ISB, ISC, and ISL - Intake Manifold 1 Temperature Sensor Circuit ................................................................................. 491
ISB, ISC, and ISL - Oil Level Sensor Circuit ................................................................................................................... 478
ISB, ISC, and ISL - Remote Accelerator Pedal Position Sensor 1 Circuit ....................................................................... 492
ISB, ISC, and ISL - Remote Accelerator Pedal or Lever Position Sensor 1 Circuit ......................................................... 492
ISB, ISC, and ISL - Sensor Supply 3 Circuit .................................................................................................................. 487
ISB, ISC, and ISL - VGT Actuator Circuit ....................................................................................................................... 493
ISB, ISC, and ISL with CM2150 - Accelerator Pedal Position Sensor Supply Voltage Circuit ........................................ 466
ISB, ISC, and ISL with CM2150 - Adaptive Cruise Control Circuit ................................................................................. 481
ISB, ISC, and ISL with CM2150 - Differential Pressure Sensor Circuit .......................................................................... 485
ISB, ISC, and ISL with CM2150 - ECM Power Supply Circuit ........................................................................................ 494
ISB, ISC, and ISL with CM2150 - EGR Differential Pressure Sensor Circuit ................................................................. 485
ISB, ISC, and ISL with CM2150 - EGR Valve Position Circuit ........................................................................................ 486
ISB, ISC, and ISL with CM2150 - Electronic Fuel Injection Control Valve Circuit ........................................................... 480
ISB, ISC, and ISL with CM2150 - Engine Brake Actuator Circuit ................................................................................... 495
ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Circuit ................................................................ 483
ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Sensor Circuit .................................................... 483
ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Circuit ................................................................... 496
ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Sensor Circuit ....................................................... 496
ISB, ISC, and ISL with CM2150 - SAE J1939 Data Link Circuit .................................................................................... 481
ISB, ISC, and ISL with CM2150 - Sensor Supply 1 Circuit ............................................................................................ 497
ISB, ISC, and ISL with CM2150 - Starter Relay Circuit .................................................................................................. 498
ISB, ISC, and ISL with CM2150 - Turbocharger 1 Speed Circuit ................................................................................... 499
ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply Circuit ............................................................................ 494
ISB, ISC, and ISL with CM2150 - VGT Actuator Circuit ................................................................................................. 493
ISB, ISC, and ISL with CM2150 - VGT Actuator Driver Circuit ....................................................................................... 493
ISB, ISC, and ISL with CM2150 - Water-in-Fuel Sensor Circuit ..................................................................................... 500
ISB, ISC, and ISL- Engine Coolant Temperature 1 Sensor Circuit ................................................................................. 470
ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ ......................................................................... 501
ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ ......................................................................... 501
ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 - Air Supply Actuator Circuit ... 502
ISC and ISL CM2150 - Crankcase Pressure Sensor Circuit .......................................................................................... 473
ISC and ISL with CM2150 - Electric Fuel Lift Pump Circuit ........................................................................................... 503
ISC and ISL with CM2150 - Turbocharger Compressor Inlet Air Temperature Sensor Circuit ........................................ 504
ISC and ISL with CM2150 - Turbocharger Compressor Inlet Temperature Sensor Circuit ............................................. 504
ISC, and ISL with CM2150 - Engine Oil Pressure Circuit ............................................................................................... 505
ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Dosing Circuit ..................................... 506
ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Dosing Unit Circuit .............................. 506
ISB, ISC, and ISL - Accelerator Pedal Position Sensor 1 Circuit ....................................................................................
ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Pressure Sensor Circuit ...................... 506
495
ISL with CM2150 - Engine Brake Circuit ........................................................................................................................ 495
Intake Manifold 1 Pressure/Temperature Sensor Circuit ................................................................................................ 491
Intake Manifold Pressure/Temperature Circuit ................................................................................................................ 491
OEM Temperature/Pressure Sensor Circuit ................................................................................................................... 468
OEM Temperature/Pressure Sensor Circuit ................................................................................................................... 507
VGT Actuator Circuit ...................................................................................................................................................... 493
ISL with CM2150 - Engine Brake Actuator Circuit ..........................................................................................................
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 12 Apr 2011 (08-t05-559b)
Copyright© 1997-2011
Cummins Inc.
All rights reserved
Fault Information System
1 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FIS Usage Recommendations
To avoid Internet Explorer opening its "splash screen" each time when viewing a FIS page with popup content, start Internet Explorer
before opening the FIS.
The "Hide" / "Show" button hides the left column; the right column can be maximized after hiding the left column.
The "Back" button will move backward through pages viewed since opening the FIS ("Alt" - "Left Arrow" is the keyboard equivalent).
The "Forward" button goes to the previous screen after having just used the "Back" button ("Alt" - "Right Arrow").
In case the display is corrupted, the "Refresh" button redraws the current FIS display ("Ctrl" - "R").
Right-clicking anywhere in the left-column display offers "open all" and "close all" options for expanding or compressing the left column
folders.
The left-column search tab offers a full-text search of the FIS; the check box at the bottom selects between complete text search or
page titles only.
The "Favorites" tab in the left column permits each user to Add and Remove bookmarks to his own frequently-used pages in each CHM
FIS.
Copyright© 1997-2003
Cummins Inc.
All rights reserved
FIS Usage Recommendations
2 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 111
Electronic Control Module Critical Internal Failure - Bad Intelligent Device or
Component
Overview
Electronic Control Module Critical Internal Failure - Bad Intelligent Device or Component
CODE
Fault Code: 111
PID: S254
SPN: 629
FMI: 12/12
LAMP: Red
SRT:
REASON
Electronic Control Module Critical Internal Failure - Bad Intelligent Device or Component.
Error internal to the electronic control module (ECM) related to memory hardware failures
or internal ECM voltage supply circuits.
EFFECT
Engine
may not
start.
ISB, ISC, and ISL Electronic Control Module
Circuit Description
The ECM has internal diagnostics that continuously run and check the internal memory.
Component Location
The ECM is located on the fuel system side of the engine. Refer to Procedure 100-002 for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
This fault code is triggered when the internal ECM diagnostics detect a read or write error internal to the module.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code can only be caused by an internal ECM problem. Repairs are not possible for the ECM.
Refer to Troubleshooting Fault Code t05-111
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc111) Electronic Control Module Critical Internal Failure - Bad Intelligent Device or Component 3 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 115
Engine Magnetic Speed/Position Lost Both of Two Signals - Data Erratic,
Intermittent, or Incorrect
Overview
CODE
Fault Code: 115
PID: P190
SPN: 612
FMI: 2/2
LAMP: Red
SRT:
REASON
EFFECT
Engine Magnetic Speed/Position Lost Both of Two Signals - Data Erratic, Intermittent,
or Incorrect. The electronic control module (ECM) has detected that the primary and
backup speed sensor signals are connected backwards.
None on
performance.
ISB, ISC, ISL with CM2150 - Engine Magnetic Speed/Position
Circuit Description
The crankshaft position and camshaft position sensors are hall effect type sensors. The ECM provides a 5 volt supply to the
position sensor and a return circuit. As the teeth on the crankshaft speed ring or the dimples in the back of the camshaft gear
move past the position sensor, a signal is generated on the position sensor signal circuit. The ECM interprets this signal and
converts it to an engine speed. A missing tooth on the crankshaft gear is used to determine the position of the engine by the ECM.
Component Location
Both engine position sensors are located on the back side of the front gear housing above the fuel pump drive. Refer to
Procedure 100-002 (Engine Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the crankshaft position and camshaft position signal inputs to the ECM are reversed.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
The ECM detects the reversed sensors and continues to operate.
Conditions for Clearing the Fault Code
The ECM will turn off the red CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code indicates that the camshaft position sensor and crankshaft position sensor wiring harness connectors are
reversed.
Refer to Troubleshooting Fault Code t05-115
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc115) Engine Magnetic Speed/Position Lost Both of Two Signals - Data Erratic, Intermittent, or Incorrect
4 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 122
Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to
High Source
Overview
CODE
Fault Code: 122
PID: P102
SPN: 102
FMI: 3/3
LAMP: Amber
SRT:
REASON
Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to
High Source. High signal voltage detected at the intake manifold pressure circuit.
EFFECT
Derate in power
output of the
engine.
ISB, ISC, and ISL - Intake Manifold 1 Pressure Sensor
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the intake manifold pressure sensor on the sensor supply circuit.
The ECM also provides a ground on the sensor return circuit. The intake manifold pressure sensor provides a signal to the ECM
on the intake manifold pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the intake
manifold. The ECM will detect a low signal voltage at operating conditions such as during an idle or a deceleration. The ECM will
detect a high signal voltage during high engine load operating conditions.
Component Location
The intake manifold pressure sensor is located in the air intake horn. Refer to Procedure 100-002 (Engine Diagrams) in Section E
for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the intake manifold pressure signal voltage is greater than 4.91 VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value of the intake manifold pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The intake manifold pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts
in the engine harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 122, check for multiple
faults.
Possible causes of this fault code include:
Open return circuit in the engine harness, connectors, or sensor
Signal wire shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-122
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc122) Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source
5 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc122) Intake Manifold 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source
6 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 123
Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to
Low Source
Overview
CODE
Fault Code: 123
PID: P102
SPN: 102
FMI: 4/4
LAMP: Amber
SRT:
REASON
Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to
Low Source. Low signal voltage or open circuit detected at the intake manifold
pressure circuit.
EFFECT
Derate in power
output of the
engine.
ISB, ISC, and ISL - Intake Manifold 1 Pressure Sensor
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the intake manifold pressure sensor on the sensor supply circuit.
The ECM also provides a ground on the sensor return circuit. The intake manifold pressure sensor provides a signal to the ECM
on the intake manifold pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the intake
manifold. The ECM will detect a low signal voltage at operating conditions such as during an idle or a deceleration. The ECM will
detect a high signal voltage during high engine load operating conditions.
Component Location
The intake manifold pressure sensor is located in the air intake horn. Refer to Procedure 100-002 (Engine Diagrams) in Section F
for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the intake manifold pressure signal voltage is less than 0.26-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value of the intake manifold pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The intake manifold pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts
in the engine harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 123, check for multiple
faults.
Possible causes of this fault code include:
Signal circuit open or shorted to ground in the engine harness or sensor.
Supply line open or shorted to ground.
Refer to Troubleshooting Fault Code t05-123
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc123) Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source
7 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc123) Intake Manifold 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source
8 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 124 (QSB3.3)
Intake Manifold 1 Pressure - Data Valid but Above Normal Operational Range Moderately Severe Level
Overview
CODE
Fault Code: 124
PID: P102
FMI: 0/16
LAMP: Amber
SRT:
REASON
Intake Manifold 1 Pressure Sensor Circuit - Data Valid but Above Normal Operational
Range - Moderately Severe Level. Intake manifold pressure has exceeded the maximum
limit for the given engine rating.
EFFECT
Engine
power
derate.
Intake Manifold Pressure/Temperature Circuit
Circuit Description
The intake manifold pressure sensor is used by the electronic control module (ECM) to monitor the engine intake manifold
pressure.
Component Location
Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed component location view.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code becomes active when the intake manifold pressure exceeds the maximum pressure limit for a given engine rating.
Possible causes:
Malfunctioning turbocharger wastegate
Wastegate tampering
Wrong turbocharger part
Possible tampering of the fuel system or turbocharger system.
Refer to Troubleshooting Fault Code t05-124
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc124) Intake Manifold 1 Pressure - Data Valid but Above Normal Operational Range - Moderately9Severe
/ 507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 131
Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or
Shorted to High Source
Overview
CODE
Fault Code: 131
PID: P091
SPN: 91
FMI: 3/3
LAMP: Red
SRT:
REASON
EFFECT
Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above
Severe derate in power
Normal or Shorted to High Source. High voltage detected at accelerator output of the engine. Limp
pedal position number 1 circuit.
home power only.
ISB, ISC, and ISL - Accelerator Pedal or Lever Position Sensor 1 Circuit
Circuit Description
The accelerator position sensor is a hall-effect sensor attached to the accelerator pedal. The accelerator position sensor varies
the signal voltage to the electronic control module (ECM) as the accelerator pedal is depressed and released. Low signal voltage
is received by the ECM when the accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when the
accelerator pedal is at 100 percent. The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply,
accelerator pedal position return, and accelerator pedal position signal.
The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Both
position sensors receive a 5 volt supply from the ECM. A corresponding signal voltage, based on the accelerator pedal position, is
then received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage from the
accelerator position 2. When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault code
is set.
Component Location
The accelerator pedal or lever position sensor is located on the accelerator pedal or lever. Refer to the original equipment
manufacturer (OEM) troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the throttle pedal signal voltage is greater than 4.55-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Newer engines use two throttle position sensors to determine the throttle position. Older throttle pedals used a single throttle
position sensor and an idle validation switch. If Fault Codes 132 and 1241 are active when the accelerator pedal is in the idle
position, and Fault Code 132 goes inactive, and Fault Code 1239 goes active when the throttle is depressed, the incorrect throttle
pedal has been installed in the vehicle. A throttle pedal with two acceleration position sensors must be installed.
If troubleshooting an intermittent accelerator problem:
The accelerator pedal or lever position sensor signal voltage can be monitored with the INSITE™ electronic service tool, while
flexing the harness to locate the intermittent connection.
(08-fc131) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted to10High
/ 507Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Possible causes of this fault include:
Accelerator pedal or lever position signal circuit shorted to battery or +5 volt supply
Open accelerator pedal return circuit in the harness or connections
Accelerator supply shorted to battery
Failed accelerator pedal or lever position sensor.
NOTE: The three wires in the accelerator position sensor circuit must be twisted together.
Refer to Troubleshooting Fault Code t05-131
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc131) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted to11High
/ 507Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 132
Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or
Shorted to Low Source
Overview
CODE
Fault Code: 132
PID: P091
SPN: 91
FMI: 4/4
LAMP: Red
SRT:
REASON
Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below
Normal or Shorted to Low Source. Low voltage detected at accelerator
pedal position number 1 signal circuit.
EFFECT
Severe derate in power
output of the engine. Limp
home power only.
ISB, ISC, and ISL - Accelerator Pedal Position Sensor 1 Circuit
Circuit Description
The accelerator position sensor is a hall-effect sensor attached to the accelerator pedal. The accelerator position sensor varies
the signal voltage to the electronic control module (ECM) as the accelerator pedal is depressed and released. Low signal voltage
is received by the ECM when the accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when the
accelerator pedal is at 100 percent. The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply,
accelerator pedal position return, and accelerator pedal position signal.
The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Both
position sensors receive a 5 volt supply from the ECM. A corresponding signal voltage, based on the accelerator pedal position, is
then received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage from the
accelerator position 2. When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault code
is set.
Component Location
The accelerator pedal or lever position sensor is mounted to the accelerator pedal assembly. Refer to the original equipment
manufacturer (OEM) troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the throttle pedal signal voltage is less than 0.75-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Newer engines use two throttle position sensors to determine the throttle position. Older throttle pedals used a single throttle
position sensor and an idle validation switch. If Fault Codes 132 and 1241 are active when the accelerator pedal is in the idle
position and Fault Code 132 goes inactive and Fault Code 1239 goes active when the throttle is depressed, the incorrect throttle
pedal has been installed in the vehicle. A throttle pedal with two acceleration position sensors must be installed.
If troubleshooting an intermittent accelerator problem:
The accelerator pedal or lever position sensor signal voltage can be monitored with the INSITE™ electronic service tool, while
flexing the harness to locate the intermittent connection. Intermittent connections will show up as abrupt changes in signal voltage
displayed in INSITE™ electronic service tool.
(08-fc132) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted to12Low
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Possible causes of this fault include:
Accelerator pedal or lever position signal shorted to engine ground or return wires in the OEM harness or sensor.
Failed accelerator pedal or lever position sensor.
Open circuit in the accelerator signal, supply, or return wire in the harness or connectors.
NOTE: The three wires in the accelerator position sensor circuit must be twisted together.
Refer to Troubleshooting Fault Code t05-132
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc132) Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted to13Low
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 133
Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above
Normal or Shorted to High Source
Overview
CODE
Fault Code: 133
PID: P372
SPN: 974
FMI: 3/3
LAMP: Red
SRT:
REASON
Remote Accelerator Pedal or Lever Position Sensor 1 Circuit Voltage Above Normal or Shorted to High Source. High signal
voltage detected at remote accelerator position signal circuit.
EFFECT
Remote accelerator will not
operate. Remote accelerator
position will be set to zero
percent.
ISB, ISC, and ISL - Remote Accelerator Pedal Position Sensor 1 Circuit
Circuit Description
The remote accelerator position sensor is a potentiometer attached to the remote accelerator lever. The remote accelerator
position sensor varies the signal voltage to the electronic control module (ECM) as the remote accelerator lever is depressed and
released. Low signal voltage is received by the ECM when the remote accelerator lever is at 0 percent. A high signal voltage is
received by the ECM when the remote accelerator is at 100 percent. The remote accelerator pedal position circuit contains a
remote accelerator pedal position 5 volt supply, remote accelerator pedal position return, and remote accelerator pedal position
signal.
When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault code is set.
Component Location
The remote accelerator pedal or lever location varies with each original equipment manufacturer (OEM). Refer to the OEM
troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the remote accelerator pedal signal voltage is greater than 4.5-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
If troubleshooting an intermittent accelerator problem:
The remote accelerator pedal or lever position sensor signal voltage can be monitored with the INSITE™ electronic service tool,
while flexing the harness to locate the intermittent connection. Intermittent connections will show up as abrupt changes in signal
voltage displayed by the INSITE™ electronic service tool.
Possible causes of this fault include:
Remote accelerator pedal or lever position signal circuit shorted to battery or +5 volt supply.
Open remote accelerator pedal or lever return circuit in the harness or connections.
Remote accelerator supply shorted to battery.
Failed remote accelerator pedal or lever position sensor.
(08-fc133) Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted
14 / 507to High Sourc
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
NOTE: The three wires in the remote accelerator position sensor circuit must be twisted together.
Refer to Troubleshooting Fault Code t05-133
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc133) Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Above Normal or Shorted
15 / 507to High Sourc
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 134
Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below
Normal or Shorted to Low Source
Overview
CODE
Fault Code: 134
PID: P372
SPN: 974
FMI: 4/4
LAMP: Red
SRT:
REASON
Remote Accelerator Pedal or Lever Position Sensor 1 Circuit Voltage Below Normal or Shorted to Low Source. Low voltage
detected at remote accelerator position signal circuit.
EFFECT
Remote accelerator will not
operate. Remote accelerator
position will be set to zero
percent.
ISB, ISC, and ISL - Remote Accelerator Pedal or Lever Position Sensor 1 Circuit
Circuit Description
The remote accelerator position sensor is a potentiometer attached to the remote accelerator lever. The remote accelerator
position sensor varies the signal voltage to the electronic control module (ECM) as the remote accelerator lever is depressed and
released. Low signal voltage is received by the ECM when the remote accelerator lever is at 0 percent. A high signal voltage is
received by the ECM when the remote accelerator is at 100 percent. The remote accelerator pedal position circuit contains a
remote accelerator pedal position 5 volt supply, remote accelerator pedal position return, and remote accelerator pedal position
signal.
When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault code is set.
Component Location
The remote accelerator pedal or lever location varies with each original equipment manufacturer (OEM). Refer to the OEM service
manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the remote accelerator pedal signal voltage is less than 0.1-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
If troubleshooting an intermittent accelerator problem:
The remote accelerator pedal or lever position sensor signal voltage can be monitored with the INSITE™ electronic service tool,
while flexing the harness to locate the intermittent connection. Intermittent connections will show up as abrupt changes in signal
voltage displayed by the INSITE™ electronic service tool.
Possible causes of this fault include:
Remote accelerator pedal or lever position signal shorted to engine ground or return wires in the OEM harness or sensor.
Damaged remote accelerator pedal or lever position sensor.
Open circuit in the remote accelerator signal, supply, or return wire in the harness or connectors.
Note: The three wires in the remote accelerator position sensor circuit must be twisted together.
(08-fc134) Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted
16 / 507to Low Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-134
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc134) Remote Accelerator Pedal or Lever Position Sensor 1 Circuit - Voltage Below Normal or Shorted
17 / 507to Low Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 135
Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal or Shorted to
High Source
Overview
CODE
Fault Code: 135
PID: P100
SPN: 100
FMI: 3/3
LAMP: Amber
SRT:
REASON
Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal or
Shorted to High Source. High signal voltage detected at the engine oil
pressure circuit.
EFFECT
None on performance. No
engine protection for oil
pressure.
ISC and ISL with CM2150 - Engine Oil Rifle Pressure 1
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the engine oil pressure sensor on the sensor supply circuit. The
ECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on the
engine oil pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the oil rifle. The ECM will
detect a low signal voltage at operating conditions when the oil pressure may be slightly lower. The ECM will detect a high signal
voltage during high engine speeds or operating conditions when the oil temperature is low.
Component Location
The engine oil pressure sensor is located on the left side of the engine block. Refer to Procedure 100-002 (Engine Diagrams) in
Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the engine oil pressure signal voltage is greater than 4.75-VDC for more than 16 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value of the engine oil pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The oil pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in the engine
harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 135, check for multiple faults.
Possible causes of this fault code include:
An open return circuit in the harness, connectors, or sensor
A signal circuit shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-135
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc135) Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Above Normal or Shorted to High Source
18 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 141
Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal or Shorted to
Low Source
Overview
CODE
Fault Code: 141
PID: P100
SPN: 100
FMI: 4/4
LAMP: Amber
SRT:
REASON
Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal or
Shorted to Low Source. Low signal voltage detected at the engine oil
pressure circuit.
EFFECT
None on performance. No
engine protection for oil
pressure.
ISC and ISL with CM2150 - Engine Oil Rifle Pressure 1
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the engine oil pressure sensor on the sensor supply circuit. The
ECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on the
engine oil pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the oil rifle. The ECM will
detect a low signal voltage at operating conditions when the oil pressure may be slightly lower. The ECM will detect a high signal
voltage during high engine speeds or operating conditions when the oil temperature is low.
Component Location
The engine oil pressure sensor is located on the left side of the engine block. Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the engine oil pressure signal voltage is less than 0.25-VDC for more than 16 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the engine oil pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
The oil pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in the engine
harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 141, check for multiple faults.
Possible causes of this fault code include:
A signal circuit open or shorted to ground in the engine harness or sensor
A supply wire open or shorted to ground.
Refer to Troubleshooting Fault Code t05-141
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc141) Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage Below Normal or Shorted to Low Source
19 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 143
Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range Moderately Severe Level
Overview
CODE
Fault Code: 143
PID: P100
SPN: 100
FMI: 1/18
LAMP: Amber
SRT:
REASON
Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range
- Moderately Severe Level. Engine oil pressure signal indicates engine oil
pressure is below the engine protection warning limit.
EFFECT
Progressive power
derate increasing in
severity from time of
alert.
ISC and ISL with CM2150 - Engine Oil Rifle Pressure 1
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the engine oil pressure sensor on the sensor supply 1 circuit. The
ECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on the
engine oil pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the oil rifle. The ECM will
detect a low signal voltage at operating conditions when the oil pressure may be slightly lower. The ECM will detect a high signal
voltage during high engine speeds or operating conditions when the oil temperature is low.
If the ECM detects low signal voltage indicating a low engine oil pressure, this fault code sets.
Component Location
The engine oil pressure sensor is located on the left side of the engine block. Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the engine oil pressure is less than the engine protection limits.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A torque derate issued by the ECM limits the power output of the engine.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the torque derate will be removed when the oil pressure reading is
detected to be within the normal operating range.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code goes active when the engine oil pressure drops below the engine protection limit. Troubleshoot the engine for low
oil pressure.
Refer to Troubleshooting Fault Code t05-143
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc143) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Moderately 20
Severe
/ 507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 144
Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal or Shorted
to High Source
Overview
CODE
Fault Code: 144
PID: P110
SPN: 110
FMI: 3/3
LAMP: Amber
SRT:
REASON
Engine Coolant Temperature 1 Sensor Circuit - Voltage
Above Normal or Shorted to High Source. High signal voltage
or open circuit detected at engine coolant temperature
circuit.
EFFECT
Possible white smoke. Fan will stay
ON if controlled by ECM. No engine
protection for engine coolant
temperature.
ISB, ISC, and ISL- Engine Coolant Temperature 1 Sensor Circuit
Circuit Description
The coolant temperature sensor is a variable resistor sensor and is used to measure the temperature of the coolant of the engine.
The electronic control module (ECM) supplies 5 volts to the coolant temperature signal circuit. The ECM monitors the change in
voltage caused by changes in the resistance of the sensor to determine the coolant temperature.
The engine coolant temperature value is used by the ECM for the engine protection system, and engine emissions control.
Component Location
The engine coolant temperature sensor is located on the thermostat housing. Refer to Procedure 100-002 (Engine Diagrams) in
Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the coolant temperature signal voltage is greater than 5.13-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the coolant temperature reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Before troubleshooting Fault Code 144, check for multiple faults.
The engine coolant temperature sensor shares return wires in the engine harness with other sensors. An open return can cause
multiple fault codes to be active.
Possible causes of this fault code include:
Open return circuit in the harness, connectors, or sensor.
Open signal circuit or shorted to a voltage source.
Refer to Troubleshooting Fault Code t05-144
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc144) Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal or Shorted to High 21
Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc144) Engine Coolant Temperature 1 Sensor Circuit - Voltage Above Normal or Shorted to High 22
Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 145
Engine Coolant Temperature 1 Sensor Circuit - Voltage Below Normal or Shorted
to Low Source
Overview
CODE
Fault Code: 145
PID: P110
SPN: 110
FMI: 4/4
LAMP: Amber
SRT:
REASON
Engine Coolant Temperature 1 Sensor Circuit - Voltage
Below Normal or Shorted to Low Source. Low signal
voltage detected at engine coolant temperature circuit.
EFFECT
Possible white smoke. Fan will stay ON if
controlled by ECM. No engine protection
for engine coolant temperature.
ISB, ISC, and ISL - Engine Coolant Temperature 1 Sensor Circuit
Circuit Description
The coolant temperature sensor is a variable resistor sensor and is used to measure the temperature of the coolant of the engine.
The ECM supplies 5 volts to the coolant temperature signal circuit. The ECM monitors the change in voltage caused by changes in
the resistance of the sensor to determine the coolant temperature.
The engine coolant temperature value is used by the ECM for the engine protection system and engine emissions control.
Component Location
The engine coolant temperature sensor is located on the thermostat housing. Refer to Procedure 100-002 (Engine Diagrams) in
Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the coolant temperature signal voltage is less than 0.12-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value is used for the coolant temperature reading.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The engine coolant temperature sensor shares return wires in the engine harness with other sensors. A shorted return can cause
multiple fault codes to be active. Before troubleshooting Fault Code 145, check for multiple fault codes.
Possible causes of this fault code include:
Signal shorted to ground in the harness
Signal shorted to return or ground in the sensor.
Refer to Troubleshooting Fault Code t05-145
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc145) Engine Coolant Temperature 1 Sensor Circuit - Voltage Below Normal or Shorted to Low Source
23 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 146
Engine Coolant Temperature - Data Valid But Above Normal Operational Range Moderately Severe Level
Overview
CODE
Fault Code: 146
PID: P110
SPN: 110
FMI: 0/16
LAMP: Amber
SRT:
REASON
Engine Coolant Temperature - Data Valid But Above Normal
Operational Range - Moderately Severe Level. Engine coolant
temperature is above engine protection warning limit.
EFFECT
Power derate and possible engine
shut down if Engine Protection
Shutdown feature is enabled.
Engine Coolant Temperature Sensor Circuit
Circuit Description
The coolant temperature sensor is a variable resistor sensor and is used to measure the temperature of the engine coolant. The
electronic control module (ECM) supplies 5 volts to the coolant temperature signal circuit. The ECM monitors the change in voltage
caused by changes in the resistance of the sensor to determine the coolant temperature.
The engine coolant temperature value is used by the ECM for the engine protection system and engine emissions control. This
fault code indicates that the engine coolant temperature has exceeded the engine protection limit.
Component Location
The engine coolant temperature sensor is located on the exhaust side of the engine near the thermostat housing.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the coolant temperature is greater than a calibratible limit set in the ECM.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the diagnostic runs and fails.
The torque output of the engine will be reduced.
Exhaust gas recirculation (EGR) valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the fault code immediately after the coolant temperature decreases below the engine protection limit.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe® Online for applicable fixes to the
calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.
This fault code indicates that coolant temperature has exceeded the engine protection limits for high coolant temperature.
Refer to Troubleshooting Fault Code t05-146
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc146) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Moderately
24 / Severe
507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 151
Engine Coolant Temperature - Data Valid But Above Normal Operational Range Most Severe Level
Overview
CODE
Fault Code: 151
PID: P110
SPN: 110
FMI: 0/0
LAMP: Red
SRT:
REASON
EFFECT
Engine Coolant Temperature - Data Valid But Above
Normal Operational Range - Most Severe Level.
Engine coolant temperature signal indicates engine
coolant temperature above engine protection critical
limit.
Progressive power derate increasing in
severity from time of alert. If Engine Protection
Shutdown feature is enabled, engine will shut
down 30 seconds after red STOP lamp starts
flashing.
Coolant Temperature Sensor Circuit
Circuit Description
The coolant temperature sensor is a variable resistor sensor and is used to measure the temperature of the coolant of the engine.
The electronic control module (ECM) supplies 5 volts to the coolant temperature signal circuit. The ECM monitors the change in
voltage caused by changes in the resistance of the sensor to determine the coolant temperature.
The engine coolant temperature value is used by the ECM for the engine protection system and engine emissions control. This
fault code indicates that the engine coolant temperature has exceeded the engine protection limit.
Component Location
The engine coolant temperature sensor is located on the exhaust side of the engine near the thermostat housing.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the coolant temperature is greater than the maximum operating limits set in the ECM calibration.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
The torque output of the engine will be reduced.
Maximum engine operating speed will be decreased.
The engine will be shut down if the Engine Protection Shutdown feature is enabled.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the coolant temperature decreases below the engine protection
limit.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe® Online for applicable fixes to the
calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.
Refer to Troubleshooting Fault Code t05-151
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc151) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Most Severe
25 / 507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 153
Intake Manifold 1 Temperature Sensor Circuit - Voltage Above Normal or Shorted
to High Source
Overview
CODE
Fault Code: 153
PID: P105
SPN: 105
FMI: 3/3
LAMP: Amber
SRT:
REASON
Intake Manifold 1 Temperature Sensor Circuit - Voltage
Above Normal or Shorted to High Source. High signal
voltage detected at intake manifold air temperature
circuit.
EFFECT
Possible white smoke. Fan will stay ON if
controlled by the ECM. No engine
protection for intake manifold air
temperature.
ISB, ISC, and ISL - Intake Manifold 1 Temperature Sensor Circuit
Circuit Description
The intake manifold temperature sensor is a variable resistor sensor and is used to measure the temperature of the air entering
the intake manifold of the engine. The electronic control module (ECM) supplies 5 volts to the intake manifold temperature signal
circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the intake
manifold temperature.
Component Location
The intake manifold air temperature sensor is located in the air intake manifold. Refer to Procedure 100-002 (Engine Diagrams) in
Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the intake manifold temperature signal voltage is greater than 5.13-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value is used for the intake manifold temperature reading.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The intake manifold air temperature sensor shares return wires in the engine harness with other sensors. Opens and shorts in the
engine harness can cause multiple fault codes to be active. Check active fault codes with multiple counts first.
Possible causes of this fault code include:
Open return circuit in the harness, connectors, or sensor
Open signal circuit or shorted to voltage source.
Refer to Troubleshooting Fault Code t05-153
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc153) Intake Manifold 1 Temperature Sensor Circuit - Voltage Above Normal, or Shorted to High26
Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 154
Intake Manifold 1 Temperature Sensor Circuit - Voltage Below Normal or Shorted
to Low Source
Overview
CODE
Fault Code: 154
PID: P105
SPN: 105
FMI: 4/4
LAMP: Amber
SRT:
REASON
EFFECT
Intake Manifold 1 Temperature Sensor Circuit - Voltage
Possible white smoke. Fan will stay ON if
Below Normal or Shorted to Low Source. Low signal
controlled by ECM. No engine protection
voltage detected at intake manifold air temperature circuit. for intake manifold air temperature.
ISB, ISC, and ISL - Intake Manifold 1 Temperature Sensor Circuit
Circuit Description
The intake manifold temperature sensor is a variable resistor sensor and is used to measure the temperature of the air entering
the intake manifold of the engine. The electronic control module (ECM) supplies 5 volts to the intake manifold temperature signal
circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the intake
manifold temperature.
Component Location
The intake manifold air temperature sensor is located in the air intake manifold. Refer to Procedure 100-002 (Engine Diagrams) in
Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the intake manifold temperature signal voltage is less than 0.12-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the intake manifold temperature reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The intake manifold temperature sensor shares return wires in the engine harness with other sensors. Opens and shorts in the
engine harness can cause multiple fault codes to be active. Check fault codes with multiple counts first.
Possible causes of this fault code include:
Signal circuit shorted to ground in the harness
Signal circuit shorted to return or ground in the sensor.
Refer to Troubleshooting Fault Code t05-154
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc154) Intake Manifold 1 Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source
27 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 155
Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range
- Most Severe Level
Overview
CODE
Fault Code: 155
PID: P105
SPN: 105
FMI: 0/0
LAMP: Red
SRT:
REASON
Intake Manifold 1 Temperature - Data Valid but
Above Normal Operational Range - Most Severe
Level. Intake manifold air temperature signal
indicates intake manifold air temperature above
engine protection critical limit.
EFFECT
Progressive power and derate increasing in
severity from time of alert. If the Engine
Protection Shutdown feature is enabled,
engine will shut down 30 seconds after the red
STOP lamp starts flashing.
Intake Manifold 1 Pressure/Temperature Sensor Circuit
Circuit Description
The intake manifold temperature sensor is a variable resistor sensor and is used to measure the temperature of the air entering
the intake manifold of the engine. The electronic control module (ECM) supplies 5 volts to the intake manifold temperature signal
circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the intake
manifold temperature.
This fault code indicates that the intake manifold temperature has exceeded the maximum engine protection limit.
Component Location
Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the intake manifold temperature is above the maximum operating limits in the ECM calibration.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
The torque output of the engine will be reduced.
Maximum engine operating speed will be decreased.
The engine will be shut off if the Engine Protection Shutdown feature is enabled.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The intake manifold air temperature sensor measures the temperature of the charge air as it passes through the intake manifold.
Possible causes of this fault code include:
Restricted air flow through the charge air cooler
Undersized charge air cooler
High turbocharger compressor outlet temperature
For marine engines verify the cooling water intake is not blocked or clogged with debris.
Refer to Troubleshooting Fault Code t05-155
Last Modified: 20-Jul-2010
(08-fc155) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Most Severe
28 / 507Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc155) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Most Severe
29 / 507Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc195
Fault Code Path Selection
Is the coolant level sensor a 2-wire
sensor?
Go to 08-fc1952wire
Is the coolant level sensor a 3-wire
sensor?
Go to 08-fc1953wire
Last Modified: 03-Jan-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc195) Coolant Level Sensor 1 Circuit Choice
30 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 195 - Two Wire Sensor
Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High
Source
Overview
CODE
Fault Code: 195
PID: P111
SPN: 111
FMI: 3/3
LAMP: Amber
SRT:
REASON
Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source.
High signal voltage detected at engine coolant level circuit.
EFFECT
None on
performance.
ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit
Circuit Description
The coolant level sensor is a switch and is used to measure the level of the engine coolant in the radiator top tank. The coolant
level sensor is immersed in the coolant and returns a different signal voltage when immersed in coolant versus being out of
coolant. The electronic control module (ECM) supplies 5 volts to the coolant level signal circuit. The resistance of the engine
coolant level sensor changes based on the coolant level. The sensor resistance is between 5.4k ohms and 34k ohms when the
sensor is submersed in coolant. The sensor resistance is between 333k ohms and 880k ohms when the sensor is not sumbersed
in coolant. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the level of
the engine coolant.
Component Location
The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting and
repair manual for location.
Conditions for Running the Diagnostics
This diagnostic runs continously when the keyswitch is in the ON position, or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the coolant level signal voltage is greater than 5.124-VDC for more than 20 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
No engine protection will be available for low coolant level.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Open return or signal circuit in the harness, connectors, or sensor
Signal wire shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-195
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc195-2wire) Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source 31 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 195 - Three Wire Sensor
Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High
Source
Overview
CODE
Fault Code: 195
PID: P111
SPN: 111
FMI: 3/3
LAMP: Amber
SRT:
REASON
Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source.
High signal voltage detected at engine coolant level circuit.
EFFECT
None on
performance.
ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit
Circuit Description
The electronic control module (ECM) supplies a 5 volt supply to the engine coolant level sensor using a common sensor supply
circuit. The ECM also provides a ground on the sensor return circuit. The engine coolant level sensor provides a signal to the
ECM on the engine coolant level sensor signal circuit. This sensor signal voltage changes, based on the coolant level in the
expansion tank.
Component Location
The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting and
repair manual for location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position, or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the coolant level signal voltage is greater than 4.5-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
No engine protection will be available for low coolant level.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Open return circuit in the engine harness, connectors, or sensor
Signal circuit shorted to sensor supply or battery voltage
Sensor supply circuit shorted to battery voltage.
Refer to Troubleshooting Fault Code t05-195
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc195-3wire) Coolant Level Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source 32 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc196
Fault Code Path Selection
Is the coolant level sensor a 2-wire
sensor?
Go to 08-fc1962wire
Is the coolant level sensor a 3-wire
sensor?
Go to 08-fc1963wire
Last Modified: 03-Dec-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc196) Coolant Level Sensor 1 Circuit Choice
33 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 196 - Two Wire Sensor
Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 196
PID: P111
SPN: 111
FMI: 4/4
LAMP: Amber
SRT:
REASON
EFFECT
Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source. Low None on
signal voltage detected at the engine coolant level circuit.
performance.
ISB, ISC and ISL with CM2150 - Engine Coolant Level Sensor 1 Circuit
Circuit Description
The engine coolant level sensor is a switch and is used to measure the level of the engine coolant in the radiator top tank. The
coolant level sensor is immersed in the coolant and returns a different signal voltage when immersed in coolant versus being out
of coolant. The electronic control module (ECM) supplies 5 volts to the coolant level signal circuit. The resistance of the engine
coolant level sensor changes based on the coolant level. The sensor resistance is between 5.4k ohms and 34k ohms when the
sensor is submersed in coolant. The sensor resistance is between 333k ohms and 880k ohms when the sensor is not submersed
in coolant. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the level of
the engine coolant.
Component Location
The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting and
repair manual for location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the coolant level signal voltage is less than 0.258-VDC for more than 20 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
No engine protection will be available for low coolant level.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Signal circuit shorted to ground or return in the harness, sensor, or connectors.
Refer to Troubleshooting Fault Code t05-196
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc196-2wire) Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source 34 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 196 - Three Wire Sensor
Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 196
PID: P111
SPN: 111
FMI: 4/4
LAMP: Amber
SRT:
REASON
EFFECT
Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source. Low None on
signal voltage detected at engine coolant level circuit.
performance.
ISB, ISC and ISL with CM2150 - Coolant Level Sensor 1 Circuit
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the engine coolant level sensor using a common sensor SUPPLY
circuit. The ECM also provides a ground on the sensor RETURN circuit. The engine coolant level sensor provides a signal to the
ECM on the engine coolant level sensor SIGNAL circuit. This sensor signal voltage changes based on the coolant level in the
expansion tank.
Component Location
The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting and
repair manual for location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the coolant level signal voltage is less than 0.5-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
No engine protection will be available for low coolant level.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Possible causes of this fault code include:
Open signal circuit in the engine harness, connectors, or sensor
Signal circuit shorted to ground in the engine harness, connector, or sensor
Damaged sensor.
Refer to Troubleshooting Fault Code t05-196
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc196-3wire) Coolant Level Sensor 1 Circuit - Voltage Below Normal or Shorted to Low Source 35 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 197
Coolant Level - Data Valid but Below Normal Operational Range - Moderately
Severe Level
Overview
CODE
Fault Code: 197
PID: P111
SPN: 111
FMI: 1/18
LAMP: Amber
SRT:
REASON
Coolant Level - Data Valid but Below Normal
Operational Range - Moderately Severe Level. Low
engine coolant level detected.
EFFECT
Power derate and possible engine shut
down if the Engine Protection Shutdown
feature is enabled.
ISB, ISC, and ISL with CM2150 - Electronic Control Module
Circuit Description
The coolant level sensor is a switch and is used to measure the level of the engine coolant in the radiator top tank. The coolant
level sensor is immersed in the coolant and returns a different signal voltage when immersed in coolant, versus being out of
coolant. The electronic control module (ECM) supplies 5 volts to the coolant level signal circuit. The resistance of the engine
coolant level sensor changes, based on the coolant level. The ECM monitors the change in voltage caused by changes in the
resistance of the sensor to determine the level of the engine coolant.
Component Location
The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting and
repair manual for the location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the coolant level is below the normal operating limit.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light after 20 seconds when low engine coolant level has been detected.
The torque output of the engine will be reduced.
Exhaust gas recirculation (EGR) valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after 20 seconds of detecting the correct engine coolant level.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code goes active when the coolant level inside the radiator top tank or surge tank drops below the sensor level. Fill the
top tank with coolant.
Refer to Troubleshooting Fault Code t05-197
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc197) Coolant Level - Data Valid but Below Normal Operational Range - Moderately Severe Level
36 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 221
Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High
Source
Overview
CODE
Fault Code: 221
PID: P108
SPN: 108
FMI: 3/3
LAMP: Amber
SRT:
REASON
Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source.
High signal voltage detected at barometric pressure circuit.
EFFECT
Engine
power
derate.
ISB - Barometric Pressure Sensor Circuit
ISC and ISL - Barometric Pressure Sensor Circuit
Circuit Description
The ambient air pressure sensor responds to pressure changes in the atmospheric pressure. The pressure changes occur based
on elevation that the engine is presently operating at. The ambient air pressure sensor has a 5 volt supply circuit, a sensor signal
voltage, and a return circuit.
The electronic control module (ECM) provides a 5 volt supply to the ambient air pressure sensor on the sensor supply 1 circuit.
The ECM also provides a ground on the sensor return circuit. The ambient air pressure sensor provides a signal to the ECM on
the ambient air pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure of the atmosphere. The
ECM will detect a low signal voltage when the vehicle is operating at high altitudes. The ECM will detect a high signal voltage when
the vehicle is operating at sea level.
Component Location
The barometric pressure sensor is mounted on the main branch of the engine harness near the ECM. Refer to Procedure 100-002
(Engine Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in th ON position.
Conditions for Setting the Fault Codes
The ECM detects that the ambient air pressure signal voltage is greater than 4.75-VDC for more than 16 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value of the ambient pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The barometric pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in the
engine harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 221, check for multiple faults.
Possible causes of this fault code include:
Open return circuit in the harness, connectors, or sensor
Signal circuit shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-221
(08-fc221) Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source 37 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc221) Barometric Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source 38 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 222
Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low
Source
Overview
CODE
Fault Code: 222
PID: P108
SPN: 108
FMI: 4/4
LAMP: Amber
SRT:
REASON
Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source.
Low signal voltage detected at barometric pressure circuit.
EFFECT
Engine
power
derate.
ISB with CM2150 - Barometric Pressure Sensor Circuit
ISC and ISL with CM2150 - Barometric Pressure Sensor Circuit
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the ambient air pressure sensor on the sensor supply 1 circuit.
The ECM also provides a ground on the sensor return circuit. The ambient air pressure sensor provides a signal to the ECM on
the ambient air pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure of the atmosphere. The
ECM will detect a low signal voltage when the vehicle is operating at high altitudes. The ECM will detect a high signal voltage when
the vehicle is operating at sea level.
Component Location
The barometric pressure sensor is mounted on the main branch of the engine harness near the ECM.Refer to Procedure 100-002
(Engine Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the ambient air pressure signal voltage is less than 0.25-VDC for more than 16 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value of the ambient pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The barometric pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in the
engine harness can cause multiple fault codes to be active. Before troubleshooting Fault Code 222, check for multiple faults.
Possible causes of this fault code include:
Signal circuit open or shorted to ground in the engine harness or sensor
Supply line open or shorted to ground.
Refer to Troubleshooting Fault Code t05-222
Last Modified: 20-Jul-2010
(08-fc222) Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source
39 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc222) Barometric Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source
40 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 234
Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational
Range - Most Severe Level
Overview
CODE
Fault Code: 234
PID: P190
SPN: 190
FMI: 0/0
LAMP: Red
SRT:
REASON
EFFECT
Engine Crankshaft Speed/Position - Data Valid but Above Normal
Fuel injection disabled until
Operational Range - Most Severe Level. Engine speed signal indicates engine speed falls below
engine speed above engine protection limit.
the overspeed limit.
Camshaft Position Sensor and Engine Speed Sensor Circuit
Circuit Description
The crankshaft position and camshaft position sensors are hall effect type sensors. The electronic control module (ECM) provides
a 5 volt supply to the position sensor and a return circuit. As the teeth on the crankshaft speed ring or the dimples in the back of
the camshaft gear move past the position sensor, a signal is generated on the position sensor signal circuit. The ECM interprets
this signal and converts it to an engine speed. A missing tooth on the crankshaft gear is used to determine the position of the
engine by the ECM.
Component Location
The crankshaft speed sensor is located on the intake side of the engine near the number 6 cylinder at the crankshaft centerline.
The camshaft speed sensor is located below the fuel pump in the back of the gear housing. Refer to Procedure 100-002 (Engine
Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the engine speed has exceeded the calibration limit for excessive engine speed.
Action Taken When the Fault Code is Active
Fueling to the engine is stopped until the engine speed drops to normal operating speeds.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the engine speed drops to normal operating speeds.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
External fuel sources drawn into the intake air passage
Reverse powering (motoring) of the engine
Tampering of the engine speed/position sensors
Inspect the intake manifold for sources of flammable vapors. Check the turbocharger seals to verify that there are no oil leaks.
Inspect the engine speed/position sensors for damage or tampering.
Refer to Troubleshooting Fault Code t05-234
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc234) Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational Range - Most
41 /Severe
507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc234) Engine Crankshaft Speed/Position - Data Valid but Above Normal Operational Range - Most
42 /Severe
507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 238
Sensor Supply 3 Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 238
PID: S232
SPN: 3511
FMI: 4/4
LAMP: Amber
SRT:
REASON
Sensor Supply 3 Circuit - Voltage Below Normal or Shorted to Low Source. Low
voltage detected on the +5 volt sensor supply circuit to the engine speed
sensor.
EFFECT
Possible hard
starting and rough
running.
ISB, ISC, ISL with CM2150 - Engine Speed Sensor Supply 3 Circuit
Circuit Description
The sensor supply 3 circuit provides 5 volt supply to the primary engine speed/position sensor.
Component Location
The engine speed sensor is located in the lower portion of the front cover on the intake side of the engine. Refer to Procedure
100-002 (Engine Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the sensor supply 3 signal voltage is less than 4.75-VDC for more than 1
second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The backup engine speed sensor will be used by the ECM for the engine speed signal.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The ECM monitors the voltage level on the engine speed sensor +5 volt supply circuit. If the voltage falls below a limit which can be
calibrated, then this fault is recorded.
Possible causes of this fault code are a short circuit to ground in the engine harness, sensor, or ECM.
Refer to Troubleshooting Fault Code t05-238
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc238) Sensor Supply 3 Circuit - Voltage Below Normal or Shorted to Low Source
43 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 239
Sensor Supply 3 Circuit - Voltage Above Normal or Shorted to High Source
Overview
CODE
Fault Code: 239
PID: S232
SPN: 3511
FMI: 3/3
LAMP: Amber
SRT:
REASON
Sensor Supply 3 Circuit - Voltage Above Normal or Shorted to High Source.
High voltage detected at sensor supply number 3 circuit.
EFFECT
Possible hard starting
and rough running.
ISB, ISC, and ISL - Sensor Supply 3 Circuit
Circuit Description
The sensor supply 3 circuit provides 5 volt supply to the primary engine speed/position sensor.
Component Location
The sensor supply 3 is located in the ECM. The supply voltage is spliced off in the engine harness to each sensor it supports.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the sensor supply 3 signal voltage is more than 5.2-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The backup engine speed sensor will be used by the ECM for the engine speed signal.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
High voltage on the (+) 5 volt supply wire can be caused by a short to battery voltage in the engine harness or connectors, or a
damaged ECM.
Refer to Troubleshooting Fault Code t05-239
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc239) Sensor Supply 3 Circuit - Voltage Above Normal, or Shorted to High Source
44 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 241
Wheel-Based Vehicle Speed - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 241
PID: P084
SPN: 84
FMI: 2/2
LAMP: Amber
SRT:
REASON
Wheel-Based Vehicle Speed - Data
Erratic, Intermittent, or Incorrect. The
ECM lost the vehicle speed signal.
EFFECT
Engine speed limited to Maximum Engine Speed without
VSS parameter value. Cruise control, Gear-Down
Protection, and Road Speed Governor will not work.
ISB, ISC, ISL with CM2150 - Vehicle Speed Sensor Circuit
Circuit Description
The vehicle speed sensor senses the speed of the tailshaft gear on the vehicle's transmission. This speed signal is then
transmitted to the engine electronic control module (ECM) and converted into a vehicle speed.
Component Location
The vehicle speed sensor is located in the rear of the vehicle transmission. Refer to the original equipment manufacturer (OEM)
troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the vehicle is in motion.
Conditions for Setting the Fault Codes
The ECM detects a loss of vehicle speed when other engine operating conditions indicate that the vehicle should be in motion.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine speed operating range is limited to the adjustable parameter “Maximum Engine Speed without VSS”.
Conditions for Clearing the Fault Code
The ECM detects a valid engine speed signal from the vehicle speed sensor.
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
There are multiple types of vehicle speed sensors. Various types include magnetic pickup, data link, digital, and tachograph. Refer
to the OEM for the specific type installed on the vehicle.
This fault is set active when the ECM loses a vehicle speed signal when other engine conditions indicate the vehicle is moving.
The fault can also become active if there is a series of clutch, service brake. or throttle movements with no vehicle movement. The
fault is set inactive when the ECM receives a vehicle speed signal greater than zero.
Since the vehicle speed sensor is an OEM installed component, this troubleshooting procedure will not catch all malfunctions of
the circuit due to components not under Cummins Inc. control. Sensor resistance values, data link speed sensors, and
tachographs are not fully covered under this procedure. For more information on those components, please refer to the OEM
troubleshooting and repair manual.
Refer to Troubleshooting Fault Code t05-241
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc241) Wheel-Based Vehicle Speed - Data Erratic, Intermittent or Incorrect
45 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 242
Wheel-Based Vehicle Speed Sensor Circuit Tampering Has Been Detected Abnormal Rate of Change
Overview
CODE
Fault Code: 242
PID: P084
SPN: 84
FMI: 10/10
LAMP: Amber
SRT:
REASON
EFFECT
Wheel-Based Vehicle Speed Sensor Circuit
Tampering Has Been Detected - Abnormal Rate of
Change. Signal indicates an intermittent
connection or VSS tampering.
Engine speed limited to maximum engine speed
without VSS parameter value. Cruise Control,
Gear-down Protection, and Road Speed
Governor will not work.
ISB, ISC and ISL with CM2150 - Vehicle Speed Sensor Circuit
Circuit Description
The vehicle speed sensor senses the speed of the tailshaft gear on the vehicle's transmission. This speed signal is then
transmitted to the engine electronic control module (ECM) and converted into a vehicle speed.
Component Location
The vehicle speed sensor is located in the rear of the vehicle transmission.
Conditions for Running the Diagnostics
The adjustable parameter “VSS Anti-Tampering” must be enabled.
This diagnostic runs continuously when the vehicle is in motion if the feature is enabled.
Conditions for Setting the Fault Codes
The ECM detects a tampering event of the vehicle speed signal.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine speed operating range is limited to the adjustable parameter “Maximum Engine Speed without VSS”.
Cruise Control, Gear-down Protection, and Road Speed Governor features will be disabled.
Conditions for Clearing the Fault Code
The ECM detects a valid engine speed signal from the vehicle speed sensor.
The keyswitch must be turned ON, and the vehicle speed and engine speed must be 0 for 30 seconds.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Verify that the feature settings for the vehicle speed sensor anti-tampering (Fault Code 242), application type and automatic
transmission are set correctly. If any of these are set incorrectly for the specific vehicle and application, Fault Code 242 could
occur erroneously.
Driving techniques such as driving for extended periods of time in lower gears can log Fault Code 242. Fault Code 242 can be
logged if the driver attempts to defeat the road speed governor by repeatedly cycling the keyswitch.
Once the speed signal has been restored the fault code will go inactive once the keyswitch is on for 30 seconds and the ECM
senses zero vehicle and engine speed.
Refer to Troubleshooting Fault Code t05-242
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc242) Wheel-Based Vehicle Speed Sensor Circuit Tampering Has Been Detected - Abnormal Rate
46 /of507
Change
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc242) Wheel-Based Vehicle Speed Sensor Circuit Tampering Has Been Detected - Abnormal Rate
47 /of507
Change
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 245
Fan Control Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 245
PID: S033
SPN: 647
FMI: 4/4
LAMP: Amber
SRT:
REASON
Fan Control Circuit - Voltage Below Normal or Shorted to Low Source.
Low signal voltage detected at the fan control circuit when commanded
ON.
EFFECT
The fan can possibly stay
on continuously or not run
at all.
ISB, ISC and ISL with CM2150 - Fan Control Circuit
Circuit Description
The fan control circuit is a device used by the engine to control the fan operation. When the electronic control module (ECM)
energizes the fan control circuit, the engine fan is engaged.
The fan control circuit utilizes a Pulse Width Modulated (PWM) signal. A PWM signal is pulsed voltage signal between 0-VDC and
system voltage. The frequency of the pulsed voltage signal is dependent on the application requirement.
There are two types of fans supported by the fan control circuit; variable speed and ON/OFF. INSITE™ electronic service tool can
be used to determine which fan type is currently set up for use. The fan control circuit varies by the OEM. Certain OEMs may use
a solenoid return that is wired to the ECM or can use a return that goes to engine block or chassis ground.
Component Location
The control solenoid location varies by OEM. Refer to the appropriate OEM troubleshooting and repair manual to determine the
location.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated (PWM) device is getting
energized or de-energized. In some cases the diagnostics can also run at some fixed intervals.
Conditions for Setting the Fault Codes
The fan control circuit PWM signal is not detected to be system voltage when the PWM signal is turned ON.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The fan will not be enabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared by using the INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The fan control logic can be adjusted with INSITE™ electronic service tool. There are two choices: 12 or 24 volts ON, or 0 volts
ON. For proper fan operation, the fan control logic setup with INSITE™ electronic service tool must match the hardware
configuration on the vehicle.
This fault code is logged when the ECM commands 12 or 24 VDC to the fan control solenoid, but the voltage on the fan control
signal circuit is less than 12 or 24 VDC. The low voltage on the signal circuit usually indicates a short circuit to ground in the
harness or solenoid.
If Fault Code 245 is still active after completing the following troubleshooting steps, consult the OEM troubleshooting and repair
manual for procedures to check the fan control circuit for a short circuit to ground.
(08-fc245) Fan Control Circuit - Voltage Below Normal or Shorted to Low Source
48 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-245
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc245) Fan Control Circuit - Voltage Below Normal or Shorted to Low Source
49 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 249
Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to
High Source
Overview
CODE
Fault Code: 249
PID: P171
SPN: 171
FMI: 3/3
LAMP: Amber
SRT:
REASON
Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to High
Source. High signal voltage detected at ambient air temperature circuit.
EFFECT
None on
performance.
ISB - Ambient Air Temperature Sensor 1 Circuit
ISC and ISL - Ambient Air Temperature Sensor 1 Circuit
Circuit Description
The ambient air temperature sensor 1 is a variable resistor sensor and is used to measure the temperature of the air entering the
turbocharger compressor inlet of the engine. The electronic control module (ECM) supplies 5 volts to the ambient air temperature
signal circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the
ambient air temperature.
Component Location
The ambient air temperature sensor is located in the air intake. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a
detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the ambient air temperature signal voltage is greater than 5.13-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the ambient air temperature reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The ambient air temperature sensor shares return wires in the engine harness with other sensors. Opens and shorts in the engine
harness can cause multiple fault codes to be active. Check active fault codes with multiple counts first.
Possible causes of this fault code include:
Open return circuit in the harness, connectors, or sensor
Open signal circuit or shorted to voltage source.
Refer to Troubleshooting Fault Code t05-249
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc249) Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source
50 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc249) Ambient Air Temperature Sensor 1 Circuit - Voltage Above Normal or Shorted to High Source
51 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 252
Engine Oil Level - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 252
PID: P98
SPN: 98
FMI: 2
LAMP: Amber
SRT:
REASON
Engine Oil Level - Data Erratic, Intermittent, or Incorrect. An intermittent
signal is being received from the oil level sensor.
EFFECT
Oil level sensor
operation will be
disabled.
ISB, ISC, and ISL - Oil Level Sensor Circuit
Circuit Description
The oil level sensor will monitor the oil fluid level in the oil pan at key-on. The oil level sensor will not monitor the oil level after the
engine is started or when the engine speed is greater than 0 rpm. During engine key-on, if the oil level sensor detects a critical low
oil level, then the amber CHECK ENGINE lamp will blink for 30 seconds and a fault code will be logged. If an operator observes a
blinking amber CHECK ENGINE lamp at key-on, the operator must check the engine oil level with the manual dipstick.
The oil level sensor provides the ECM with a pulse width modulated (PWM) signal. Within this signal, the oil level sensor transmits
the engine oil level reading, oil temperature, and fault code information from the oil level sensor.
Component Location
The oil level sensor is located on the left side of the engine on the front part of the dipstick port. Refer to Procedure 100-002
(Engine Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
A valid PWM message is not received from the oil level sensor within the required time limits at initial key-on.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The oil level sensor operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and enable oil level sensor operation immediately after a valid PWM signal is
received from the oil level sensor.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
The oil level sensor is not receiving power from the ECM. This could be caused by an open circuit in the power supply or
low voltage supplied by the primary engine ECM
Open return circuit on the oil level sensor circuit between the engine ECM and the oil level sensor
Open or short circuit on the oil level sensor signal circuit between the ECM and oil level sensor
A damaged oil level sensor.
Refer to Troubleshooting Fault Code t05-252
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc252) Engine Oil Level - Data Erratic, Intermittent, or Incorrect
52 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc252) Engine Oil Level - Data Erratic, Intermittent, or Incorrect
53 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 253
Engine Oil Level - Data Valid But Below Normal Operational Range - Most Severe
Level
Overview
CODE
Fault Code: 253
PID: P98
SPN: 98
FMI: 1
LAMP: Red
SRT:
REASON
Engine Oil Level - Data Valid But Below Normal Operational
Range - Most Severe Level. Very low oil level has been
detected by the oil level sensor.
EFFECT
The engine may derate. Possible
low oil pressure, possible severe
engine damage.
ISB, ISC and ISL with CM2150 - Engine Oil Level Sensor Circuit
Circuit Description
An algorithm in the electronic control module (ECM) calibration monitors engine oil level while the ECM is keyed on and no engine
speed is detected. If the engine oil level falls below a certain threshold, the ECM will activate Fault Code 253.
Component Location
The engine oil level sensor is located on the engine oil dipstick, on the air intake side of the engine. Refer to Procedure 100-002
(Engine Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and the engine speed is 0 rpm.
Conditions for Setting the Fault Codes
The engine oil level is detected to be very low at key-on.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE lamp immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE lamp and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared using INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
If inactive counts of Fault 253 are logged in the ECM, it could be possible that the engine was running or keyed on while tilted at
an angle severe enough to cause this fault to be triggered.
Other causes of fault code 253 may include:
The engine may not have been filled to proper capacity during the most recent oil change
External engine oil leaks (oil leaking onto the ground)
Internal engine oil leaks (oil leaking into the fuel system or cooling system)
High engine oil consumption/power cylinder failure (check for abnormally high blowby when the engine is loaded).
Refer to Troubleshooting Fault Code t05-253
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc253) Engine Oil Level - Data Valid but Below Normal Operational Range - Most Severe Level 54 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 256
Ambient Air Temperature Sensor 1 Circuit - Voltage Below Normal or Shorted to
Low Source
Overview
CODE
Fault Code: 256
PID: P171
SPN: 171
FMI: 4/4
LAMP: Amber
SRT:
REASON
Ambient Air Temperature Sensor 1 Circuit - Voltage Below Normal or Shorted to Low
Source. Low signal voltage detected at the ambient air temperature circuit.
EFFECT
None on
performance.
ISB - Barometric Pressure Sensor Circuit
ISC and ISL - Barometric Pressure Sensor Circuit
Circuit Description
The ambient air temperature sensor is a variable resistor sensor and is used to measure the temperature of the air entering the
turbocharger compressor inlet of the engine. The electronic control module (ECM) supplies 5 volts to the ambient air temperature
signal circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the
ambient air temperature.
Component Location
The ambient air temperature sensor is located in the air intake. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a
detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the ambient air temperature signal voltage is less than 0.12-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the ambient air temperature reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The ambient air temperature sensor shares return wires in the engine harness with other sensors. Opens and shorts in the engine
harness can cause multiple fault codes to be active. Check fault codes with multiple counts first.
Possible causes of this fault code include:
Signal circuit shorted to ground in the harness
Signal circuit shorted to return or ground in the sensor.
Refer to Troubleshooting Fault Code t05-256
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc256) Ambient Air Temperature Sensor Circuit
55 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc256) Ambient Air Temperature Sensor Circuit
56 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 271
Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Below Normal or Shorted to
Low Source
Overview
CODE
Fault Code: 271
PID: S126
SPN: 1347
FMI: 4
LAMP: Amber
SRT:
REASON
Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Below
Normal or Shorted to Low Source. Low signal voltage
detected at the fuel pump actuator circuit.
EFFECT
Engine will run poorly at idle. Engine
will have low power. Fuel pressure will
be higher than commanded.
ISB, ISC and ISL with CM2150 - Fuel Pump Actuator Circuit
Circuit Description
The circuit is a pulse width modulated (PWM) driver in the electronic control module (ECM) that controls the electronic fuel control
actuator. The actuator is grounded in the ECM. The actuator is normally open. The PWM duty cycle to the electronic fuel control
actuator depends on the difference between desired rail pressure and sensed rail pressure.
Component Location
The fuel pump actuator is located on the engine-mounted fuel pump. The engine wiring harness and the ECM are other
components in the circuit that can cause this fault code. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed
component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The fuel pump actuator circuit PWM signal is not detected to be system voltage when the PWM signal is turned on.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Fuel rail pressure will be higher than the commanded rail pressure.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault becomes active when the ECM detects a short circuit in the electronic fuel control actuator circuit. Causes for this fault
code are short circuit to ground or low resistance (fuel control actuator coil is shorted internally) in the circuit for the fuel pump
actuator. When excessive current or a short circuit is detected, the ECM driver to the fuel control actuator is turned off to protect
the circuit. It is necessary to cycle the keyswitch OFF and then back ON before the ECM will test again for the cause of the fault
code. The ECM driver is enabled at key-on; if the cause is no longer present, the fault code will become inactive and can be
cleared. If the fault code is intermittent, look for causes of an intermittent short to ground in the wiring harness or connectors.
Fault Code 2311 can have high counts if the fault condition is or was intermittent.
Refer to Troubleshooting Fault Code t05-271
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc271) Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Below Normal or Shorted to Low Source
57 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 272
Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Above Normal or Shorted to
High Source
Overview
CODE
Fault Code: 272
PID: S126
SPN: 1347
FMI: 3
LAMP: Amber
SRT:
REASON
Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Above Normal or Shorted
to High Source. High signal voltage or open circuit detected at the fuel pump
actuator circuit.
EFFECT
Engine will not run
or engine will run
poorly.
ISB, ISC and ISL with CM2150 - Fuel Pump Actuator Circuit
Circuit Description
The circuit is a pulse with modulation (PWM) driver in the electronic control module (ECM) that controls the fuel pump actuator.
The actuator is grounded in the ECM. The actuator is normally open. The PWM duty cycle to the fuel pump actuator depends on
the difference between desired rail pressure and sensed rail pressure.
Component Location
The fuel pump actuator is located on engine-mounted fuel pump housing. The engine wiring harness and the ECM are other
components in the circuit that can cause this fault code. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed
component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The fuel pump actuator circuit PWM signal is detected to be greater than 0-VDC when the PWM signal is turned off by the ECM.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Fuel rail pressure will be higher than the commanded rail pressure.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault becomes active when the ECM detects an open in the fuel pump actuator circuit. Causes of this fault code are a short
circuit to a positive voltage or an open circuit in the fuel pump actuator circuit. If there is high harness resistance or an intermittent
open circuit, Fault Code 2311 can have high inactive counts. If the fault code is intermittent, look for causes of an intermittent open
circuit such as loose pins and bad connections. If the fault code is intermittent, look closely for loose wire connections at the ECM
connector. Also, if the fault code is intermittent, wiggle the harness and the electronic fuel control.
Refer to Troubleshooting Fault Code t05-272
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc272) Fuel Pump Pressurizing Assembly 1 Circuit - Voltage Above Normal or Shorted to High Source
58 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 281
Fuel Pump Pressurizing Assembly 1 - Mechanical System Not Responding
Properly or Out of Adjustment
Overview
CODE
Fault Code: 281
PID: S126
SPN: 1347
FMI: 7
LAMP: Yellow
SRT:
REASON
Fuel Pump Pressurizing Assembly 1 - Mechanical System Not
Responding Properly or Out of Adjustment
EFFECT
Engine will not run or
possible low power.
High Pressure Pump
Circuit Description
The fuel pump contains two barrel and plunger assemblies; each barrel and plunger assembly utilizes an inlet and outlet check
valve. Fuel at gear pump pressure is metered through the fuel pump actuator and unseats one of the two inlet check valves as the
fuel at gear pump pressure enters the pumping chamber. As the pumping plunger begins its upward motion, the pressure in the
pumping chamber increases rapidly and the inlet check valve is closed. As pressure reaches accumulator pressure, the outlet
check valve is opened. As the plunger travels upward, fuel exits past the outlet check valve and pressurizes the fuel rail.
Component Location
The fuel pump is located on the backside of the gear housing. The barrel and plunger and check valve assemblies are part of the
fuel pump head sub-assembly.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
This fault code is set active when a pumping imbalance is detected between the two high-pressure plungers inside the fuel pump.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
When the ECM detects that the pumping imbalance has been corrected, the fault code is set inactive.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Fault Code 281 will most likely come active while operating at a steady state loaded condition. At this condition, commanded fuel
pressures are highest and the pump's pressure balance is affected the most.
If a high pressure seal has failed, pump head drain flow will be excessive. If seal damage has progressed far enough, the engine
may not start because of an inability to develop fuel rail pressure.
If the engine will not start, there are two indications that the pump head has malfunctioned:
The drain flow will be excessive. This can be measured while cranking the engine. Use the following procedure in the ISC
and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 005-227 in Section 5. Use the following procedure
in the ISLe CM2150 Service Manual, Bulletin 4021630. Refer to Procedure 005-227 in Section 5.
The pumping plungers are broken or mechanically stuck. This can be checked by visual inspection. Use the following
procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 005-227 in Section 5. Use the
following procedure in the ISLe CM2150 Service Manual, Bulletin 4021630. Refer to Procedure 005-227 in Section 5.
If the engine oil level is rising due to the oil and Fault Code 281 is active, the pump head has malfunctioned and must be
replaced.
(08-fc281) Fuel Pump Pressurizing Assembly 1 - Mechanical System Not Responding Properly or Out
59of/ 507
Adjustment
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
replaced.
Refer to Troubleshooting Fault Code t05-281
Last Modified: 17-Jan-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc281) Fuel Pump Pressurizing Assembly 1 - Mechanical System Not Responding Properly or Out
60of/ 507
Adjustment
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 285
SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate
Overview
CODE
Fault Code: 285
PID: S231
SPN: 639
FMI: 9/9
LAMP: Amber
SRT:
REASON
EFFECT
SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update
One or more multiplexed
Rate. The ECM expected information from a multiplexed device but devices will not operate
did not receive it soon enough or did not receive it at all.
properly. One or more
symptoms will occur.
ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexing Circuit
Circuit Description
Normally, switches, accelerators and other components are connected to the engine electronic control module (ECM) directly
through individual wires. Multiplexing allows those same components to be hard wired to an original equipment manufacturer
(OEM) vehicle electronic control unit (VECU) or transmission electronic control unit (ECU) in the cab. Then component values and
states from components such as sensors, accelerators and switches can be transmitted from the OEM VECU to the Cummins®
engine ECM over the SAE J1939 Data link.
Messages sent from OEM VECUs or transmission ECUs are received by the Cummins® engine ECM and used for controlling the
engine. The Cummins® engine ECM and OEM VECUs must be configured properly so that proper operation of the multiplexed
components will occur.
Component Location
The engine ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a
detailed component location view.
The J1939 Data link wiring and VECU location varies by OEM. Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM does not receive a valid J1939 message from a multiplexed device for more than 1 second.
The ECM detects an open or short circuit condition in the J1939 Data link harness.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The ECM will use a default state as an input for the multiplexed device.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
When this fault code is active, some multiplexed devices may not function as desired.
This fault can occur for the following reasons:
When the ECM is set up properly (components enabled and OEM VECU source addressed correctly) to receive information
from an OEM VECU, but the OEM VECU is actually transmitting a message that says that component is not available for
multiplexing. This can be caused when a multiplexed component is enabled in the Cummins® ECM, but the OEM VECU
source address of the VECU transmitting the component message is incorrect in the Cummins® ECM, or the OEM VECU is
not set up to transmit the multiplexed component message.
(08-fc285) SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate
61 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
This fault can also be caused by a malfunctioning J1939 Data link connection between the OEM VECU and Cummins® ECM,
a malfunctioning connection between the component and the OEM VECU, malfunctioning OEM VECU or malfunctioning
Cummins® ECM. It may be necessary to contact the OEM for proper multiplexing configuration.
It is possible to use INSITE™ electronic service tool to monitor multiplexed components.
Refer to Troubleshooting Fault Code t05-285
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc285) SAE J1939 Multiplexing PGN Timeout Error - Abnormal Update Rate
62 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 286
SAE J1939 Multiplexing Configuration Error - Out of Calibration
Overview
CODE
Fault Code: 286
PID: S231
SPN: 639
FMI: 13/13
LAMP: Amber
SRT:
REASON
EFFECT
SAE J1939 Multiplexing Configuration Error - Out of Calibration. The ECM
expected information from a multiplexed device but only received a portion
of the necessary information.
At least one
multiplexed device will
not operate properly.
ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexing Configuration
Circuit Description
Normally, switches, accelerators and other components are connected to the engine electronic control module (ECM) directly
through individual wires. Multiplexing allows those same components to be hard wired to an original equipment manufacturer
(OEM) vehicle electronic control unit (VECU) or transmission electronic control unit (ECU) in the cab. Then component values and
states from components such as sensors, accelerators and switches can be transmitted from the OEM VECU to the Cummins®
engine ECM over the SAE J1939 Data link.
Messages sent from OEM VECUs or Transmission ECUs are received by the Cummins® engine ECM and used for controlling the
engine. The Cummins® engine ECM and OEM VECUs must be configured properly so that proper operation of the multiplexed
components will occur.
Component Location
The engine ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a
detailed component location view.
The J1939 Data link wiring and VECU location varies by OEM. Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM expects to receive a valid J1939 message from a multiplexed device for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The multiplexed device will not operate.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault can occur when the ECM is set up properly (components enabled and OEM VECU source addressed correctly) to
receive information from an OEM VECU, but the OEM VECU is actually transmitting a message that says that component is not
available for multiplexing.
It is possible to use INSITE™ electronic service tool to monitor multiplexed components.
Refer to Troubleshooting Fault Code t05-286
Last Modified: 20-Jul-2010
(08-fc286) SAE J1939 Multiplexing Configuration Error - Out of Calibration
63 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc286) SAE J1939 Multiplexing Configuration Error - Out of Calibration
64 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 287
SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System - Received
Network Data In Error
Overview
CODE
Fault Code: 287
PID: P91
SPN: 91
FMI: 2/19
LAMP: Red
SRT:
REASON
EFFECT
SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System Received Network Data In Error. The OEM vehicle electronic control unit
(VECU) detected a fault with its accelerator pedal.
Engine can possible only
idle or engine will not
accelerate to full speed.
ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor
System
Circuit Description
Normally, switches, accelerators, and other components are connected to the engine electronic control module (ECM) directly
through individual wires. Multiplexing allows those same components to be hard wired to an original equipment manufacturer
(OEM) VECU or transmission electronic control unit in the cab. Then component values and states from components (such as
sensors, accelerators, and switches) can be transmitted from the OEM VECU to the Cummins® engine ECM over the SAE J1939
datalink.
Messages sent from the OEM VECU or transmission electronic control unit are received by the Cummins® engine ECM and used
for controlling the engine. The Cummins® engine ECM and OEM VECU must be configured properly so that proper operation of
the multiplexed components will occur.
Component Location
The engine ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a
detailed component location view. The J1939 datalink wiring and VECU location varies by OEM.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The accelerator is depressed and the OEM VECU reads accelerator position as greater than 0 percent, but the secondary throttle
position sensor indicates it is in the idle position.
When the accelerator is released and the OEM VECU reads accelerator position as 0 percent, but the secondary throttle position
sensor indicates it is not in the idle position.
The OEM VECU determines that the accelerator signal wire is shorted high or shorted low.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The multiplexed device will not operate.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault can occur when the OEM VECU detects an error on the accelerator. The ECM has been set up properly (components
enabled and OEM VECU source addressed correctly) to receive multiplexed information for the idle validation switch states and
accelerator position over the J1939 datalink from an OEM VECU, and the OEM VECU is transmitting the message for that
component.
(08-fc287) SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System - Received Network Data
65 / In
507
Error
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
The three types of errors that can occur for this fault are:
When the accelerator is depressed and the OEM VECU reads accelerator position as greater than 0 percent but the idle
validation switch indicates it is in the idle position, this fault status is transmitted to the Cummins® engine ECM on the J1939
datalink, which causes this fault to occur in the Cummins® engine ECM.
When the accelerator is released and the OEM VECU reads accelerator position as 0 percent, but the idle validation switch
indicates it is not in the idle position. This fault status is transmitted to the Cummins® engine ECM on the J1939 datalink,
which causes this fault to occur in the Cummins® engine ECM.
The OEM VECU determines that the accelerator signal line is shorted high or shorted low.
Note: It is still possible to get a Fault Code 285 or 286 if there is an incorrect setup in the OEM VECU or Cummins® engine ECM,
for other components, or if the accelerator and idle validation switch, or if the datalink is damaged. The OEM configurations must
multiplex the accelerator and idle validation switch inputs together to allow the use of the J1939 multiplexing and limp home feature
for these components. INSITE™ electronic service tool can be used to monitor multiplexed components.
Refer to Troubleshooting Fault Code t05-287
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc287) SAE J1939 Multiplexed Accelerator Pedal or Lever Sensor System - Received Network Data
66 / In
507
Error
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 288
SAE J1939 Multiplexing Remote Accelerator Pedal or Lever Position Sensor
System - Received Network Data In Error
Overview
CODE
REASON
Fault Code: 288
PID: P372
SPN: 974
FMI: 2/19
LAMP: Red
SRT:
SAE J1939 Multiplexing Remote Accelerator Pedal or Lever
Position Sensor System - Received Network Data In Error.
The OEM vehicle electronic control unit (VECU) detected a
fault with the remote accelerator.
EFFECT
The engine will not respond to the
remote throttle. Engine may only idle.
The primary or cab accelerator may
be able to be used.
ISB, ISC and ISL with CM2150 - SAE J1939 Multiplexing Remote Accelerator Pedal or Lever
Circuit Description
Normally, switches, accelerators, and other components are connected to the engine electronic control module (ECM) directly
through individual wires. Multiplexing allows those same components to be hard wired to an OEM VECU or transmission electronic
control unit (ECU) in the cab. Then component values and states from components (such as sensors, accelerators, and switches)
can be transmitted from the OEM VECU to the Cummins® engine ECM over the SAE J1939 datalink.
Messages sent from the OEM VECU or transmission ECU are received by the Cummins® engine ECM and used for controlling the
engine. The Cummins® engine ECM and OEM VECU must be configured properly so that proper operation of the multiplexed
components will occur.
Component Location
The engine ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a
detailed component location view. The J1939 datalink wiring and VECU location varies by OEM.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The OEM VECU determines that the remote throttle signal wire is shorted high or shorted low. This fault status is transmitted to the
Cummins® engine ECM on the J1939 datalink, which causes this fault to occur in the Cummins® engine ECM.
When the remote throttle enable switch has a shorted high or shorted low error detected by the OEM VECU. This fault status is
transmitted to the ECM on the J1939 datalink, which causes this fault to occur in the ECM.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
The multiplexed device will not operate.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault can occur when the OEM VECU detects an error on the remote throttle and or remote throttle enable switch. The ECM
has been set up properly (components enabled and OEM VECU source addressed correctly) to receive multiplexed information for
the remote throttle enable switch states and remote accelerator position over the J1939 datalink from an OEM VECU, and the OEM
VECU is transmitting the message for that component. Most OEM VECUs will not have the circuitry to detect a remote throttle
switch error.
The two types of errors that can occur for this fault are:
(08-fc288) SAE J1939 Multiplexing Remote Accelerator Pedal or Lever Position Sensor System - Received
67 / 507Network Data
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
The OEM VECU determines that the remote throttle signal line is shorted high or shorted low. This fault status is transmitted
to the Cummins® engine ECM on the J1939 datalink, which causes this fault to occur in the Cummins® engine ECM.
When the remote throttle enable switch has a shorted high or shorted low error detected by the OEM VECU, this fault status
is transmitted to the ECM on the J1939 datalink, which causes this fault to occur in the ECM. Most OEM VECUs will not
incorporate fault detection on a switch.
Note: It is still possible to get a Fault Code 285 or 286 if there is an incorrect setup in the OEM VECU or Cummins® engine ECM
for other components, or if the remote throttle and remote throttle switch, or the datalink is damaged. The OEM configurations
must multiplex the remote throttle and remote throttle switch inputs together to allow the use of the J1939 multiplexing feature for
these components. INSITE™ electronic service tool can be used to monitor multiplexed components.
Refer to Troubleshooting Fault Code t05-288
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc288) SAE J1939 Multiplexing Remote Accelerator Pedal or Lever Position Sensor System - Received
68 / 507Network Data
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 292 (QSB3.3)
Auxiliary Temperature Sensor Input 1 - Special Instructions.
Overview
CODE
Fault Code: 292
PID: P441
SPN: 441
FMI: 14
LAMP: Red
SRT:
REASON
Auxiliary Temperature Sensor Input 1 - Special Instructions.
EFFECT
Possible engine power derate.
OEM Temperature/Pressure Sensor Circuit
Circuit Description
The original equipment manufacturer (OEM) has the option of wiring a temperature sensor input to the Cummins ECM. A specific
calibration is then created to recognize this temperature sensor input. This fault code is activated when the pressure or
temperature input from the OEM sensor exceeds the engine protection limit defined by the OEM. Depending on OEM
requirements, an Engine Protection derate may be associated with this fault code.
Component Location
The OEM temperature sensor input will vary depending on application. Refer to the OEM troubleshooting manual for sensor
location.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is activated when the temperature input from the OEM sensor exceeds the engine protection limit defined by the
OEM. An engine power derate is possible depending on the OEM application.
Refer to Troubleshooting Fault Code t05-292
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc292) Auxiliary Temperature Sensor Input 1 - Special Instructions
69 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 293 (QSB3.3)
Auxiliary Temperature Sensor Input 1 Circuit - Voltage Above Normal or Shorted
to High Source
Overview
CODE
Fault Code: 293
PID: P441
SPN: 441
FMI: 3
LAMP: Amber
SRT:
REASON
Auxiliary Temperature Sensor Input 1 Circuit - Voltage Above Normal or Shorted to
High Source. High signal voltage or open circuit detected at the OEM auxiliary
temperature circuit.
EFFECT
None on
performance.
Auxiliary Temperature Sensor Input 1 Circuit
Circuit Description
The original equipment manufacturer (OEM) has the option of wiring a temperature sensor input to the Cummins electronic control
module (ECM). A specific calibration is then created to recognize this temperature sensor input.
Component Location
The OEM temperature sensor input will vary depending on application. Refer to the OEM troubleshooting and repair manual for
sensor location.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Open return circuit in the harness, connectors, or sensor
Open signal circuit or shorted to a voltage source.
Refer to Troubleshooting Fault Code t05-293
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc293) Auxiliary Temperature Sensor Input 1 Circuit - Voltage Above Normal, or Shorted to High Source
70 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 294 (QSB3.3)
Auxiliary Temperature Sensor Input 1 Circuit - Voltage Below Normal or Shorted
to Low Source
Overview
CODE
Fault Code: 294
PID: P441
SPN: 441
FMI: 4
LAMP: Amber
SRT:
REASON
EFFECT
Auxiliary Temperature Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low None on
Source. Low signal voltage detected at OEM auxiliary temperature circuit.
performance.
Auxiliary Temperature Sensor Input 1 Circuit
Circuit Description
The original equipment manufacturer (OEM) has the option of wiring a temperature sensor input to the Cummins electronic control
module (ECM). A specific calibration is then created to recognize this temperature sensor input.
Component Location
The OEM temperature sensor input will vary depending on application. Refer to the OEM troubleshooting and repair manual for
sensor location.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Signal shorted to ground in the harness
Signal shorted to return or ground in the sensor.
Refer to Troubleshooting Fault Code t05-294
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc294) Auxiliary Temperature Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low Source
71 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 295
Barometric Pressure - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 295
PID: P108
SPN: 108
FMI: 2/2
LAMP: Amber
SRT:
REASON
EFFECT
Barometric Pressure - Data Erratic, Intermittent, or Incorrect. The ambient air pressure Engine
sensor is reading an erratic value at initial key-on.
power
derate.
ISB - Barometric Pressure Sensor Circuit
QSB3.3 ISBe, ISDe, ISC, ISL, and ISLe - Barometric Pressure Circuit
Circuit Description
The ambient air pressure sensor responds to pressure changes in the atmospheric pressure. The pressure changes occur based
on elevation where the engine is currently operating. The ambient air pressure sensor has a 5 volt supply circuit, a sensor signal
voltage, and a return circuit.
The electronic control module (ECM) provides a 5-volt supply to the ambient air pressure sensor on the sensor supply 1 circuit.
The ECM also provides a ground on the sensor return circuit. The ambient air pressure sensor provides a signal to the ECM on
the ambient air pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure of the atmosphere. The
ECM will detect a low signal voltage when the vehicle is operating at high altitudes. The ECM will detect a high signal voltage when
the vehicle is operating at sea level altitudes.
Component Location
Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is initially turned on before the engine is started.
The diagnostic only runs once per trip when the keyswitch is initially turned on.
Conditions for Setting the Fault Codes
The ECM detects that the ambient air pressure reading is higher or lower than the other absolute pressure sensors on the engine.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value of the ambient pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
At key-on, before the engine starts, the sensor readings for intake manifold pressure, exhaust gas pressure (if equipped), and
engine oil pressure (if equipped) are compared with the barometric pressure. This fault code occurs if the barometric pressure
sensor reading is different from the other three. This check is only done once after the keyswitch is turned on.
Possible causes of this fault code include:
Stuck in-range barometric pressure sensor reading.
High resistance in the barometric pressure sensor signal or return lines.
On ISB applications, this fault code will go active if the intake manifold pressure/temperature sensor is accidentally installed in the
(08-fc295) Barometric Pressure - Data Erratic, Intermittent, or Incorrect
72 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
ambient air temperature/pressure sensor location. These sensor appear the same on the outside and can be accidentally
interchanged.
Refer to Troubleshooting Fault Code t05-295
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc295) Barometric Pressure - Data Erratic, Intermittent, or Incorrect
73 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 296 (QSB3.3)
Auxiliary Pressure Sensor Input 1 - Special Instructions
Overview
CODE
Fault Code: 296
PID: P223
SPN: 1388
FMI: 14
LAMP: Red
SRT:
REASON
Auxiliary Pressure Sensor Input 1 - Special Instructions
EFFECT
Possible engine power derate.
OEM Temperature/Pressure Sensor Circuit
Circuit Description
The original equipment manufacturer (OEM) has the option of wiring a pressure sensor input to the Cummins electronic control
module (ECM). A specific calibration is then created to recognize this pressure sensor input. This fault code is activated when the
pressure or temperature input from the OEM sensor exceeds the engine protection limit defined by the OEM. Depending on OEM
requirements, an Engine Protection derate may be associated with this fault code.
Component Location
The OEM pressure sensor input will vary depending on application. Refer to the OEM troubleshooting and repair manual for
sensor location.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is activated when the pressure input from the OEM sensor exceeds the engine protection limit defined by the OEM.
An engine power derate is possible depending on the OEM application.
Refer to Troubleshooting Fault Code t05-296
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc296) Auxiliary Pressure Sensor Input 1 - Special Instructions
74 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 297 (QSB3.3)
Auxiliary Pressure Sensor Input 1 Circuit - Voltage Above Normal or Shorted to
High Source
Overview
CODE
Fault Code: 297
PID: P443
SPN: 1388
FMI: 3
LAMP: Amber
SRT:
REASON
Auxiliary Pressure Sensor Input 1 Circuit - Voltage Above Normal or Shorted to High
Source. High signal voltage detected at the OEM pressure circuit.
EFFECT
None on
performance.
Auxiliary Pressure Sensor Input 1 Circuit
Circuit Description
The original equipment manufacturer (OEM) has the option of wiring a pressure sensor input to the Cummins electronic control
module (ECM). A specific calibration is then created to recognize this pressure sensor input.
Component Location
The OEM pressure sensor input will vary depending on application. Refer to the OEM troubleshooting and repair manual for
sensor location.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Open return circuit in the harness, connectors, or sensor
Signal circuit shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-297
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc297) Auxiliary Pressure Sensor Input 1 Circuit - Voltage Above Normal or Shorted to High Source
75 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 298 (QSC3.3)
Auxiliary Pressure Sensor Input 1 Circuit - Voltage Below Normal or Shorted to
Low Source
Overview
CODE
Fault Code: 298
PID: P443
SPN: 1388
FMI: 4
LAMP: Amber
SRT:
REASON
Auxiliary Pressure Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low
Source. Low signal voltage or open circuit detected at the OEM pressure circuit.
EFFECT
None on
performance.
Auxiliary Pressure Sensor Input 1 Circuit
Circuit Description
The original equipment manufacturer (OEM) has the option of wiring a pressure sensor input to the Cummins electronic control
module (ECM). A specific calibration is then created to recognize this pressure sensor input.
Component Location
The OEM pressure sensor input will vary depending on application. Refer to the OEM troubleshooting and repair manual for
sensor location.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Signal circuit open or shorted to ground in the OEM harness or sensor
Supply line open or shorted to ground.
Refer to Troubleshooting Fault Code t05-298
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc298) Auxiliary Pressure Sensor Input 1 Circuit - Voltage Below Normal or Shorted to Low Source
76 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 322
Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or Open Circuit
Overview
CODE
Fault Code: 322
PID: S001
SPN: 651
FMI: 5
LAMP: Amber
SRT:
REASON
Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or Open
Circuit. High resistance or no current detected at cylinder 1 injector driver or
return pin.
EFFECT
Engine can misfire
or possibly run
rough.
ISB - Injector Circuit
ISC and ISL - Injector Circuit
Circuit Description
The injector solenoid valves control fueling quantity and injection timing. The electronic control module (ECM) energizes the
solenoid by closing a high-side and a low-side switch. There are two high-side switches and six low-side switches inside the ECM.
The injectors for cylinders 1, 2, and 3 (front bank) share a single high-side switch that connects the injector circuit to the source of
high voltage inside the ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also share a single high-side switch. Each
injector circuit has a dedicated low-side switch that completes the circuit path to ground inside the ECM.
Component Location
The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.
Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-through
connectors. Each pass-through connector provides power and return to two injectors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this fault
will become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for the
cylinder(s) that is faulty.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The injector will be disabled for the faulty cylinder.
Conditions for Clearing the Fault Code
The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minute
while the engine is running. If an injector circuit fault is active and the faulty condition is repaired, the fault will become inactive
once the engine is restarted or if the engine is permitted to idle for more than 1 minute.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19 .
Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an
injector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disable
the injection event for the cylinder(s) that is faulty.
Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started and
approximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition is
repaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1
minute.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire
harness that can short to components inside the rocker housing or for a short circuit to ground in the injector solenoid.
(08-fc322) Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or Open Circuit
77 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuit
exists.
Causes of a single injector fault are:
An open circuit in the engine harness(es) or injector solenoid
High resistance in a single injector or injector solenoid
Extremely low resistance in an injector solenoid (injector shorted internally but not to ground)
Damaged ECM.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire
harness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.
Causes of multiple injector fault codes in the same bank of injectors are:
Short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harness
Short circuit in any of the three injectors in the bank - shorts to ground
Damaged ECM.
Same Bank Fault Codes:
Bank 1 - Front Bank: Fault Codes 322, 324, 331
Bank 2 - Rear Bank: Fault Codes 323, 325, 332.
Refer to Troubleshooting Fault Code 322.
Last Modified: 03-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc322) Injector Solenoid Driver Cylinder 1 Circuit - Current Below Normal or Open Circuit
78 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 323
Injector Solenoid Driver Cylinder 5 Circuit - Current Below Normal or Open Circuit
Overview
CODE
Fault Code: 323
PID: S005
SPN: 655
FMI: 5
LAMP: Amber
SRT:
REASON
Injector Solenoid Driver Cylinder 5 Circuit - Current Below Normal or Open
Circuit. High resistance or no current detected at cylinder 5 injector supply or
return pin.
EFFECT
Engine can misfire
or possibly run
rough.
ISB - Injector Circuit
ISC and ISL - Injector Circuit
Circuit Description
The injector solenoid valves control fueling quantity and injection timing. The electronic control module (ECM) energizes the
solenoid by closing a high-side and a low-side switch. There are two high-side switches and six low-side switches inside the ECM.
The injectors for cylinders 1, 2, and 3 (front bank) share a single high-side switch that connects the injector circuit to the source of
high voltage inside the ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also share a single high-side switch. Each
injector circuit has a dedicated low-side switch that completes the circuit path to ground inside the ECM.
Component Location
The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.
Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-through
connectors. Each housing pass-through connector provides power and return for two injectors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this fault
code will become active. If a circuit error is determined to cause excessive current, the ECM will disable the injector event for the
cylinder(s) that is faulty.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The injector will be disabled for the faulty cylinder.
Conditions for Clearing the Fault Code
The ECM will attempt to enable any disabled injector circuit whenever the engine is started, and approximately once per minute
while the engine is running. If an injector circuit fault is active and the faulty condition is repaired, the fault will become inactive
once the engine is restarted, or if the engine is permitted to idle for more than 1 minute.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an
injector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disable
the injection event for the cylinder(s) that are faulty.
Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started and
approximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition is
repaired, the fault will become inactive once the engine is restarted, or if the engine is permitted to idle for more than 1
minute.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire
harness that can short to components inside the rocker housing or a short to ground in the injector solenoid.
(08-fc323) Injector Solenoid Driver Cylinder 5 Circuit - Current Below Normal or Open Circuit
79 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuit
exists.
Causes of a single injector fault are:
An open circuit in the engine harness(es) or injector solenoid
High resistance in a single injector or injector solenoid
Extremely low resistance in an injector solenoid (injector shorted internally but not to ground)
A damaged ECM.
If a fault condition is intermittent, and especially if more than one injector fault code is in the ECM memory, look for a wire harness
that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.
Causes of multiple injector fault codes in the same bank of injectors are:
A short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harness
A short circuit in any of the three injectors in the bank - shorts to ground
A damaged ECM.
Same Bank Fault Codes:
Bank 1 - Front Bank: Fault Codes 322, 324, 331
Bank 2 - Rear Bank: Fault Codes 323, 325, 332.
Refer to Troubleshooting Fault Code 323.
Last Modified: 03-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc323) Injector Solenoid Driver Cylinder 5 Circuit - Current Below Normal or Open Circuit
80 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 324
Injector Solenoid Driver Cylinder 3 Circuit - Current Below Normal or Open Circuit
Overview
CODE
Fault Code: 324
PID: S003
SPN: 653
FMI: 5
LAMP: Amber
SRT:
REASON
Injector Solenoid Driver Cylinder 3 Circuit - Current Below Normal or Open
Circuit. High resistance or no current detected at injector 3 supply or return
pin.
EFFECT
Engine can misfire
or possibly run
rough.
ISB - Injector Circuit
ISC and ISL - Injector Circuit
Circuit Description
The injector solenoid valves control fueling quantity and injection timing. The electronic control module (ECM) energizes the
solenoid by closing a high-side and a low-side switch. There are two high-side switches and six low-side switches inside the ECM.
The injectors for cylinders 1, 2, and 3 (front bank) share a single high-side switch that connects the injector circuit to the source of
high voltage inside the ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also share a single high-side switch. Each
injector circuit has a dedicated low-side switch that completes the circuit path to ground inside the ECM.
Component Location
The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.
Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-through
connectors. Each housing pass-through connector provides power and return for two injectors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this fault
will become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for the
cylinder(s) that are faulty.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The injector will be disabled for the faulty cylinder.
Conditions for Clearing the Fault Code
The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minute
while the engine is running. If an injector circuit fault is active, and the faulty condition is repaired, the fault will become inactive
once the engine is restarted, or if the engine is permitted to idle for more than 1 minute.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 in
Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an
injector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disable
the injection event for the cylinder(s) that are faulty.
Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started and
approximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition is
repaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1
minute.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire
harness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.
(08-fc324) Injector Solenoid Driver Cylinder 3 Circuit - Current Below Normal or Open Circuit
81 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuit
exists.
If the fault(s) occur intermittently, the engine can exhibit a misfire even if the injector circuit fault code does not always
register. INSITE™ electronic service tool can be used to determine if an intermittent electrical problem exists. Observe the
six misfire indicator monitor parameters while the engine runs. The monitor parameters will indicate if a cylinder's injection
pulse is momentarily disabled. The monitor parameter will display “MISFIRE” for several seconds following the ECM's
detection of a circuit error. If a single cylinder exhibits misfires, look for an open circuit problem. If several cylinders on the
same bank exhibit misfires, look for a short circuit anywhere in the bank of cylinders.
Causes of a single injector fault are:
Open circuit in the engine harness(es) or injector solenoid
High resistance in a single injector or injector solenoid
Extremely low resistance in an injector solenoid (injector shorted internally but not to ground)
Damaged ECM.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire harness
that can short to components inside the rocker housing, or a short circuit to ground in the injector solenoid.
Causes of multiple injector fault codes in the same bank of injectors are:
Short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harness
Short circuit in any of the three injectors in the bank - shorts to ground
Damaged ECM.
Same Bank Fault Codes:
Bank 1 - Front Bank: Fault Codes 322, 324, 331
Bank 2 - Rear Bank: Fault Codes 323, 325, 332.
Refer to Troubleshooting Fault Code 324.
Last Modified: 03-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc324) Injector Solenoid Driver Cylinder 3 Circuit - Current Below Normal or Open Circuit
82 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 325
Injector Solenoid Driver Cylinder 6 Circuit - Current Below Normal or Open Circuit
Overview
CODE
Fault Code: 325
PID: S006
SPN: 656
FMI: 5
LAMP: Amber
SRT:
REASON
Injector Solenoid Driver Cylinder 6 Circuit - Current Below Normal or Open
Circuit. High resistance or no current detected at cylinder 6 injector supply or
return pin.
EFFECT
Engine can misfire
or possibly run
rough.
ISB - Injector Circuit
ISC and ISL - Injector Circuit
Circuit Description
The injector solenoid valves control fueling quantity and injection timing. The electronic control module (ECM) energizes the
solenoid by closing a high-side and a low-side switch. There are two high-side switches and six low-side switches inside the ECM.
The injectors for cylinders 1, 2, and 3 (front bank) share a single high-side switch that connects the injector circuit to the source of
high voltage inside the ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also share a single high-side switch. Each
injector circuit has a dedicated low-side switch that completes the circuit path to ground inside the ECM.
Component Location
The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.
Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-through
connectors. Each housing pass-through connector provides power and return to two injectors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this fault
will become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for the
cylinder(s) that are faulty.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The injector will be disabled for the faulty cylinder.
Conditions for Clearing the Fault Code
The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minute
while the engine is running. If an injector circuit fault is active and the faulty condition is repaired, the fault will become inactive
once the engine is restarted, or if the engine is permitted to idle for more than 1 minute.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an
injector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disable
the injection event for the cylinder(s) that is faulty.
Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started and
approximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition is
repaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1
minute.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire
harness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.
(08-fc325) Injector Solenoid Driver Cylinder 6 Circuit - Current Below Normal or Open Circuit
83 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuit
exists.
If a fault condition is intermittent, and especially if more than one injector fault code is in the ECM memory, look for a wire harness
that can short to components inside the rocker housing, or a short circuit to ground in the injector solenoid.
Causes of multiple injector fault codes in the same bank of injectors are:
Short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harness
Short circuit in any of the three injectors in the bank - shorts to ground
Damaged ECM.
Same Bank Fault Codes:
Bank 1 - Front Bank: Fault Codes 322, 324, 331
Bank 2 - Rear Bank: Fault Codes 323, 325, 332.
Refer to Troubleshooting Fault Code 325.
Last Modified: 03-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc325) Injector Solenoid Driver Cylinder 6 Circuit - Current Below Normal or Open Circuit
84 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 331
Injector Solenoid Driver Cylinder 2 Circuit - Current Below Normal or Open Circuit
Overview
CODE
Fault Code: 331
PID: S002
SPN: 652
FMI: 5
LAMP: Amber
SRT:
REASON
Injector Solenoid Driver Cylinder 2 Circuit - Current Below Normal or Open
Circuit. High resistance or no current detected at cylinder 2 injector supply or
return pin.
EFFECT
Engine can misfire
or possibly run
rough.
ISB - Injector Circuit
ISC and ISL - Injector Circuit
Circuit Description
The injector solenoid valves control fueling quantity and injection timing. The electronic control module (ECM) energizes the
solenoid by closing a high-side and a low-side switch. There are two high-side switches and six low-side switches inside the ECM.
The injectors for cylinders 1, 2, and 3 (front bank) share a single high-side switch that connects the injector circuit to the source of
high voltage inside the ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also share a single high-side switch. Each
injector circuit has a dedicated low-side switch that completes the circuit path to ground inside the ECM.
Component Location
The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.
Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-through
connectors. Each housing pass-through connector provides power and return for two injectors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this fault
code will become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for the
cylinder(s) that are faulty.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and malfunctions.
The injector will be disabled for the faulty cylinder.
Conditions for Clearing the Fault Code
The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minute
while the engine is running. If an injector circuit fault code is active, and the fault condition is repaired, the fault code will become
inactive once the engine is restarted, or the engine is permitted to idle for more than 1 minute.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an
injector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disable
the injection event for the cylinder(s) that are faulty.
Fault deactivation: The ECM will attempt to enable any disabled injector circuit whenever the engine is started and
approximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition is
repaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1
minute.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire
harness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.
(08-fc331) Injector Solenoid Driver Cylinder 2 Circuit - Current Below Normal or Open Circuit
85 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuit
exists.
Causes of a single injector fault are:
An open circuit in the engine harness(es) or injector solenoid
High resistance in a single injector or injector solenoid
Extremely low resistance in an injector solenoid (injector shorted internally but not to ground)
A damaged ECM.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire harness
that can short to components inside the rocker housing, or a short circuit to ground in the injector solenoid.
Causes of multiple injector fault codes in the same bank of injectors are:
A short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harness
A short circuit in any of the three injectors in the bank - shorts to ground
A damaged ECM.
Same Bank Fault Codes:
Bank 1 - Front Bank: Fault Codes 322, 324, 331
Bank 2 - Rear Bank: Fault Codes 323, 325, 332.
Refer to Troubleshooting Fault Code 331.
Last Modified: 03-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc331) Injector Solenoid Driver Cylinder 2 Circuit - Current Below Normal or Open Circuit
86 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 332
Injector Solenoid Driver Cylinder 4 Circuit - Current Below Normal or Open Circuit
Overview
CODE
Fault Code: 332
PID: S004
SPN: 654
FMI: 5
LAMP: Amber
SRT:
REASON
Injector Solenoid Driver Cylinder 4 Circuit - Current Below Normal or Open
Circuit. High resistance or no current detected at cylinder 4 injector driver or
return pin.
EFFECT
Engine can misfire
or possibly run
rough.
ISB with CM2150 - Injector Circuit
ISC and ISL with CM2150 - Injector Circuit
Circuit Description
The injector solenoid valves control fueling quantity and injection timing. The electronic control module (ECM) energizes the
solenoid by closing a high-side and a low-side switch. There are two high-side switches and six low-side switches inside the ECM.
The injectors for cylinders 1, 2, and 3 (front bank) share a single high-side switch that connects the injector circuit to the source of
high voltage inside the ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also share a single high-side switch. Each
injector circuit has a dedicated low-side switch that completes the circuit path to ground inside the ECM.
Component Location
The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.
Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-through
connectors. Each housing pass-through connector provides power and return for two injectors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an injector circuit, this fault
will become active. If a circuit error is determined to cause excessive current, the ECM will disable the injection event for the
cylinder(s) that is faulty.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The injector will be disabled for the faulty cylinder.
Conditions for Clearing the Fault Code
The ECM will attempt to enable any disabled injector circuit whenever the engine is started and approximately once per minute
while the engine is running. If an injector circuit fault is active and the faulty condition is repaired, the fault will become inactive
once the engine is restarted, or if the engine is permitted to idle for more than 1 minute.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Fault activation: The ECM senses current as each injector is actuated. If the ECM detects a persistent circuit error on an
injector circuit, this fault will become active. If a circuit error is determined to cause excessive current, the ECM will disable
the injection event for the cylinder(s) that is faulty.
Fault deactivation: The ECM will attempt to enable any disabled injector circuits whenever the engine is started and
approximately once per minute while the engine is running. If an injector circuit fault is active and the faulty condition is
repaired, the fault will become inactive once the engine is restarted or if the engine is permitted to idle for more than 1
minute.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire
harness that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.
(08-fc332) Injector Solenoid Driver Cylinder 4 Circuit - Current Below Normal or Open Circuit
87 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
If more than one injector fault code is occurring and the faults occur for injector circuits in the same bank, a short circuit
exists.
If the fault(s) occur intermittently, the engine can exhibit a misfire even if the injector circuit fault code does not always
register. INSITE™ electronic service tool can be used to determine if an intermittent electrical problem exists. Observe the
six misfire indicator monitor parameters while the engine runs. The monitor parameters will indicate if a cylinder's injection
pulse is momentarily disabled. The monitor parameter will display “MISFIRE” for several seconds following the ECM's
detection of a circuit error. If a single cylinder exhibits misfires, look for an open circuit problem. If several cylinders on the
same bank exhibit misfires, look for a short circuit anywhere in the bank of cylinders.
Causes of a single injector fault are:
Open circuit in the engine harness(es) or injector solenoid
High resistance in a single injector or injector solenoid
Extremely low resistance in an injector solenoid (injector shorted internally but not to ground)
Damaged ECM.
If a fault condition is intermittent and especially if more than one injector fault code is in the ECM memory, look for a wire harness
that can short to components inside the rocker housing or a short circuit to ground in the injector solenoid.
An intermittent short can result if the wiring harness insulation rubs through near a rocker lever. An intermittent short can cause a
single injector fault code. For example, a short on the harness to cylinder number 1 causes a fault code for cylinder number two or
cylinder number three.
Causes of multiple injector fault codes in the same bank of injectors are:
Short circuit in the engine harness(es) - either shorts to ground or to other wires in the engine harness
Short circuit in any of the three injectors in the bank - shorts to ground
Damaged ECM.
When looking for short circuits in the injector harnesses, pay particular attention to the wire insulation, make sure there are no
shorts to a rocker lever.
NOTE: Fault Code 951 (Cylinder Balance) can also be present due to this fault code.
Same Bank Fault Codes:
Bank 1 - Front Bank: Fault Codes 322, 324, 331
Bank 2 - Rear Bank: Fault Codes 323, 325, 332.
Refer to Troubleshooting Fault Code 332.
Last Modified: 03-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc332) Injector Solenoid Driver Cylinder 4 Circuit - Current Below Normal or Open Circuit
88 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 334 (QSB3.3)
Engine Coolant Temperature - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 334
PID: P110
SPN: 110
FMI: 2
LAMP: Amber
SRT:
REASON
Engine Coolant Temperature - Data Erratic, Intermittent, or Incorrect. The
engine coolant temperature reading is not changing with engine operating
conditions.
EFFECT
The ECM will estimate
engine coolant
temperature.
Engine Coolant Temperature Sensor
Circuit Description
The engine coolant temperature sensor is used by the electronic control module (ECM) to monitor the engine coolant temperature.
The ECM monitors the voltage on the signal pin and converts this to a temperature value. The engine coolant temperature value is
use by the ECM for the engine protection system and engine emission control.
Component Location
The engine coolant temperature sensor is located on the thermostat housing. Refer to Procedure 100-002 (Engine Diagrams) in
Section F for a detailed component location view.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Two different failure modes of the engine coolant temperature sensor can trigger this fault code. Either the sensor is not reading
ambient air temperature after an extended period with the engine not running or the engine coolant temperature is not changing
with engine operating conditions.
Possible causes of this fault code include:
Stuck in-range engine coolant temperature sensor
High resistance in the engine coolant temperature sensor signal or return lines.
Refer to Troubleshooting Fault Code t05-334
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc334) Engine Coolant Temperature - Data Erratic, Intermittent, or Incorrect
89 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 343
Electronic Control Module Warning Internal Hardware Failure - Bad Intelligent
Device or Component
Overview
CODE
Fault Code: 343
PID: S254
SPN: 629
FMI: 12/12
LAMP: Amber
SRT:
REASON
Electronic Control Module Warning Internal
Hardware Failure - Bad Intelligent Device or
Component. ECM power supply errors have
been detected.
EFFECT
Possible no noticeable performance effects or
engine dying or hard starting. Fault information, trip
information, and maintenance monitor data can be
inaccurate.
ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply
Circuit Description
The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives switched battery input through the vehicle keyswitch wire
when the vehicle keyswitch is turned on.
Component Location
The ECM is connected to the battery by the OEM power harness through the ECM battery supply stub. This provides a constant
power supply for the ECM. The location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manual
for location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
This fault code is triggered when the internal ECM diagnostics detect a read or write error internal to the module.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Make sure the ECM unswitched battery supply is coming directly from the battery and not the starter. If unswitched power is
coming from the starter, it is possible for the battery voltage to drop low enough during cranking to set this fault active.
This fault can also be caused by resistance in the ECM battery supply (+) or (-) circuits. Resistance in these circuits can cause the
voltage level at the ECM input to drop low enough to set Fault Code 343 active.
Refer to Troubleshooting Fault Code t05-343
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc343) Engine Control Module Warning Internal Hardware Failure - Bad Intelligent Device or Component
90 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 351
Injector Power Supply - Bad Intelligent Device or Component
Overview
CODE
Fault Code: 351
PID: S251
SPN: 627
FMI: 12
LAMP: Amber
SRT:
REASON
Injector Power Supply - Bad Intelligent Device or Component.
The ECM measured injector boost voltage is low.
EFFECT
Possible low power, engine misfire,
and/or engine will not start.
ISC and ISL with CM2150 - Injector Power Supply
ISB with CM2150 - Injector Power Supply
Circuit Description
Between each injection event, the electronic control module (ECM) attempts to recharge the injector power supply. The injector
power supply consists of a bank of capacitors; this power supply is maintained at high voltage. Recharging is accomplished by
recovering energy stored in the injector solenoids. For the injector power supply to remain fully charged, there must be good ECM
battery power and ground, a good engine speed sensor, and good injector circuits.
Component Location
The injector power supply is located inside the ECM.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The ECM detects that the measured injector power supply voltage is lower than the commanded injector power supply voltage.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the keyswitch is cycled.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code will become active when the engine is running, the primary engine speed sensor signal is present, the battery
charge is above a minimum threshold, and, at the same time, the measured injector power supply voltage is lower than the
commanded injector power supply voltage.
This fault code will become inactive whenever the keyswitch is turned on.
This fault code will become inactive whenever the engine is running and measured injector power supply voltage reaches the
commanded injector power supply voltage.
Refer to Troubleshooting Fault Code t05-351
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc351) Injector Power Supply - Bad Intelligent Device or Component
91 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 352
Sensor Supply 1 Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 352
PID: S212
SPN: 3509
FMI: 4
LAMP: Amber
SRT:
REASON
Sensor Supply 1 Circuit - Voltage Below Normal or Shorted to Low Source. Low
voltage detected at sensor supply number 1 circuit.
EFFECT
Engine power
derate.
ISB, ISC, and ISL with CM2150 - Sensor Supply Number 1
Circuit Description
The sensor supply 1 of the electronic control module (ECM) provides a 5-VDC supply for the engine camshaft position sensor, fuel
rail pressure sensor, exhaust gas pressure sensor, intake manifold pressure sensor, crankcase pressure sensor, exhaust gas
recirculation (EGR) differential pressure sensor, barometric pressure sensor, engine oil pressure sensor and EGR position sensor.
Component Location
Sensor supply number 1 is located in the ECM engine harness connector and provides a 5-VDC supply to various pressure
sensors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the sensor supply 1 signal voltage is less than 4.75-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for all the sensors tied to the 5-VDC supply is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Low voltage on the +5 volt supply wire can be caused by a short circuit to ground in a supply wire, a short circuit between a supply
wire and a return wire, a malfunctioning sensor, or a malfunctioning ECM power supply.
Refer to Troubleshooting Fault Code t05-352
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc352) Sensor Voltage Supply
92 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 386
Sensor Supply 1 Circuit - Voltage Above Normal or Shorted to High Source
Overview
CODE
Fault Code: 386
PID: S212
SPN: 3509
FMI: 3
LAMP: Amber
SRT:
REASON
Sensor Supply 1 Circuit - Voltage Above Normal or Shorted to High Source. High
voltage detected at sensor supply number 1 circuit.
EFFECT
Engine
power
derate.
ISB, ISC, and ISL with CM2150 - Sensor Supply 1 Circuit
Circuit Description
The sensor supply 1 of the electronic control module (ECM) provides a 5 VDC supply for the engine camshaft position sensor, fuel
rail pressure sensor, exhaust gas pressure sensor, intake manifold pressure sensor, crankcase pressure sensor, exhaust gas
recirculation (EGR) differential pressure sensor, barometric pressure sensor, engine oil pressure sensor and EGR position sensor.
Component Location
Sensor supply number 1 is located in the ECM engine harness connector and provides a 5 VDC supply to various pressure
sensors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the sensor supply 1 signal voltage is greater than 5.25-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value is used for all the sensors tied to the 5 VDC supply.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Low voltage on the +5 volt supply wire can be caused by a short circuit to ground in a supply wire, a short circuit between a supply
wire and a return wire, a failed sensor, or a failed ECM power supply.
Refer to Troubleshooting Fault Code t05-386
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc386) Sensor Supply 1 Circuit - Voltage Above Normal or Shorted to High Source
93 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 415
Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most
Severe Level
Overview
CODE
Fault Code: 415
PID: P100
SPN: 100
FMI: 1/1
LAMP: Red
SRT:
REASON
EFFECT
Engine Oil Rifle Pressure - Data Valid but
Below Normal Operational Range - Most
Severe Level. Oil pressure signal indicates oil
pressure is below the engine protection critical
limit.
Progressive power derate increasing in severity
from time after alert. If the Engine Protection
Shutdown feature is enabled, engine will shut down
30 seconds after the red STOP lamp starts flashing.
ISB with CM2150 - Engine Oil Rifle Pressure Circuit
ISC, and ISL with CM2150 - Engine Oil Rifle Pressure Circuit
Circuit Description
The electronic control module (ECM) provides a 5 VDC supply to the engine oil pressure sensor on the sensor supply 1 circuit.
The ECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on the
engine oil pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the oil rifle. The ECM will
detect a low signal voltage at operating conditions when the oil pressure can be slightly lower. The ECM will detect a high signal
voltage during high engine speeds or operating conditions when the oil temperature is low.
If the ECM detects low signal voltage indicating low engine oil pressure, this fault code sets.
Component Location
For ISB CM2150 engines, the engine oil pressure switch is located on the front of the engine on the left (intake) side on the top of
the front gear housing.
For ISC and ISL CM2150 engines, the engine oil pressure sensor is located on the left (intake) side of the engine block below the
electronic control module (ECM).
Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the engine oil pressure is below the minimum operating limits.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
A torque derate issued by the ECM, limiting the power output of the engine.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light and the torque derate will be removed when the oil pressure reading is detected
to be within the normal operating range.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code indicated that low engine oil pressure has been detected by the ECM. Troubleshoot the cause of the low engine oil
pressure.
Refer to Troubleshooting Fault Code t05-415
(08-fc415) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most Severe
94Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc415) Engine Oil Rifle Pressure - Data Valid but Below Normal Operational Range - Most Severe
95Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 418
Water-In-Fuel Indicator - Data Valid but Above Normal Operational Range - Least
Severe Level
Overview
CODE
Fault Code: 418
PID: P097
SPN: 97
FMI: 0/15
LAMP: Maintenance
SRT:
REASON
EFFECT
Water-In-Fuel Indicator - Data Valid but Above Normal Operational
Range - Least Severe Level. Water has been detected in the fuel filter.
Possible white smoke, loss
of power, or hard starting.
ISB, ISC, and ISL with CM2150 - Water-In-Fuel Indicator
Circuit Description
The water-in-fuel sensor is attached to the fuel filter. The water-in-fuel sensor is used to indicate high water accumulation in the
fuel filter.
Component Location
The water-in-fuel sensor is integrated into the bottom of the OEM supplied suction fuel filter. The OEM supplied fuel filter is located
on the intake side of the engine.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that water in the fuel filter is above the sensor level.
Action Taken When the Fault Code is Active
The ECM illuminates the flashing amber MAINTENANCE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the flashing amber MAINTENANCE light immediately after the water has been drained from the fuel filter.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code indicates that water has been detected in the water separation fuel filter. Drain the water from the fuel filter.
Refer to Troubleshooting Fault Code t05-418
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc418) Water in Fuel Indicator - Data Valid but Above Normal Operational Range - Least Severe 96
Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 427
SAE J1939 Datalink - Abnormal Update Rate
Overview
CODE
Fault Code: 427
PID: S231
SPN: 639
FMI: 9/9
LAMP: None
SRT:
REASON
J1939 Datalink - Abnormal Update Rate. Communication between the
electronic control module (ECM) and another device on the SAE J1939 data
link has been lost.
EFFECT
Engine speed will
ramp down and
remain at idle.
ISB, ISC, and ISL with CM2150 - SAE J1939 Data Link Circuit
Circuit Description
Devices such as ABS controllers, autoshift transmissions, ASR systems, electronic displays, electronic information systems,
electronic service tools, and vehicle electronic control unit(s) (VECUs) can communicate with the ECM over the SAE J1939 data
link. Messages sent from the devices are received by the ECM and used for controlling the engine. The ECM also transmits
information to these devices over the SAE J1939 data link.
Component Location
The ECM is located on the intake side of the engine, near the front. The SAE J1939 data link wiring and the SAE J1939 devices
vary by OEM options.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM does not receive a valid J1939 message from a multiplexed device for more than 1 second. The ECM detects an open
or short circuit condition in the J1939 datalink harness.
Action Taken When the Fault Code is Active
The ECM will log the fault code immediately when the diagnostic runs and fails.
The ECM will use a default state as an input for the multiplexed device.
Conditions for Clearing the Fault Code
The ECM will set the fault code inactive immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault occurs whenever the ECM has been receiving SAE J1939 datalink commands from an external OEM device and is no
longer receiving the datalink commands. Possible causes of this fault include:
Electrical problems with the SAE J1939 data link wiring such as grounded, shorted, or open circuits
The ECM (or another SAE J1939 device) tying up communications by sending too many consecutive messages
The external OEM controlling device has failed or can no longer transmit on the datalink.
Refer to Troubleshooting Fault Code t05-427
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc427) SAE J1939 Datalink - Abnormal Update Rate
97 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 428
Water-in-Fuel Indicator Sensor Circuit - Voltage Above Normal or Shorted to High
Source
Overview
CODE
Fault Code: 428
PID: P097
SPN: 97
FMI: 3/3
LAMP: Amber
SRT:
REASON
Water-in-Fuel Indicator Sensor Circuit - Voltage Above Normal or
Shorted to High Source. High voltage detected at the water-in-fuel
circuit.
EFFECT
None on performance. No
water-in-fuel warning
available.
ISB, ISC, and ISL with CM2150 - Water-in-Fuel Sensor Circuit
Circuit Description
The water-in-fuel sensor is attached to the fuel filter. The electronic control module (ECM) provides a 5 volt reference signal to the
water-in-fuel sensor. When the water collected in the fuel filter covers the sensor probes, the water-in-fuel sensor pulls the 5 volt
reference voltage to ground, indicating high water accumulation in the fuel filter.
Component Location
The water-in-fuel sensor is integrated into the bottom of the OEM supplied suction fuel filter. The OEM supplied fuel filter is located
on the intake side of the engine. Use the following procedure for a detailed component location view. Refer to Procedure 100-002
in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the sensor signal voltage is above 4.95-VDC for 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Possible causes for this fault code include:
Open return or signal circuit in the harness, connectors, or sensor
Signal wire shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-428
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc428) Water-in-Fuel Indicator Sensor Circuit - Voltage Above Normal or Shorted to High Source98 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 429
Water-in-Fuel Indicator Sensor Circuit - Voltage Below Normal or Shorted to Low
Source
Overview
CODE
Fault Code: 429
PID: P097
SPN: 97
FMI: 4/4
LAMP: Amber
SRT:
REASON
Water-in-Fuel Indicator Sensor Circuit - Voltage Below Normal or
Shorted to Low Source. Low voltage detected at the water-in-fuel
circuit.
EFFECT
None on performance. No
water-in-fuel warning
available.
ISB, ISC, and ISL with CM2150 - Water-in-Fuel Sensor Indicator
Circuit Description
The water-in-fuel sensor is attached to the fuel filter. The electronic control module (ECM) provides a 5 VDC reference signal to
the water-in-fuel sensor. When the water collected in the fuel filter covers the sensor probes, the water-in-fuel sensor then pulls
the 5 VDC reference voltage to ground, indicating high water accumulation in the fuel filter.
Component Location
The water-in-fuel sensor is integrated into the bottom of the OEM supplied suction fuel filter. The OEM supplied fuel filter is located
on the intake side of the engine.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the sensor signal voltage is below 0.05-VDC for 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Signal circuit shorted to ground in the harness, sensor, or connector.
Refer to Troubleshooting Fault Code t05-429
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc429) Water-in-Fuel Indicator Sensor Circuit - Voltage Below Normal or Shorted to Low Source 99 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 431
Accelerator Pedal or Lever Idle Validation Circuit - Data Erratic, Intermittent, or
Incorrect
Overview
CODE
Fault Code: 431
PID: S230
SPN: 558
FMI: 2/2
LAMP: Amber
SRT:
REASON
Accelerator Pedal or Lever Idle Validation Circuit - Data Erratic, Intermittent, or Incorrect.
Voltage detected simultaneously on both idle validation and off-idle validation switches.
EFFECT
Engine
will only
idle.
Accelerator Pedal or Lever Idle Validation Circuit
Circuit Description
The idle validation switch is used by the electronic control module (ECM) to indicate when the accelerator pedal or lever is
released (on-idle) or depressed (off-idle). The switch is adjusted at the factory to switch from on-idle to off-idle at the correct
accelerator pedal or lever position. The switch return is a shared return with other OEM cab switches.
Component Location
The integrated sensor switch (ISS) is located on the accelerator pedal or lever assembly.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects a signal voltage detected simultaneously on both the idle validation and off-idle validation switches. Voltage will
only be detected on one of the circuits.
Action Taken When the Fault Code is Active
The ECM will illuminate the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is usually caused by an open circuit on either the idle validation on-idle or the idle validation off-idle signal
circuit, a loose connection, uncalibrated accelerator pedal or lever assembly, or miswired idle validation switch.
When installing a new accelerator pedal or lever assembly, it must be calibrated before operating the engine. To calibrate
the new accelerator pedal or lever assembly, turn the keyswitch to the ON position and fully depress and release the pedal
or lever three times.
Refer to Troubleshooting Fault Code t05-431
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc431) Accelerator Pedal or Lever Idle Validation Switch - Data Erratic, Intermittent, or Incorrect100 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 432
Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration
Overview
CODE
Fault Code: 432
PID: S230
SPN: 558
FMI: 13/13
LAMP: Red
SRT:
REASON
Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration. Voltage at idle
validation on-idle and off-idle circuit does not match accelerator pedal position.
EFFECT
Engine will
only idle.
Accelerator Pedal or Lever Idle Validation Circuit
Circuit Description
The accelerator pedal or lever position sensor is attached to the accelerator pedal or lever. The accelerator pedal or lever position
sensor sends a signal to the electronic control module (ECM) when the accelerator pedal or lever is depressed and released. The
accelerator pedal or lever position circuit contains three wires: accelerator pedal or lever position supply, accelerator pedal or
lever position return, and accelerator pedal or lever position signal. The switch return circuit for the on-idle and off-idle validation
circuit is a shared return with other original equipment manufacturer (OEM) switches.
Component Location
The accelerator pedal or lever position sensor is located on the accelerator pedal or lever.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the position of the throttle pedal position and the idle validation switch do not match.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault is logged when both the on-idle and off-idle validation switches disagree with the accelerator pedal or lever position
signal. Turning the keyswitch ON while partially depressing the accelerator pedal or lever can cause this fault code to go active.
This fault will stay active until the pedal or lever is cycled through its full travel.
Refer to Troubleshooting Fault Code t05-432
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc432) Accelerator Pedal or Lever Idle Validation Circuit - Out of Calibration
101 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc435
Fault Code Path Selection
Is the engine an ISB?
Go to 08-fc435b
Is the engine an ISC or ISL?
Go to 08-fc435cl
Last Modified: 08-Jan-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc435) Engine Oil Rifle Pressure Choice
102 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 435
Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 435
PID: P100
SPN: 100
FMI: 2/2
LAMP: Amber
SRT:
REASON
Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect. An
error in the engine oil pressure switch signal was detected by the
ECM.
EFFECT
None on performance. No
engine protection for oil
pressure.
ISB with CM2150 - Engine Oil Pressure Switch Circuit
Circuit Description
The engine oil pressure switch is used by the electronic control module (ECM) to monitor the lubricating oil pressure. If the oil
pressure drops below the engine protection limit, the switch will open and cause Fault Code 435 to log.
The oil pressure switch is normally closed when the engine is not running and open when oil pressure is present.
Component Location
The engine oil pressure switch is located on the front of the engine on the left (intake) side on the top of the front gear housing.
Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
This fault code is logged when an open circuit is detected for five consecutive key cycles when the ECM expected a closed circuit
at key-on.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the engine oil pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section.
The oil pressure switch is closed with the engine not running and open when oil pressure is present. This fault code is logged
when an open circuit is detected for five consecutive key cycles when the ECM expected a closed circuit at key-on. Possible
causes of this fault code include:
Damaged engine oil pressure switch
Open circuit in the engine oil pressure switch signal wire
Damaged ECM
Short circuit in the engine oil pressure switch signal wire to a voltage source.
Refer to Troubleshooting Fault Code t05-435
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc435b) Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect
103 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 435
Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 435
PID: P100
SPN: 100
FMI: 2/2
LAMP: Amber
SRT:
REASON
Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect.
The engine oil pressure sensor is reading an erratic value at key
ON.
EFFECT
None on performance. No
engine protection for oil
pressure.
ISC, and ISL with CM2150 - Engine Oil Pressure Circuit
Circuit Description
The electronic control module (ECM) provides a 5 VDC supply to the engine oil pressure sensor on the sensor supply circuit. The
ECM also provides a ground on the sensor return circuit. The engine oil pressure sensor provides a signal to the ECM on the
engine oil pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the oil rifle. The ECM will
detect a low signal voltage at operating conditions when the oil temperature is low.
Component Location
The engine oil pressure sensor is located on the left side of the engine block. Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is turned ON and before engine speed is detected.
The diagnostic only runs once per trip.
Conditions for Setting the Fault Codes
The ECM detects that the engine oil pressure reading is higher or lower than the other absolute pressure sensors on the engine
when the keyswitch is ON and the engine is not operating.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the engine oil pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
At key ON, before the engine starts, the sensor readings for intake manifold pressure, exhaust gas pressure, engine air pressure,
and engine oil pressure are compared to each other. This fault code occurs if the engine oil pressure sensor reading is different
from the other sensor readings. This check is only done once after the keyswitch is turned ON.
Possible causes of this fault code include:
Stuck in-range engine oil pressure sensor reading
High resistance in the engine oil pressure sensor signal or return lines.
Refer to Troubleshooting Fault Code t05-435
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc435cl) Engine Oil Rifle Pressure - Data Erratic, Intermittent, or Incorrect
104 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 441
Battery 1 Voltage - Data Valid but Below Normal Operational Range - Moderately
Severe Level
Overview
CODE
Fault Code: 441
PID: P168
SPN: 168
FMI: 1/18
LAMP: Amber
SRT:
REASON
EFFECT
Battery 1 Voltage - Data Valid but Below Normal Operational Range Moderately Severe Level. ECM supply voltage is below the minimum system
voltage level.
Engine may stop
running or be difficult
to start.
ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply
Circuit Description
The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. There is one 30-ampere fuse in the unswitched battery wires to protect the
original equipment manufacturer (OEM) harness. The ECM receives switched battery input through the vehicle keyswitch wire
when the vehicle keyswitch is turned on. The battery return wires are connected directly to the negative (-) battery post.
Component Location
The ECM is located on the intake side of the engine. The ECM is connected to the battery by the OEM harness. This direct link
provides a constant power supply for the ECM. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed
component location view. The location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manual
for battery location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the main battery supply voltage is less than 6-VDC.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the fault code immediately after the battery voltage is above +6-VDC.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is logged when the ECM battery supply voltage drops below 6-VDC.
Verify that the ECM unswitched power supply is coming from the batteries and not the starter or other device. Check for
possible weak batteries.
If the ECM unswitched battery supply is taken from the starter, check for low voltage during cranking. Low voltage during
cranking can cause the ECM power supply to drop below specifications and log Fault Code 441.
Refer to Troubleshooting Fault Code t05-441
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc441) Battery 1 Voltage - Data Valid but Below Normal Operational Range - Moderately Severe105
Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 442
Battery 1 Voltage - Data Valid but Above Normal Operational Range - Moderately
Severe Level
Overview
CODE
Fault Code: 442
PID: P168
SPN: 168
FMI: 0/16
LAMP: Amber
SRT:
REASON
Battery 1 Voltage - Data Valid but Above Normal Operational Range Moderately Severe Level. ECM supply voltage is above the maximum
system voltage level.
EFFECT
Possible electrical
damage to all electrical
components.
ISB, ISC, and ISL with CM2150 - Unswitched Battery Supply Circuit
Circuit Description
The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. There is one 30-ampere fuse in the unswitched battery wire to protect the OEM
harness. The ECM receives switched battery input through the vehicle keyswitch wire when the vehicle keyswitch is turned on. The
battery return wires are connected directly to the negative (-) battery post.
Component Location
The ECM is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed
component location view.The ECM is connected to the battery by the OEM harness. This direct link provides a constant power
supply for the ECM. The location of the battery will vary with the original equipment manufacturer (OEM). Refer to the OEM
troubleshooting and repair manual for battery location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the main battery supply voltage is greater than 36-VDC.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the fault code immediately after the battery voltage drops below 36-VDC.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is logged when the ECM battery supply voltage exceed 36-VDC. Causes of this fault code include:
Faulty alternator or regulator that is overcharging the system
Batteries connected in series instead of parallel
Incorrect jump-starting procedure.
Refer to Troubleshooting Fault Code t05-442
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc442) Battery 1 Voltage - Data Valid but Above Normal Operational Range - Moderately Severe106
Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc449
Fault Code Path Selection
Is the engine an ISB or QSB3.3 engine?
Go to 08-fc449b
Is the engine an ISC or ISL engine?
Go to 08-fc449cl
Last Modified: 08-Jan-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc449) Injector Metering Rail 1 Pressure Choice
107 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 449
Injector Metering Rail Number 1 Pressure - Data Valid But Above Normal
Operating Range - Most Severe Level
Overview
CODE
Fault Code: 449
PID: P94
SPN: 157
FMI: 0
LAMP: Amber
SRT:
REASON
Injector Metering Rail Number 1 Pressure - Data Valid But
Above Normal Operating Range - Most Severe Level. The
ECM has detected that fuel pressure in the fuel rail is higher
than the fuel pressure relief valve.
EFFECT
None or possible engine noise
associated with higher injection
pressures (especially at idle or light
load) or possible power derate.
Fuel System
Fuel System
Circuit Description
The electronic control module (ECM) monitors engine-operating conditions, including the reading of rail fuel pressure, and
changes the flow command to either increase (OPEN the electric fuel control valve) or decrease (CLOSE the electric fuel control
valve) the fuel supply to the high-pressure pump.
Component Location
The high pressure relief valve is located on the fuel rail. Refer to Procedure 100-002 (Engine Diagrams) for a detail component
view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected that the measured fuel rail pressure is above the maximum pressure allowed by the fuel pressure relief
valve.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails. Power derate may
occur on some engines.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Fault Code 449 is activated when the sensed rail fuel pressure exceeds for several consecutive seconds the opening pressure of
the fuel pressure relief valve.
Fault Code 449 is not used to indicate a fuel pressure relief valve opening. It is used to indicate a fuel pressure relief valve which
fails to open or does not regulate pressure. Troubleshooting must be focused on inspecting the drain line path of the fuel
pressure relief valve for restrictions/obstructions and checking or replacing the fuel pressure relief valve. A restriction in the fueldrain-to-tank return line can prevent unneeded fuel from exiting the fuel system. Check the fuel drain line restriction from the fuel
rail to the tank for damage.
The fuel rail pressure sensor must also be checked. When checking the fuel rail pressure sensor accuracy, make sure the high
pressure fuel rail is not pressurized. 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. There could be a significant amount of time waiting
on the rail to depressurize to 0. It could be necessary to manually relieve the pressure from the high pressure fuel rail.
(08-fc449b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Most
108 /Severe
507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
on the rail to depressurize to 0. It could be necessary to manually relieve the pressure from the high pressure fuel rail.
Refer to Troubleshooting Fault Code t05-449
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc449b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Most
109 /Severe
507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 449
Injector Metering Rail Number 1 Pressure - Data Valid But Above Normal
Operating Range - Most Severe Level
Overview
CODE
Fault Code: 449
PID: P94
SPN: 157
FMI: 0
LAMP: Amber
SRT:
REASON
Injector Metering Rail Number 1 Pressure - Data Valid But
Above Normal Operating Range - Most Severe Level. The
ECM has detected that fuel pressure in the fuel rail is higher
than the fuel pressure relief valve.
EFFECT
None or possible engine noise
associated with higher injection
pressures (especially at idle or light
load) or possible power derate.
Fuel System
Circuit Description
The electronic control module (ECM) monitors engine-operating conditions, including the reading of rail fuel pressure, and
changes the flow command to either increase (OPEN the electric fuel control valve) or decrease (CLOSE the electric fuel control
valve) the fuel supply to the high-pressure pump.
Component Location
The high-pressure relief valve is located on the fuel rail. Refer to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected that the measured fuel rail pressure is above the maximum pressure allowed by the fuel pressure relief
valve.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails. Power derate can occur on
some engines.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Fault Code 449 is activated when the sensed rail fuel pressure exceeds for several consecutive seconds the opening pressure of
the fuel pressure relief valve.
Fault Code 449 is not used to indicate a fuel pressure relief valve opening. It is used to indicate a fuel pressure relief valve which
fails to open or does not regulate pressure. Troubleshooting must be focused on inspecting the drain line path of the fuel
pressure relief valve for restrictions/obstructions and checking or replacing the fuel pressure relief valve. A restriction in the fueldrain-tank return line can prevent unneeded fuel from exiting the fuel system. Check the fuel drain line restriction from the fuel rail
to the tank for damage.
The fuel rail pressure sensor must also be checked. When checking the fuel rail pressure sensor accuracy, make sure the highpressure fuel rail is not pressurized. The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure fuel. Do not
loosen any fittings while the engine is operating. Once the engine is keyed off, there could be a significant amount of time waiting
on the rail to depressurize to 0. It is necessary to manually relieve the pressure from the high-pressure fuel rail by loosening the
pump to rail line at the rail.
Refer to Troubleshooting Fault Code t05-449
(08-fc449cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Most
110 /Severe
507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc449cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Most
111 /Severe
507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 451
Injector Metering Rail Number 1 Pressure Sensor Circuit - Voltage Above Normal
or Shorted to High Source
Overview
CODE
Fault Code: 451
PID: P157
SPN: 157
FMI: 3
LAMP: Amber
SRT:
REASON
Injector Metering Rail Number 1 Pressure Sensor Circuit - Voltage Above Normal or
Shorted to High Source. High signal voltage detected at rail fuel pressure sensor
circuit.
EFFECT
Power and or
speed
derate.
ISB with CM2150 - Fuel Rail Pressure Sensor Circuit
ISC and ISL with CM2150 - Fuel Rail Pressure Sensor Circuit
Circuit Description
The fuel delivery pressure sensor responds to pressure changes in the fuel rail. The fuel delivery pressure sensor has a 5-volt
supply circuit, a sensor signal voltage, and a return circuit.
The electronic control module (ECM) provides a 5 volt supply to the fuel rail pressure sensor using a common sensor supply
circuit. The ECM also provides a ground on the sensor return circuit. The fuel rail pressure sensor provides a signal to the ECM
on the fuel rail pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the fuel rail. The ECM
will detect a low signal voltage at high rail pressures. The ECM will detect a high signal voltage during low rail pressure conditions.
Component Location
The fuel pressure sensor is installed in the fuel rail. Use the following procedure for a detailed component location view.Refer to
Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the fuel delivery pressure signal voltage is less than 0.20-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the fuel rail pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code will become active if there is an open circuit on any of the three pins (+5 volt supply, signal, or return) that connect
the sensor or ECM to the wiring harness. This fault will also be active if the signal wire is shorted to a source of voltage. This fault
code will become inactive any time the keyswitch is ON and the signal returns to a valid in-range voltage.
Causes for this fault code include:
Voltage (+5-VDC or higher shorted to the signal wire)
Open circuit on the signal wire
Open circuit on the +5 volt supply wire
Open circuit on the return wire
Damaged sensor
(08-fc451) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High
112 Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Damaged ECM.
Refer to Troubleshooting Fault Code t05-451
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc451) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Above Normal or Shorted to High
113 Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 452
Injector Metering Rail Number 1 Pressure Sensor Circuit - Voltage Below Normal
or Shorted to Low Source
Overview
CODE
Fault Code: 452
PID: P157
SPN: 157
FMI: 4
LAMP: Amber
SRT:
REASON
Injector Metering Rail Number 1 Pressure Sensor Circuit - Voltage Below Normal or
Shorted to Low Source. Low signal voltage detected at the rail fuel pressure sensor
circuit.
EFFECT
Power and
or speed
derate.
ISB with CM2150 - Fuel Rail Pressure Sensor Circuit
ISC and ISL with CM2150 - Fuel Rail Pressure Sensor Circuit
Circuit Description
The fuel delivery pressure sensor responds to pressure changes in the fuel rail. The fuel delivery pressure sensor has a 5 volt
supply circuit, a sensor signal voltage, and a return circuit.
The electronic control module (ECM) provides a 5 volt supply to the fuel rail pressure sensor using a common sensor supply
circuit. The ECM also provides a ground on the sensor return circuit. The fuel rail pressure sensor provides a signal to the ECM
on the fuel rail pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the fuel rail. The ECM
will detect a low signal voltage at high rail pressures. The ECM will detect a high signal voltage during low rail pressure conditions.
Component Location
The fuel pressure sensor is installed in the fuel rail. Use the following procedure for a detailed component location view. Refer to
Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the fuel delivery pressure signal voltage is greater than 4.80-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the fuel rail pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code will become inactive anytime the keyswitch is ON and the signal pin of the ECM is too low. This can be caused by a
short circuit to ground on the +5 volt supply or signal wire. This fault will also become active if a device that is powered by the
common +5-VDC power supply is shorted to ground. This fault code will become inactive any time the keyswitch is ON and the
signal returns to a valid in-range voltage.
Causes for this fault code include:
Engine harness; the supply or signal wire is shorted to ground
Other components; any component connected to the common power supply is shorted to ground
Damaged sensor
Damaged ECM.
(08-fc452) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low
114Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-452
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc452) Injector Metering Rail 1 Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low
115Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 471
Engine Oil Level - Data Valid But Below Normal Operational Range - Least Severe
Level
Overview
CODE
Fault Code: 471
PID: P98
SPN: 98
FMI: 1/17
LAMP: Maintenance
SRT:
REASON
Engine Oil Level - Data Valid But Below Normal Operational
Range - Least Severe Level. Low oil level has been detected
by the oil level sensor.
EFFECT
The engine may derate. Possible
low oil pressure, possible severe
engine damage.
ISB, ISC, and ISL with CM2150 - Engine Oil Level Sensor.
Circuit Description
An algorithm in the electronic control module (ECM) calibration monitors engine oil level while the ECM is keyed on and no engine
speed is detected. If the engine oil level falls below a certain threshold, the ECM will activate Fault Code 471, as well as the
maintenance lamp. The maintenance lamp will flash only during a key-on event.
Component Location
The engine oil level sensor is located on the engine oil dipstick, on the left side of the engine. Refer to Procedure 100-002 (Engine
Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and the engine speed is 0 rpm.
Conditions for Setting the Fault Codes
The engine oil level is detected to be low at key-on.
Action Taken When the Fault Code is Active
The amber CHECK ENGINE light will flash for 30 seconds when the keyswitch is turned on.
Conditions for Clearing the Fault Code
The amber CHECK ENGINE light will stop flashing at key-on and the fault code state will become inactive immediately after the
diagnostic runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
If inactive counts of Fault Code 471 are logged in the ECM, it can be possible that the engine was running or keyed on while tilted
at an angle severe enough to cause this fault to be triggered.
Other causes of Fault Code 471 can include:
The engine was not filled to proper capacity during the most recent oil change
External engine oil leaks (oil leaking onto the ground)
Internal engine oil leaks (oil leaking into the fuel system or cooling system)
High engine oil consumption/power cylinder failure (check for abnormally high blowby when the engine is loaded).
Refer to Troubleshooting Fault Code t05-471
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc471) Engine Oil Level - Data Valid but Below Normal Operational Range - Least Severe Level116 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 488
Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range
- Moderately Severe Level
Overview
CODE
Fault Code: 488
PID: P105
SPN: 105
FMI: 16
LAMP: Amber
SRT:
REASON
Intake Manifold 1 Temperature - Data Valid but Above Normal Operational
Range - Moderately Severe Level. Intake manifold air temperature signal
indicates intake manifold air temperature is above engine protection warning
limit.
EFFECT
Progressive power
derate increasing in
severity from time of
alert.
Intake Manifold 1 Pressure/ Temperature Sensor
Circuit Description
The intake manifold 1 temperature sensor is a variable resistor sensor and is used to measure the temperature of the air entering
the intake manifold of the engine. The electronic control module (ECM) supplies 5 volts to the intake manifold temperature signal
circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the intake
manifold temperature.
When the intake air is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small amount
through the sensor to a ground. Therefore, the ECM senses a high signal voltage or low temperature. When the intake air is warm,
the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a low signal voltage, or a
high temperature. This fault code indicates that the intake manifold temperature has exceeded the maximum engine protection
limit.
Component Location
Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the intake manifold temperature is greater than a calibratible limit set in the ECM.
Action Taken When the Fault Code is Active
The torque output of the engine will be reduced.
Conditions for Clearing the Fault Code
The maximum torque output of the engine will return and the fault code will go inactive after the intake manifold temperature drops
below a calibratible limit set in the ECM.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The intake manifold 1 temperature sensor measures the temperature of the charge-air as it passes through the intake manifold.
Possible causes of this fault code include:
Plugged charge air cooler fins
Restricted airflow through the charge air cooler
An undersized charge air cooler
High turbocharger compressor outlet temperature.
Refer to Troubleshooting Fault Code t05-488
Last Modified: 20-Jul-2010
(08-fc488) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Moderately
117 / 507
Severe Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc488) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Moderately
118 / 507
Severe Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 499
Engine Oil Level Sensor Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 499
PID: P98
SPN: 98
FMI: 4
LAMP: Amber
SRT:
REASON
Engine Oil Level Sensor Circuit - Voltage Below Normal or Shorted to Low
Source. The engine oil level sensor has detected an internal failure.
EFFECT
Oil level sensor
operation will be
disabled.
ISB, ISC, and ISL - Oil Level Sensor Circuit
Circuit Description
The oil level sensor will monitor the oil fluid level in the oil pan at key-on. The oil level sensor will not monitor the oil level after the
engine is started or when the engine speed is greater than 0 rpm. During the engine key-on, if the oil level sensor detects a critical
low oil level, then the amber CHECK ENGINE light will blink for 30 seconds and a fault code will be logged. If an operator observes
a blinking amber CHECK ENGINE light at key-on, the operator must check the engine oil level with the manual dipstick.
The oil level sensor provides the electronic control module (ECM) with a pulse width modulated (PWM) signal. Within this signal,
the oil level sensor transmits the engine oil level reading, oil temperature, and fault code information from the oil level sensor.
Component Location
The oil level sensor is located on the left side of the engine on the front oil dipstick port. Refer to Procedure 100-002 (Engine
Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The oil level sensor has detected an internal short or open circuit.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The oil level sensor operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and enable oil level sensor operation immediately after a valid PWM signal is
received from the oil level sensor.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Open or short circuit internally to the oil level sensor
A malfunctioning oil level sensor.
Refer to Troubleshooting Fault Code t05-499
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc499) Engine Oil Level Sensor Circuit - Voltage Below Normal or Shorted to Low Source
119 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 528
Auxiliary Alternate Torque Validation Switch - Data Erratic, Intermittent, or
Incorrect
Overview
CODE
Fault Code: 528
PID: P093
SPN: 93
FMI: 2
LAMP: Amber
SRT:
REASON
Auxiliary Alternate Torque Validation Switch - Data Erratic, Intermittent, or
Incorrect. An error has been detected in the alternate torque switch circuit.
EFFECT
Torque curve setting
defaults to default
curve.
Alternate Torque Circuit
Circuit Description
The torque curve switch circuit allows the operator to select from up to three preprogrammed torque curves using a two- or threeposition switch, depending on which one the original equipment manufacturer (OEM) has provided.
Component Location
The location of the torque curve switch circuit varies with each OEM and equipment model. Refer to the OEM troubleshooting and
repair manual.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The switch can be monitored for proper operation with INSITE™ electronic service tool. If the switch is changing state correctly on
the service tool, then the problem does not lie in the switch circuit.
The 3-position switch has three states:
Position 1 - open
Position 2 - closed
Position 3 - 1500 ohm resistance.
The 2-position switch has two states:
Position 1 - open
Position 2 - closed.
Refer to Troubleshooting Fault Code t05-528
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc528) Auxiliary Alternate Torque Validation Switch - Data Erratic, Intermittent, or Incorrect
120 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 529 (QSB3.3)
Auxiliary Input/Output 3 Circuit - Voltage Above Normal or Shorted to High
Source
Overview
CODE
Fault Code: 529
PID: S051
SPN: 703
FMI: 3
LAMP: Amber
SRT:
REASON
Auxiliary Input/Output 3 Circuit - Voltage Above Normal or Shorted to High Source.
High signal voltage has been detected at the auxiliary input/output 3 circuit.
EFFECT
None on
performance.
Dual Output Signal
Circuit Description
The electronic control module (ECM) provides a signal to the original equipment manufacturer (OEM) output control solenoid to
turn the OEM supplied accessory on and off. The OEM output control circuit varies by OEM. Some OEMs will use a solenoid return
that is wired to the ECM or will use a return that goes to engine block or chassis ground.
Component Location
The OEM output solenoid location varies by OEM. Refer to the appropriate OEM troubleshooting and repair manual to determine
the location.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The ECM monitors the voltage level on this circuit. When the ECM commands the OEM output signal low, it expects the voltage
level to be approximately 0-VDC. If it detects a high voltage, this fault is recorded. If Fault Code 529 is still active after completing
the following troubleshooting steps, refer to the OEM troubleshooting and repair manual for procedures to check the OEM output
device for an open circuit or short circuit to ground. Possible causes of this fault include:
Open circuit in the engine harness or OEM output control solenoid
Short circuit to voltage source in the OEM harness
Malfunctioning ECM.
Refer to Troubleshooting Fault Code t05-529
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc529) Auxiliary Input/Output 3 Circuit - Voltage Above Normal or Shorted to High Source
121 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc553
Fault Code Path Selection
Is the engine an ISB or QSB3.3 engine?
Go to 08-fc553b
Is the engine an ISC or ISL engine?
Go to 08-fc553cl
Last Modified: 08-Jan-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc553) Injector Metering Rail 1 Pressure Choice
122 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 553
Injector Metering Rail Number 1 Pressure - Data Valid but Above Normal
Operating Range - Moderately Severe Level
Overview
CODE
Fault Code: 553
PID: P157
SPN: 157
FMI: 0/16
LAMP: Amber
SRT:
REASON
Injector Metering Rail Number 1 Pressure - Data Valid but
Above Normal Operating Range - Moderately Severe Level.
The ECM has detected that fuel pressure is higher than the
commanded pressure.
EFFECT
None or possible engine noise
associated with higher injection
pressures (especially at idle or light
load). Engine power is reduced.
ISB with CM2150 - Fuel Rail Pressure Sensor
Circuit Description
The electronic control module (ECM) monitors engine operating conditions, including the reading of rail fuel pressure, and
changes the flow command to either increase (open the fuel pump actuator) or decrease (close the fuel pump actuator) the fuel
supply to the high-pressure pump.
Component Location
The fuel pump actuator is installed in the adapter on the back of the high-pressure fuel pump.
Refer to Procedure 100-002 (Engine Identification) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected that the fuel rail pressure reading has exceeded the recommended operating limits.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the fuel rail pressure reading is used.
The fuel rail pressure will be regulated to the fuel rail pressure relief valve.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the fuel rail pressure drops to zero and the fuel rail
pressure relief valve resets. This will normally occur at key-off.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
A fuel pump actuator with excessive leakage or a damaged inboard o-ring will result in high fuel rail pressures at idle or light load.
If the fuel pump actuator exhibits excessive leakage, it is possible that the fuel rail pressure will reach the opening pressure of the
fuel rail pressure relief valve and Fault Code 1911 can possibly also become active.
The fuel rail pressure sensor should also be checked. When checking the fuel rail pressure sensor accuracy, make sure the
high-pressure fuel rail is not pressurized. 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. There could be a
significant amount of time waiting on the rail to depressurize to zero on some engines. In such cases, it may be necessary to
manually relieve the pressure from the high-pressure fuel rail.
(08-fc553b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Moderately
123 / 507 Severe Lev
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-553
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc553b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Moderately
124 / 507 Severe Lev
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 553
Injector Metering Rail Number 1 Pressure - Data Valid but Above Normal
Operating Range - Moderately Severe Level
Overview
CODE
Fault Code: 553
PID: P157
SPN: 157
FMI: 0/16
LAMP: Amber
SRT:
REASON
Injector Metering Rail Number 1 Pressure - Data Valid but
Above Normal Operating Range - Moderately Severe Level.
The ECM has detected that fuel pressure is higher than the
commanded pressure.
EFFECT
None or possible engine noise
associated with higher injection
pressures (especially at idle or light
load). Engine power is reduced.
ISC and ISL with CM2150 - Fuel Rail Pressure Sensor
Circuit Description
The electronic control module (ECM) monitors engine operating conditions, including the reading of rail fuel pressure, and
changes the flow command to either increase (open the fuel pump actuator) or decrease (close the fuel pump actuator) the fuel
supply to the high-pressure pump.
Component Location
The fuel pump actuator is installed in the adapter on the back of the high-pressure fuel pump.
Refer to Procedure 100-002 in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected that the fuel rail pressure reading has exceeded the recommended operating limits.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the fuel rail pressure reading is used.
The fuel rail pressure will be regulated to the fuel rail pressure relief valve.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the fuel rail pressure drops to zero and the fuel rail
pressure relief valve resets. This will normally occur at key-off.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 in
Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
A fuel pump actuator with excessive leakage or a damaged inboard o-ring will result in high fuel rail pressures at idle or light load.
If the fuel pump actuator exhibits excessive leakage, it is possible that the fuel rail pressure will reach the opening pressure of the
fuel rail pressure relief valve and Fault Code 1911 can possibly also become active.
The fuel rail pressure sensor should also be checked. When checking the fuel rail pressure sensor accuracy, make sure the
high-pressure fuel rail is not pressurized. 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. Once the engine is keyed off, there could be a significant
amount of time waiting on the rail to depressurize to zero. It is necessary to manually relieve the pressure from the highpressure fuel rail by loosening the pump to rail line at the rail.
Refer to Troubleshooting Fault Code t05-553
(08-fc553cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Moderately
125 / 507 Severe Lev
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc553cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - Moderately
126 / 507 Severe Lev
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 554
Injector Metering Rail 1 Pressure - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 554
PID: P157
SPN: 157
FMI: 2
LAMP: Amber
SRT:
REASON
Injector Metering Rail 1 Pressure - Data Erratic, Intermittent, or
Incorrect. the ECM has detected that the fuel pressure signal is not
changing.
EFFECT
The ECM will estimate fuel
pressure and power is
reduced.
ISB with CM2150 - Fuel Rail Pressure Sensor
ISC and ISL with CM2150 - Fuel Rail Pressure Sensor
Circuit Description
The fuel pressure sensor contains supply, signal, and return pins. The electronic control module (ECM) provides +5 volts to the
fuel pressure sensor. This +5 volt power supply is a shared supply. Other sensors on this circuit are the intake manifold pressure
sensor and backup engine position sensor.
Component Location
The fuel pressure sensor is located in the rail fuel on the air intake side of the engine. Refer to Procedure 100-002 (Engine
Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the fuel rail pressure reading is not changing with engine operating conditions.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the fuel rail pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code can become active any time the engine is loaded and the electronic control module (ECM) detects the fuel
pressure in the rail fuel is not changing. This fault code will become inactive whenever the ECM is powered down or if the ECM
detects that the engine is loaded and the fuel pressure is changing normally. If there are many inactive counts of this fault code or
if the fault is not repeatable, look for signs of tampering to the fuel pressure sensor circuit. If the fault code occurs intermittently
(can not be reproduced during a road test), then inspect each of the following for poor connections or damage:
Intake manifold pressure sensor
Backup engine position sensor
Fuel pressure sensor.
Refer to Troubleshooting Fault Code t05-554
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc554) Injector Metering Rail 1 Pressure - Data Erratic, Intermittent, or Incorrect
127 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc555
Fault Code Path Selection
Is the engine an ISB or QSB3.3 engine?
Go to 08-fc555b
Is the engine an ISC or ISL engine?
Go to 08-fc555cl
Last Modified: 08-Jan-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc555) Crankcase Pressure Choice
128 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 555
Crankcase Pressure - Data Valid but Above Normal Operational Range Moderately Severe Level
Overview
CODE
Fault Code: 555
PID: P101
SPN: 101
FMI: 0/16
LAMP: Amber
SRT:
REASON
Crankcase Pressure - Data Valid but Above Normal Operational Range Moderately Severe Level.
EFFECT
None on
performance.
ISB and QSB3.3 CM2150 - Crankcase Pressure Sensor Circuit
Circuit Description
The pressure inside the crankcase filter is measured by the crankcase pressure sensor. When the crankcase pressure sensor
determines that the crankcase pressure is higher than normal, this fault code is logged.
Component Location
The crankcase pressure sensor is located near the crankcase ventilation filter. Use the following procedure for a detailed
component location view.Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The ECM detects that the crankcase pressure is greater than a calibrated value.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light when the crankcase pressure limit is exceeded.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light as soon as the crankcase pressure drops below a calibrated value.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Use the following procedure in
the corresponding Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.
Possible causes of this fault code include:
Crankcase ventilation filter needs to be replaced
Crankcase pressure sensor damage
Malfunctioning or misassembled closed crankcase ventilation valve
Frozen, plugged, or restricted crankcase ventilation hose
Plugged or restricted crankcase ventilation hose
Plugged or restricted crankcase ventilation oil drain tube or check valve
Plugged or restricted crankcase breather tube (Rear Engine Mounted Crankcase Ventilation Filter)
High air intake restriction.
Depending on the breather system used, the crankcase ventilation filter will be located:
On top of the rocker lever cover, between the rocker lever cover and the crankcase ventilation filter cover.
At the rear of the engine, encased in an external crankcase ventilation filter housing that mounts to the flywheel housing.
Both systems are closed crankcase breather systems, meaning the crankcase gases are vented into the intake system at the inlet
to the turbocharger compressor.
(08-fc555b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe
129 / 507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
It is important to check for plugged or restricted hoses, tubes, check valves, and filters in extreme cold ambient temperatures.
If Fault Code 555 becomes active due to a plugged filter before the maintenance interval is reached or the filter plugs frequently,
see the High Blowby (Crankcase Gases (Blowby) Excessive) troubleshooting symptom tree.
Refer to Troubleshooting Fault Code t05-555
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc555b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe
130 / 507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 555
Crankcase Pressure - Data Valid but Above Normal Operational Range Moderately Severe Level
Overview
CODE
Fault Code: 555
PID: P101
SPN: 101
FMI: 0/16
LAMP: Amber
SRT:
REASON
Crankcase Pressure - Data Valid but Above Normal Operational Range Moderately Severe Level.
EFFECT
None on
performance.
ISC and ISL CM2150 - Crankcase Pressure Sensor Circuit
Circuit Description
The pressure inside the crankcase filter is measured by the crankcase pressure sensor. When the crankcase pressure sensor
determines that the crankcase pressure is higher than normal, this fault code is logged.
Component Location
The crankcase pressure sensor is located near the crankcase breather filter. Use the following procedure for a detailed
component location view.Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The ECM detects that the crankcase pressure is greater than a calibrated value.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light when the crankcase pressure limit is exceeded.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light as soon as the crankcase pressure drops below a calibrated value.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in the
corresponding Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.
Possible causes of this fault code include:
Crankcase breather filter needs to be replaced
Crankcase pressure sensor damage
Plugged or restricted crankcase breather oil separator
Plugged or restricted crankcase breather oil drain tube or check valve
Plugged or restricted crankcase breather draft tube
Frozen, plugged, or restricted crankcase breather tube.
It is important to check for plugged or restricted hoses, tubes, check valves, oil separator, and filters in extreme cold ambient
temperatures.
If Fault Code 555 becomes active due to a plugged filter before the maintenance interval is reached or the filter plugs frequently,
see the Crankcase Gases (Blowby) Excessive troubleshooting symptom tree.
Refer to Troubleshooting Fault Code t05-555
Last Modified: 20-Jul-2010
(08-fc555cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe
131 / 507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc555cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Moderately Severe
132 / 507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc556
Fault Code Path Selection
Is the engine an ISB or QSB3.3 engine?
Go to 08-fc556b
Is the engine an ISC or ISL engine?
Go to 08-fc556cl
Last Modified: 03-Jan-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc556) Crankcase Pressure Choice
133 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 556
Crankcase Pressure - Data Valid but Above Normal Operational Range - Most
Severe Level
Overview
CODE
Fault Code: 556
PID: P101
SPN: 101
FMI: 0/0
LAMP: Red
SRT:
REASON
Crankcase Pressure - Data Valid but Above Normal Operational Range - Most
Severe Level.
EFFECT
Engine power
derate.
ISB and QSB3.3 CM2150 - Crankcase Pressure Sensor Circuit
Circuit Description
The pressure inside the crankcase is measured by the crankcase pressure sensor. When the crankcase pressure sensor
determines that the crankcase pressure is higher than normal, this fault code is logged.
Component Location
The crankcase pressure sensor is located near the crankcase ventilation filter. Use the following procedure for a detailed
component location view.Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The ECM detects that the crankcase pressure is greater than a calibrated value.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light when the crankcase pressure limit is exceeded.
The engine torque output will be reduced to protect the engine from excessive crankcase pressure.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light as soon as the crankcase pressure drops below a calibrated value.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in the
corresponding Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.
Possible causes of this fault code include:
Crankcase ventilation filter needs to be replaced
Crankcase pressure sensor damage
Malfunctioning or misassembled closed crankcase ventilation valve
Frozen, plugged, or restricted crankcase ventilation hose
Plugged or restricted crankcase ventilation hose
Plugged or restricted crankcase ventilation oil drain tube or check valve
Plugged or restricted crankcase breather tube (rear engine-mounted crankcase ventilation filter)
High air intake restriction.
Depending on the breather system used, the crankcase ventilation filter will be located:
On top of the rocker lever cover, between the rocker lever cover and the crankcase ventilation filter cover, or
At the rear of the engine, encased in an external crankcase ventilation filter housing that mounts to the flywheel housing.
Both systems are closed crankcase breather systems, meaning the crankcase gases are vented into the intake system at the inlet
to the turbocharger compressor.
(08-fc556b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level
134 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
It is important to check for plugged or restricted hoses, tubes, check valves, and filters in extreme cold ambient temperatures.
If Fault Code 556 becomes active due to a plugged filter before the maintenance interval is reached or the filter plugs frequently,
see the Crankcase Gases (Blowby) Excessive troubleshooting symptom tree.
After Fault Code 556 occurs, it is important to check for progressive damage to the engine due to the high crankcase pressure.
Check for oil leaking from gaskets and seats.
Refer to Troubleshooting Fault Code t05-556
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc556b) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe Level
135 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 556
Crankcase Pressure - Data Valid but Above Normal Operational Range - Most
Severe Level
Overview
CODE
Fault Code: 556
PID: P101
SPN: 101
FMI: 0/0
LAMP: Red
SRT:
REASON
Crankcase Pressure - Data Valid but Above Normal Operational Range - Most
Severe Level.
EFFECT
Engine power
derate.
ISC and ISL CM2150 - Crankcase Pressure Sensor Circuit
Circuit Description
The pressure inside the crankcase is measured by the crankcase pressure sensor. When the crankcase pressure sensor
determines that the crankcase pressure is higher than normal, this fault code is logged.
Component Location
The crankcase pressure sensor is located near the crankcase breather filter. Use the following procedure for a detailed
component location view.Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The ECM detects that the crankcase pressure is greater than a calibrated value.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light when the crankcase pressure limit is exceeded.
The engine torque output will be reduced to protect the engine from excessive crankcase pressure.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light as soon as the crankcase pressure drops below a calibrated value.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in the
corresponding Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.
Possible causes of this fault code include:
Crankcase breather filter needs to be replaced
Crankcase pressure sensor damage
Plugged or restricted crankcase breather oil separator
Plugged or restricted crankcase breather oil drain tube or check valve
Plugged or restricted crankcase breather draft tube
Frozen, plugged, or restricted crankcase breather tube.
It is important to check for plugged or restricted hoses, tubes, check valves, oil separator, and filters in extreme cold ambient
temperatures.
If Fault Code 556 becomes active due to a plugged filter before the maintenance interval is reached or the filter plugs frequently,
see the Crankcase Gases (Blowby) Excessive troubleshooting symptom tree.
After Fault Code 556 occurs, it is important to check for progressive damage to the engine due to the high crankcase pressure.
Check for oil leaking from gaskets and seals.
(08-fc556cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe 136
Level/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-556
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc556cl) Crankcase Pressure - Data Valid but Above Normal Operational Range - Most Severe 137
Level/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc559
Fault Code Path Selection
Is the engine an ISB or QSB3.3 engine?
Go to 08-fc559b
Is the engine an ISC or ISL engine?
Go to 08-fc559cl
Last Modified: 03-Jan-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc559) Injector Metering Rail 1 Pressure Choice
138 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 559
Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational
Range - Moderately Severe Level
Overview
CODE
Fault Code: 559
PID: P157
SPN: 157
FMI: 18
LAMP: Amber
SRT:
REASON
Injector Metering Rail 1 Pressure - Data Valid but Below Normal
Operational Range - Moderately Severe Level. The ECM has
detected that the fuel pressure is lower than commanded pressure.
EFFECT
Possibly hard to start, low
power, or engine smoke.
Engine could possibly not
start.
Fuel Rail Pressure Sensor
Circuit Description
The ECM monitors rail fuel pressure and engine operating conditions and changes the flow command to maintain the proper rail
fuel pressure. Changes to the flow command result in opening (or closing) of the electronic fuel control actuator to supply more (or
less) fuel to the high-pressure pump.
Component Location
Refer to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected that the measured fuel rail pressure is below the commanded fuel rail pressure by a calibrated limit.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM again. Refer to Procedure 019-032
in Section 19.
Before performing troubleshooting work, verify the vehicle's system voltage by monitoring battery voltage in the INSITE™
electronic service tool data monitor or connecting a digital volt ohm meter to the batteries. This will help identify a potential system
voltage issue. Refer to the OEM service manual for specified voltage range and troubleshooting procedures.
If the engine will not start and Fault Code 559 comes active during cranking, but no speed sensor fault codes exist, monitor rail
pressure with INSITE™ electronic service tool. The procedures referred to in this troubleshooting tree will also have checks for
engine no start conditions.
Before servicing any fuel system components, (such as fuel lines, fuel pump, injectors, etc.) which would expose the fuel system or
internal engine component to potential contaminants prior to disassembly, clean the fittings, mounting hardware, and the area
around the component to be removed. Dirt or contaminants can be introduced into the fuel system and engine if the surrounding
areas are not cleaned, resulting in damage to the fuel system and engine. Refer to Procedure 000-009 in Section 0.
If fuel pressure is low, check the following:
Fuel system prime (make sure that there is fuel in the tanks and that the system is primed)
Fuel gear pump pressure.
If fuel gear pump pressure is correct, test for system leakage:
(08-fc559b) Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational Range - Moderately
139 / 507 Severe Leve
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
High pressure pump leakage
Injector leakage
Fuel rail pressure relief valve leakage.
If Fault Code 559 is inactive and there are no existing performance complaints, it is possible that the vehicle was run out of fuel or
that the fault came active if the engine was not primed following fuel filter replacement. Clear the inactive fault code.
Fault Code 559 sets when the engine is running and measured rail fuel pressure remains at least 100 Bar [1450 psi] less than
commanded pressure. Once detected, Fault Code 559 will remain active until the engine is turned off or until the measured rail
fuel pressure matches the commanded rail fuel pressure. When a condition exists that causes Fault Code 559 to become active, it
is typical for the fault code to become active when the engine is heavily loaded and become inactive when the engine is lightly
loaded.
When Fault Code 559 occurs, the fuel system has lost its ability to maintain rail fuel pressure. Causes of this fault include:
Fuel inlet restrictions
Fuel filter plugging
Fuel gear pump output low
Fuel gear pump pressure regulator sticking or leaking
High pressure pump capacity decay (high leakage to drain from the high pressure pump)
Fuel rail pressure relief valve leaks to drain
Fuel rail pressure relief valve opens at too low a pressure
Injector fuel circuit leaks to drain
Pressure sensor reads more than 100 bar lower than actual pressure
Air in the fuel.
A few bubbles exiting the line during the test is expected. A foamy appearance is an indication of a leak that allows air to enter, a
severe inlet restriction that causes cavitation, or a system that is not yet primed. If fuel inlet restriction is not excessive, the source
of air entry could be isolated to one of the following: suction fuel lines, OEM fuel lines, suction-side fuel filter assemblies, or standpipe(s) in the fuel tank(s).
The fuel rail pressure sensor can be checked. When checking the fuel rail pressure sensor accuracy, make sure the highpressure fuel rail is not pressurized. 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 the pressure to decrease to a lower level. There could be a significant amount of time
waiting on the rail to depressurize completely to 0. It could be necessary to manually relieve the pressure from the high pressure
fuel rail.
Intermittent ECM power supply connections can cause Fault Code 559. If the engine is running with an active Fault Code 559 and
Fault Codes 449, 1911, or 2311 are not present, check the ECM power supply for intermittent connections or battery issues. Fault
Code 1117 can also be active if this fault condition exits.
Inactive Fault Code/Exhausted Troubleshooting Tree:
Troubleshooting inactive Fault Code 559 can be very difficult. The fault code must be active for any of the outlined procedures in
which the engine is operated during the test. For engines with high counts of inactive Fault Code 559 or if the troubleshooting tree
has been exhausted, operate the engine on a chassis dynamometer or a diagnostic road test to duplicate the fault code. The most
common causes of intermittent Fault Code 559 that are difficult to create are leaking high-pressure connectors that only leak
when the engine and the fuel are hot, intermittent fuel supply restrictions such as debris floating in the fuel tank, and a fuel
pressure relief valve that opens prematurely. Check the High Pressure Connector (HPC) and connector torque and torque to
specification if necessary. Operate the engine on a chassis dynamometer or conduct a diagnostic road test to duplicate the fault
code. Use INSITE™ electronic service tool to log fuel system parameters during testing.
Refer to Troubleshooting Fault Code t05-559
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc559b) Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational Range - Moderately
140 / 507 Severe Leve
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 559 (ISC and ISL)
Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational
Range - Moderately Severe Level
Overview
CODE
Fault Code: 559
PID: P157
SPN: 157
FMI: 18
LAMP: Yellow
SRT:
REASON
Injector Metering Rail 1 Pressure - Data Valid but Below Normal
Operational Range - Moderately Severe Level. The ECM has detected
that fuel pressure is lower than commanded pressure.
EFFECT
Possibly hard to start or
low power. Engine could
possibly not start.
Fuel Flow
Circuit Description
The pressure control loop relies on fuel pressure supplied to the high-pressure pump by the fuel gear pump. The electronic
control module (ECM) monitors rail fuel pressure and engine operating conditions and changes the flow command to maintain the
proper rail fuel pressure. Changes to the flow command result in opening (or closing) of the fuel pump actuator to supply more (or
less) fuel to the high-pressure pump.
Component Location
Use the following procedure for a detailed component location view. Refer to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected the measured fuel rail pressure is below the commanded fuel rail pressure by at least 250 bar [3625 psi]
for 7 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
The fuel system is designed to run on clean fuel. It has two fuel filters to maintain this cleanliness. Carelessness in handling and
storage of fuel system components during the repair can subject the precision components to damaging debris. Before servicing
any fuel system components (such as fuel lines, fuel pump, injectors, etc.), clean the fittings, mounting hardware, and the area
around the component to be removed. Store the components in a clean environment. Keep all fuel port openings and line ends
covered so that no dirt can enter. Use the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569, or
the ISLe CM2150 Service Manual, Bulletin 4021630. Refer to Procedure 000-009 in Section 0.
Fault Code 559 sets when the engine is running and measured rail fuel pressure remains at least 250 bar [3625 psi] less than
commanded pressure. Once detected, Fault Code 559 will remain active until the engine is turned OFF or until the measured rail
fuel pressure matches the commanded rail fuel pressure. When a condition exists that causes Fault Code 559 to become active, it
is typical for the fault code to become active when the engine is heavily loaded and become inactive when the engine is lightly
loaded.
If Fault Code 559 is inactive and there are not any existing performance complaints, it is possible the vehicle was run out of fuel or
the fault became active if the engine was not primed following fuel filter replacement. However, if the customer reports that the
fault code becomes active during engine operation, the steps in this fault code diagnostic tree can be used to identify the cause
and make a repair.
If the engine will not start and Fault Code 559 becomes active during cranking, and no speed sensor fault codes exist, it is most
likely that the engine is not developing rail pressure during cranking. Possibly, the engine is not primed, gear pump pressure is
too low, or the high-pressure fuel system components have excessive leakage to drain. The procedures referred to in this
troubleshooting
tree alsoMetering
have checks
for1engine
no start
conditions.
(08-fc559cl)
Injector
Rail
Pressure
- Data
Valid but Below Normal Operational Range - Moderately
141 / 507
Severe Lev
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
troubleshooting tree also have checks for engine no start conditions.
The steps of this fault code tree assume that the fault condition is repeatable (this does not necessarily mean that the fault code
is active with the engine at idle). The troubleshooting has been designed to isolate the problem into four categories:
1. Other more precise fault codes exist (example: electrical circuits faults).
2. Isolate the high-pressure system; determine if the high-pressure system has high leakage.
3. Isolate the low pressure system; determine if the low pressure system works correctly. The system must first be primed. Then, it
is important to note that checks of gear pump pressure and inlet restriction involves using a special service tool that causes the
flow rate to increase to a rated flow. Fuel gear pump pressure and/or inlet restriction can not be accurately measured without a
method of increasing the flow (i.e. using the special service tool or operating the engine at full power).
4. Symptom based troubleshooting; If the initial checks of the high-pressure system (leakage) and low pressure system (prime and
gear pump pressure) do not reveal a problem, this troubleshooting will recommend further checks that are most appropriate,
based on the reported symptoms. The repair recommendation at this point requires that the condition under which the fault code
activates be known (for example: under full power, during motoring/deceleration, or if the complaint is an engine surge at idle).
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the c
Refer to Troubleshooting Fault Code t05-559
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc559cl) Injector Metering Rail 1 Pressure - Data Valid but Below Normal Operational Range - Moderately
142 / 507 Severe Lev
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 584
Starter Relay Driver Circuit - Voltage Above Normal or Shorted to High Source
Overview
CODE
Fault Code: 584
PID: S39
SPN: 677
FMI: 3/3
LAMP: Amber
SRT:
REASON
EFFECT
Starter Relay Driver Circuit - Voltage Above Normal or Shorted
to High Source. Open circuit or high voltage detected at
starter lockout circuit.
Either the engine will not start or the
engine will not have starter lockout
protection.
ISB, ISC, and ISL with CM2150 - Starter Relay Circuit
Circuit Description
The starter lockout relay is controlled by the ECM through the starter lockout relay signal circuit. The relay prevents the starter
from being engaged when the engine is running. The relay return circuit is dependent on OEM wiring. It may be wired back to the
ECM on some vehicles, or wired to the chassis or block ground on others. Consult the OEM wiring diagram for return circuit
details. The starter lockout relay circuit utilizes a pulse width modulated (PWM) signal. A PWM signal is a pulsed voltage signal
between 0-VDC and system voltage. The frequency of the pulsed voltage signal is dependent on the application requirement.
Component Location
The starter lockout relay is installed by the vehicle OEM. Refer to the OEM troubleshooting and repair manual for exact location.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the PWM device is being energized or de-energized. In
some cases the diagnostic may also run at some fixed intervals.
Conditions for Setting the Fault Codes
The starter lockout relay circuit PWM signal is not detected to be system voltage when the PWM signal is turned on.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The Starter Lockout feature will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared using INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on Quickserve®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The ECM monitors the voltage level on this circuit. If it detects a voltage when the signal is commanded off, it records this fault
code.This fault can be caused by:
Open circuit in the starter lockout relay, OEM harness, or connectors
Short circuit to a voltage source in the OEM harness or relay.
Refer to Troubleshooting Fault Code t05-584
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc584) Starter Relay Driver Circuit - Voltage Above Normal or Shorted to High Source
143 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 585
Starter Relay Driver Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 585
PID: S039
SPN: 677
FMI: 4/4
LAMP: Amber
SRT:
REASON
Starter Relay Driver Circuit - Voltage Below Normal or Shorted to Low
Source. Low voltage detected at starter lockout circuit.
EFFECT
The engine will not have
starter lockout protection.
ISB, ISC, and ISL with CM2150 - Starter Relay Circuit
Circuit Description
The starter lockout relay is controlled by the electronic control module (ECM) through the starter lockout relay signal circuit. The
relay prevents the starter from being engaged when the engine is running. The relay return circuit is dependent on OEM wiring. It
may be wired back to the ECM on some vehicles or wired to the chassis or block ground on others. Consult the OEM wiring
diagram for return circuit details. The starter lockout relay circuit utilizes a pulse width modulated (PWM) signal. A PWM signal is a
pulsed voltage signal between 0 VDC and system voltage. The frequency of the pulsed voltage signal is dependent on the
application requirement.
Component Location
The starter lockout relay is installed by the vehicle OEM. Refer to OEM troubleshooting and repair manual for exact location.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the PWM device is being energized or de-energized. In
some cases the diagnostics may also run at some fixed intervals.
Conditions for Setting the Fault Codes
The starter lockout relay circuit PWM signal is detected to be greater than 0 VDC when the PWM signal is turned off.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The starter lockout feature will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared using INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The ECM monitors the voltage level on this circuit. If it detects a low voltage when the signal is commanded on, it records this fault
code. This fault code can be caused by a short circuit to ground in the starter lockout relay, OEM harness, or connectors.
Refer to Troubleshooting Fault Code t05-585
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc585) Starter Relay Driver Circuit - Voltage Below Normal or Shorted to Low Source
144 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 596
Electrical Charging System Voltage - Data Valid but Above Normal Operational
Range - Moderately Severe Level
Overview
CODE
Fault Code: 596
PID: P167
SPN: 167
FMI: 0/16
LAMP: Amber
SRT:
REASON
Electrical Charging System Voltage - Data Valid but Above Normal
Operational Range - Moderately Severe Level. High battery voltage
detected by the battery voltage monitor feature.
EFFECT
Amber warning lamp
illuminated until high battery
voltage condition is
corrected.
ISB, ISC, and ISL with CM2150 - ECM Power Supply Circuit
Circuit Description
The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives switched battery input through the vehicle keyswitch wire
when the vehicle keyswitch is turned on.
Component Location
The ECM is connected to the battery by the ECM power harness. This direct link provides a constant power supply for the ECM.
The location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manual for the battery location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the battery voltage is higher than 18-VDC.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light when the battery voltage falls below 18-VDC.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is part of the Battery Voltage Monitor feature. The ECM can increase idle speed and deactivate the idle decrement
switch if idle speedup is enabled. View the Battery Voltage Monitor feature settings using the INSITE™ electronic service tool.
Disabling the Battery Voltage Monitor feature will also disable this fault code.
Make sure the ECM battery supply (+) is coming directly from the battery and not the starter.
Possible causes of this fault code:
Overcharged batteries caused by a faulty alternator or regulator.
Refer to Troubleshooting Fault Code t05-596
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc596) Electrical Charging System Voltage - Data Valid but Above Normal Operational Range - 145
Moderately
/ 507 Severe Le
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 597
Electrical Charging System Voltage - Data Valid but Below Normal Operational
Range - Moderately Severe Level
Overview
CODE
Fault Code: 597
PID: P167
SPN: 167
FMI: 1/18
LAMP: Amber
SRT:
REASON
Electrical Charging System Voltage - Data Valid but Below Normal
Operational Range - Moderately Severe Level. Low battery voltage
detected by the battery voltage monitor feature.
EFFECT
Amber lamp will light until
low battery voltage
condition is corrected.
ISB, ISC, and ISL with CM2150 - ECM Power Supply Circuit
Circuit Description
The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives switched battery input through the vehicle keyswitch wire
when the vehicle keyswitch is turned on.
Component Location
The ECM is connected to the battery by the ECM power harness. This direct link provides a constant power supply for the ECM.
The location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manual for the battery location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the battery voltage is less than 10-VDC.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light when the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is part of the Battery Voltage Monitor feature. The ECM can increase idle speed and deactivate the idle decrement
switch if Idle Speedup is enabled. View the Battery Voltage Monitor feature settings using the INSITE™ electronic service tool.
Disabling the Battery Voltage Monitor feature will also disable this fault code.
Make sure the ECM unswitched battery supply is coming directly from the battery and not the starter.
Possible causes of this fault:
Undercharged batteries caused by a faulty alternator or regulator
High-current devices on the vehicle such as citizens band radio amplifiers, numerous exterior lights, or other accessories.
Refer to Troubleshooting Fault Code t05-597
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc597) Electrical Charging System Voltage - Data Valid but Below Normal Operational Range - Moderately
146 / 507 Severe Lev
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 598
Electrical Charging System Voltage - Data Valid but Below Normal Operational
Range - Most Severe Level
Overview
CODE
Fault Code: 598
PID: P167
SPN: 167
FMI: 1/1
LAMP: Red
SRT:
REASON
Electrical Charging System Voltage - Data Valid but Below Normal
Operational Range - Most Severe Level. Very low battery voltage
detected by the battery voltage monitor feature.
EFFECT
Red lamp illuminated until
very low battery voltage
condition is corrected.
ISB, ISC, and ISL with CM2150 - ECM Power Supply Circuit
Circuit Description
The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives switched battery input through the vehicle keyswitch wire
when the vehicle keyswitch is turned on.
Component Location
The ECM is connected to the battery by the OEM harness. This direct link provides a constant power supply for the ECM. The
location of the battery will vary with the OEM. Refer to the OEM troubleshooting and repair manual for the battery location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the battery voltage is less than 8 VDC.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light when the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is part of the Battery Voltage Monitor feature. The ECM can increase idle speed and deactivate the idle decrement
switch if Idle Speedup is enabled. View the Battery Voltage Monitor feature settings using the INSITE™ electronic service tool.
Disabling the Battery Voltage Monitor feature will also disable this fault code.
Make sure the ECM battery supply (+) is coming directly from the battery and not the starter.
Possible causes of this fault code:
Undercharged batteries caused by a faulty alternator or regulator.
Refer to Troubleshooting Fault Code t05-598
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc598) Electrical Charging System Voltage - Data Valid but Below Normal Operational Range - Most
147 / Severe
507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 599 (QSB3.3)
Auxiliary Commanded Dual Output Shutdown - Special Instructions
Overview
CODE
Fault Code: 599
PID: S025
SPN: 640
FMI: 14
LAMP: Red
SRT:
REASON
Auxiliary Commanded Dual Output Shutdown - Special Instructions. The engine
protection limit has been exceeded for the dual outputs calibrated limits.
EFFECT
Engine will
shut down.
Dual Outputs Circuit
Circuit Description
Dual outputs based on sensed parameters provide up to two independent switched outputs for original equipment manufacturer
(OEM) use. The state of each switched output can be determined by different inputs to the electronic control module (ECM),
depending on the engine platform. The ECM can provide different outputs to OEM devices if any of the inputs are above or below
calibrated thresholds. Each switched output is independent of the other with respect to control parameter input and threshold
settings.
Component Location
The dual outputs features are OEM dependent. Refer to the OEM troubleshooting and repair manual for component location.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is activated when one of the OEM defined inputs has exceeded a calibratible limit. The triggers for shutdown are
OEM dependent.
Refer to Troubleshooting Fault Code t05-599
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc599) Auxiliary Commanded Dual Output Shutdown - Special Instructions
148 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 649
Engine Oil Change Interval - Condition Exists
Overview
CODE
Fault Code: 649
PID: S115
SPN: 1378
FMI: 11/31
LAMP: Maintenance
SRT:
REASON
Engine Oil Change Interval - Condition Exists. Change engine oil and
filter.
EFFECT
Maintenance reminder
only.
Maintenance Reminder
Circuit Description
The electronic control module (ECM) informs the driver of a maintenance event by using the Maintenance Monitor feature's
lubrication oil drain limits.
Component Location
The oil filter is located on the exhaust side of the engine, and the oil fill port varies by application. Refer to Procedure 100-002
(Engine Diagrams) in Section E for a detailed component location for the oil filter and refer to the original equipment manufacturer
(OEM) troubleshooting and repair manual for the location of the oil fill port.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that based on the programmable setting in the Maintenance Monitor feature, the engine oil and filter needs to be
changed.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the maintenance condition is exceeded.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the Maintenance Monitor feature has been reset using
INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code will only become active if the Maintenance Monitor is enabled in INSITE™ electronic service tool. Make sure that
the oil and filter are changed before clearing the fault.
Refer to Troubleshooting Fault Code t05-649
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc649) Engine Oil Change Interval - Condition Exists
149 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 686
Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 686
PID: P103
SPN: 103
FMI: 2/2
LAMP: Amber
SRT:
REASON
Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect.
An invalid turbocharger speed signal has been detected by the
ECM.
EFFECT
None on performance. The ECM
uses an estimated turbocharger
speed.
ISB, ISC, and ISL with CM2150 - Turbocharger 1 Speed Circuit
Circuit Description
The turbocharger speed sensor is a variable reluctance speed sensor. It consists of a coil of wire and an iron core. The target on
the turbocharger shaft is a ground flat in the center of the shaft. As the flat on the turbocharger shaft spins past the speed sensor,
a signal is generated. The electronic control module (ECM) interprets this signal and converts it to a turbocharger speed reading.
Component Location
The turbocharger speed sensor is mounted in the center housing of the turbocharger. Refer to Procedure 100-002 (Engine
Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the turbocharger speed is above the maximum limit set in the calibration.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The ECM will estimate the turbocharger speed.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is logged when the ECM detects a turbocharger speed that is greater than the speed that is physically achievable
by the turbocharger. Usually this indicates a faulty sensor or incorrect speed signals from the turbocharger speed sensor. This
fault can be caused by failures in the following components:
Turbocharger speed sensor
Engine harness
ECM power supply or grounds
Electronic vehicle accessories which emit excessive electromagnetic interference.
This fault becomes inactive any time the ECM detects a valid turbocharger speed. If the fault occurs intermittently:
Look for causes of intermittent open circuit or short circuits in the turbocharger speed sensor circuit (including the speed
sensor pigtail connector)
Look for sources of electronic noise such as poorly installed vehicle electronic components
Be sure that the vehicle chassis grounds are in good condition
Be sure that the ECM power supply and ground circuits are in good condition and that this power supply is not shared with
other vehicle electronics.
Refer to Troubleshooting Fault Code t05-686
(08-fc686) Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect
150 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-686
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc686) Turbocharger 1 Speed - Data Erratic, Intermittent, or Incorrect
151 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 687
Turbocharger 1 Speed - Data Valid But Below Normal Operating Range Moderately Severe Level
Overview
CODE
Fault Code: 687
PID: P103
SPN: 103
FMI: 1/18
LAMP: Amber
SRT:
REASON
EFFECT
Turbocharger 1 Speed - Data Valid But
Below Normal Operating Range Moderately Severe Level. Low
turbocharger speed detected by the
ECM.
Engine power derate. The ECM uses an estimated
turbocharger speed. To clear the fault code after a repair,
take the vehicle on a short test drive with a few hard
accelerations from stop to approximately 35 mph.
ISB, ISC, and ISL with CM2150 - Turbocharger 1 Speed Circuit
Circuit Description
The turbocharger speed sensor is a variable reluctance speed sensor. It consists of a coil of wire and an iron core. The target on
the turbocharger shaft is a ground flat in the center of the shaft. As the flat on the turbocharger shaft spins past the speed sensor,
a signal is generated. The electronic control module (ECM) interprets this signal and converts it to a turbocharger speed reading.
Component Location
The turbocharger speed sensor is mounted in the center housing of the turbocharger. Refer to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the turbocharger speed is detected to be less than 600 rpm for more than 1 second when the engine speed
is greater than 1200 rpm.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The ECM will estimate turbocharger speed.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes. To clear the fault code
after a repair, take the vehicle on a short test drive with a few hard accelerations from stop to approximately 35 mph.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe™ Online for applicable fixes to the
calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.
This fault can possibly come active if the ECM senses engine speed while at the same time a turbocharger speed signal is less
than 600 rpm.
Possible causes of this fault code include:
Damaged turbocharger speed sensor
Damaged engine harness
Damaged alternator (EMI or internal short)
Damaged ECM.
This fault becomes inactive any time the speed signal from the turbocharger speed sensor returns.
If the fault occurs intermittently, look for causes of intermittent open or short circuits in the turbocharger speed sensor circuit
(including the speed sensor pigtail connector).
For the code to clear, the ratio of boost pressure to ambient pressure must be above 1.19:1 for at least 30 consecutive seconds.
This condition can only be achieved during a test drive when the engine is under load. Operating the engine at idle or high idle
while stationary will not create enough load to maintain boost pressure at 1.19 times ambient pressure for 30 consecutive
(08-fc687) Turbocharger 1 Speed - Data Valid but Below Normal Operational Range - Moderately Severe
152 / 507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
while stationary will not create enough load to maintain boost pressure at 1.19 times ambient pressure for 30 consecutive
seconds.
Although it is possible for a damaged ECM to be the root cause of this fault code, it is highly unlikely and ECM replacement should
only be considered as a last resort if no other repairs are successful in clearing the fault code.
In very rare cases, it has been shown that the turbocharger can cause this fault code to come active and turbocharger
replacement may be the only way to clear the fault code.
Refer to Troubleshooting Fault Code t05-687
Last Modified: 21-Mar-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc687) Turbocharger 1 Speed - Data Valid but Below Normal Operational Range - Moderately Severe
153 / 507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 688
Engine Oil Level - Data Valid but Above Normal Operational Range - Most Severe
Level
Overview
CODE
Fault Code: 688
PID: P98
SPN: 98
FMI: 0
LAMP: Red
SRT:
REASON
Engine Oil Level - Data Valid but Above Normal
Operational Range - Most Severe Level. High oil level
has been detected by the oil level sensor.
EFFECT
Possible low power, excessive smoke, oil
dilution, contamination, or severe engine
damage. The engine may derate.
ISB, ISC, and ISL with CM2150 - Engine Oil Level Sensor.
Circuit Description
An algorithm in the electronic control module (ECM) calibration monitors engine oil level while the ECM is keyed on and no engine
speed is detected. If the engine oil level exceeds a certain threshold, the ECM will activate Fault 688.
Component Location
The engine oil level sensor is located on the engine oil dipstick, on the air intake side of the engine. Refer to Procedure 100-002
(Engine Diagrams) in section E for further details on dipstick location.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and the engine speed is 0 rpm.
Conditions for Setting the Fault Codes
The engine oil level is detected to be above the normal operating level at key-on.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light and the fault code state will become inactive immediately after the diagnostic runs
and passes. The fault code can also be cleared using INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Fault code 688 indicates that the oil level in the engine is much higher than the recommended oil level.
Other causes of fault code 688 may include:
The engine may have been overfilled with oil during the most recent oil change.
The fuel system may be leaking into the lube oil system. Check for fuel system faults or use fluorescent fuel system dye to
identify leaks.
The cooling system may be leaking into the lube oil system. Check for coolant in the oil.
Refer to Troubleshooting Fault Code t05-688
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc688) Engine Oil Level - Data Valid but Above Normal Operational Range - Most Severe Level154 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 689
Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 689
PID: P190
SPN: 190
FMI: 2/2
LAMP: Amber
SRT:
REASON
Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect. The ECM
has detected an error in crankshaft position sensor signal.
EFFECT
Engine
power
derate.
ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Circuit
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the engine crankshaft speed/position sensor on the sensor supply
circuit. The ECM also provides a ground on the sensor return circuit. The crankshaft speed/position sensor provides a signal to
the ECM on the crankshaft speed/position sensor signal circuit. This sensor generates a signal to the ECM as the crankshaft
speed indicator ring passes the sensor. The ECM interprets this signal into an engine speed reading and determines engine
position.
Component Location
The crankshaft position sensor is located on the side of the front gear housing on the intake side of the engine. Refer to
Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects a loss of the crankshaft speed/position sensor for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The crankshaft speed sensor is used to provide engine speed and position information to the ECM.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light after the ECM detects a valid signal from the crankshaft speed/position
sensor.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault is logged when the ECM does not receive a valid crankshaft position signal.
Causes of this fault include:
Open or short circuit of the 5 volt SUPPLY, SIGNAL, or RETURN wire in the engine harness
Damaged crankshaft position sensor.
NOTE: On INSITE™ electronic service tool, the 'Crankshaft Position Sensor” is referred to as 'Engine Speed Main Sensor'.
Refer to Troubleshooting Fault Code t05-689
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc689) Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect
155 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 691
Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Above
Normal or Shorted to High Source
Overview
CODE
REASON
Fault Code: 691
PID: P351
SPN: 1172
FMI: 3/3
LAMP: Amber
SRT:
Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Above Normal or
Shorted to High Source. High signal voltage detected at the turbocharger compressor inlet
air temperature circuit.
EFFECT
Engine
power
derate.
ISC and ISL with CM2150 - Turbocharger Compressor Inlet Temperature Sensor Circuit
ISB with CM2150 - Ambient Air Temperature Sensor Circuit
Circuit Description
The compressor inlet air temperature sensor is a variable resistor sensor and is used to measure the temperature of the air
entering the compressor inlet of the turbocharger. The electronic control module (ECM) supplies 5-VDC to the compressor inlet
temperature signal circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to
determine the coolant temperature.
Component Location
Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Note: The ISB with CM2150 uses a combination ambient air temperature/pressure sensor located in the OEM intake air plumbing
rather than a turbocharger compressor inlet temperature sensor.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the compressor inlet temperature signal voltage is greater than 4.8-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the compressor inlet temperature reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 (ECM
Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The turbocharger inlet air temperature sensor shares return wires in the engine harness with other sensors. An open return can
cause multiple fault codes to be active. Before troubleshooting Fault Code 691, check for multiple fault codes. An extension
harness between the main engine harness and the turbocharger compressor inlet temperature sensor can be used depending on
the turbocharger arrangement.
On ISB with CM2150 engines, an extension harness between the main harness and the ambient air temperature/pressure sensor
is always used.
Possible causes of this fault code:
Open return circuit in the harness, connectors, or sensor
Open signal circuit or short circuit to a voltage source
(08-fc691) Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Above Normal or156
Shorted
/ 507 to High Sourc
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Damaged sensor.
Refer to Troubleshooting Fault Code t05-691
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc691) Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Above Normal or157
Shorted
/ 507 to High Sourc
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 692
Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Below
Normal or Shorted to Low Source
Overview
CODE
REASON
Fault Code: 692
PID: P351
SPN: 1172
FMI: 4/4
LAMP: Amber
SRT:
Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Below Normal or
Shorted to Low Source. Low signal voltage detected at the turbocharger compressor inlet
air temperature sensor circuit.
EFFECT
Engine
power
derate.
ISC and ISL with CM2150 - Turbocharger Compressor Inlet Air Temperature Sensor Circuit
ISB with CM2150 - Ambient Air Temperature Sensor Circuit
Circuit Description
The turbocharger compressor inlet temperature sensor is a variable resistor sensor and is used to measure the temperature of
the air entering the compressor inlet of the turbocharger. The electronic control module (ECM) supplies 5-VDC to the compressor
inlet temperature signal circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to
determine the coolant temperature.
Component Location
Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Note: The ISB with CM2150 uses a combination ambient air temperature/pressure sensor located in the OEM intake air plumbing
rather than a turbocharger compressor inlet temperature sensor.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the compressor inlet temperature signal voltage is less than 0.2-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the compressor inlet temperature reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
An extension harness between the main engine harness and the turbocharger compressor inlet temperature sensor can be used,
depending on the turbocharger arrangement.
On ISB with CM2150 engines, an extension harness between the main harness and the ambient air temperature/pressure sensor
is always used.
Possible causes of this fault code:
Signal circuit shorted to ground in the harness
Signal circuit shorted to return or ground in the sensor
Damaged sensor.
(08-fc692) Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Below Normal or158
Shorted
/ 507to Low Sourc
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-692
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc692) Turbocharger 1 Compressor Inlet Temperature Sensor Circuit - Voltage Below Normal or159
Shorted
/ 507to Low Sourc
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 698
ECM Internal Temperature Sensor Circuit - Voltage Below Normal or Shorted to
Low Source
Overview
CODE
Fault Code: 698
PID: P21
SPN: 1136
FMI: 4
LAMP: Amber
SRT:
REASON
ECM Internal Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low
Source. Low signal voltage or an open circuit detected at the internal ECM
temperature sensor.
EFFECT
None on
performance.
ISB, ISC, and ISL Electronic Control Module
Circuit Description
The electronic control module (ECM) has an internal temperature sensor that is used to measure the temperature inside the ECM.
Component Location
The ECM is located on the fuel system side of the engine. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a
detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the internal temperature sensor circuit is shorted to ground.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This sensor is located internally to the ECM. No troubleshooting is possible for this fault code. If the fault code is active, the ECM
must be replaced.
Refer to Troubleshooting Fault Code t05-698
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc698) ECM Internal Temperature Sensor Circuit - Voltage Below Normal or Shorted to Low Source
160 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 731
Engine Speed/Position Camshaft and Crankshaft Misalignment - Mechanical
System Not Responding Properly or Out of Adjustment
Overview
CODE
Fault Code: 731
PID: S064
SPN: 723
FMI: 7/7
LAMP: Amber
SRT:
REASON
Engine Speed/Position Camshaft and Crankshaft Misalignment - Mechanical
System Not Responding Properly or Out of Adjustment. Engine position signal
from the engine speed sensor and camshaft position sensor do not match.
EFFECT
Engine will run
derated. Hard start
and rough idle
possible.
ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Sensor Circuit
Circuit Description
The crankshaft position and camshaft position sensors are hall effect type sensors. The electronic control module (ECM) provides
a 5-VDC supply to the position sensor and a return circuit. As the teeth on the crankshaft speed ring or the lobes on the camshaft
gear pass the position sensor, a signal is generated on the position sensor signal circuit. The ECM interprets this signal and
converts it to an engine speed. A missing tooth on the crankshaft gear is used to determine the position of the engine by the ECM.
Component Location
Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the crankshaft position does not match the camshaft position signal input to the ECM.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The ECM monitors the position of the missing tooth on the crankshaft speed sensor target and the camshaft speed sensor target.
If the two positions do not match, the ECM then determines that there is a mechanical misalignment between the two sensors.
This fault code is logged when there is a mechanical misalignment between the crankshaft engine position sensor and the
camshaft engine position sensor.
Possible causes for this fault code include:
Engine speed sensor rings that are loose or not aligned correctly
Mechanical misalignment.
Refer to Troubleshooting Fault Code t05-731
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc731) Engine Speed/Position Camshaft and Crankshaft Misalignment - Mechanical System Not161
Responding
/ 507
Properly
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 778
Engine Camshaft Speed/Position - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 778
PID: S064
SPN: 723
FMI: 2/2
LAMP: Amber
SRT:
REASON
Engine Camshaft Speed/Position - Data Erratic,
Intermittent, or Incorrect. The ECM has detected an error
in the camshaft position sensor signal.
EFFECT
Engine can run rough. Possibly poor
starting capability. Engine runs using
primary engine position sensor.
ISB, ISC, and ISL with CM2150 - Engine Magnetic Speed/Position Circuit
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the engine camshaft speed/position sensor on the sensor supply
circuit. The ECM also provides a ground on the sensor return circuit. The camshaft speed/position sensor provides a signal to the
ECM on the camshaft speed/position sensor signal circuit. This sensor generates a signal to the ECM as the camshaft speed
indicator lobe passes the sensor. The ECM interprets this signal into an engine speed reading and determines engine position.
This sensor is used as a backup sensor if the primary engine crankshaft speed/position signal is lost.
Component Location
Both engine position sensors are located on the back side of the front gear housing above the fuel pump drive. Refer to
Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects a loss of the camshaft speed/position sensor for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the ECM detects a valid signal from the camshaft
speed/position sensor.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault is logged when the ECM does not receive a valid camshaft position signal.
Causes of this fault include:
Open or short circuit of the 5 volt SUPPLY, SIGNAL, or RETURN wire in the engine harness
Damaged or malfunctioning camshaft position sensor.
NOTE: On INSITE™ electronic service tool, the 'Camshaft Position Sensor' is referred to as 'Engine Speed Backup Sensor'.
Refer to Troubleshooting Fault Code t05-778
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc778) Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect
162 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 779
Auxiliary Equipment Sensor Input 3 - Root Cause Not Known
Overview
CODE
Fault Code: 779
PID: S051
SPN: 703
FMI: 11
LAMP: Amber
SRT:
REASON
Auxiliary Equipment Sensor Input 3 - Root Cause Not Known
EFFECT
Possible engine derate.
OEM Temperature/Pressure Sensor Circuit
Circuit Description
The original equipment manufacturer (OEM) has the option of wiring a pressure or temperature sensor input to the Cummins®
electronic control module (ECM). A specific calibration is then created to recognize this pressure or temperature sensor input. This
fault code is activated when the pressure or temperature input from the OEM sensor exceeds the engine protection limit defined by
the OEM. Depending on OEM requirements, an Engine Protection derate can be associated with this fault code.
Component Location
The OEM pressure or temperature sensor input will vary, depending on application. Refer to the OEM troubleshooting and repair
manual for sensor location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the engine protection limit for the OEM input device has been exceeded.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Engine power can be limited, depending on the specific OEM calibration.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is activated when the pressure or temperature input from the OEM sensor exceeds the engine protection limit
defined by the OEM. An engine power derate is possible, depending on the OEM application.
Refer to Troubleshooting Fault Code t05-779
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc779) Auxiliary Equipment Sensor Input 3 - Root Cause Not Known
163 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 784
Adaptive Cruise Control Mode - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 784
PID: S145
SPN: 1590
FMI: 2/2
LAMP: None
SRT:
REASON
Adaptive Cruise Control Mode - Data Erratic, Intermittent,
or Incorrect. Loss of communication with adaptive cruise
control.
EFFECT
Adaptive cruise control will not operate.
Standard cruise control may not
operate.
ISB, ISC, and ISL with CM2150 - Adaptive Cruise Control Circuit
Circuit Description
The adaptive cruise control unit communicates with the electronic control module (ECM) sending and receiving vehicle speed
control messages through the SAE J1939 data link.
Component Location
The location of the adaptive cruise control unit will vary by original equipment manufacturer (OEM). Refer to the OEM
troubleshooting and repair manual for specific location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM does not receive a valid J1939 message from the adaptive cruise control module for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The adaptive cruise control will not operate.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault is set active if the ECM does not receive the Heartbeat message from the adaptive cruise control unit on the SAE J1939
data link.
If Adaptive Cruise Recovery is enabled, the driver can toggle the cruise enable switch from the OFF position to the ON position two
times to get regular cruise control to operate and Fault Code 784 will go inactive. At the next key cycle, if the Heartbeat message is
still not present, Fault Code 784 will go active.
Refer to Troubleshooting Fault Code t05-784
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc784) Adaptive Cruise Control Mode - Data Erratic, Intermittent, or Incorrect
164 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1117
Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 1117
PID: S251
SPN: 627
FMI: 2/2
LAMP: None
SRT:
REASON
Power Supply Lost With Ignition On - Data Erratic,
Intermittent, or Incorrect. Supply voltage to the ECM fell
below +6.2-VDC momentarily, or the ECM was not allowed
to power down correctly (retain battery voltage for 30
seconds after key OFF).
EFFECT
Possible no noticeable performance
effects or engine dying or hard
starting. Fault information, trip
information, and maintenance monitor
data can be inaccurate.
ISB, ISC, and ISL with CM2150 - ECM Power Supply Circuit
Circuit Description
The electronic control module (ECM) receives constant voltage from the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives switched battery input through the vehicle keyswitch wire
when the vehicle keyswitch is turned ON.
Component Location
The ECM is connected to the battery by the original equipment manufacturer (OEM) power harness through the ECM battery
supply stub. This provides a constant power supply for the ECM. The location of the battery will vary with the OEM. Refer to the
OEM service manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position, and during the power down process (lasting 30
seconds after key OFF).
Conditions for Setting the Fault Codes
The ECM detects that primary ECM power supply dropped below 6.2-VDC while the keyswitch was in the ON position. The fault
code will be active when the keyswitch is turned ON following the incomplete power down event.
Action Taken When the Fault Code is Active
The ECM records the fault code immediately when the diagnostic runs and fails.
Power down data like trip information, maintenance monitor, and fault information will not get saved to permanent memory
when the keyswitch is turned OFF.
Conditions for Clearing the Fault Code
The ECM must see primary ECM battery voltage above +6.2-VDC when the keyswitch is turned off before the fault code will go
inactive.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault is set active if the ECM battery supply voltage drops below +6.2-VDC while the keyswitch is in the ON position.
Make sure the ECM unswitched battery supply is coming directly from the battery and not the starter. If unswitched power is
coming from the starter, it is possible for the battery voltage to drop low enough during cranking to set this fault active.
Where the fault code is inactive, familiarize yourself with the vehicle shutdown practices used by the operator. For example, if there
are controls inside the cab that can interrupt the (ECM) power supply (before the end of the 30 second power down process after
key OFF), these should be considered as a potential cause when the fault code is being addressed. This should be explained to
the operator.
This fault can also be caused by resistance in the ECM battery supply (+) or (-) circuits. Resistance in these circuits can cause the
voltage level at the ECM input to drop low enough to set Fault Code 1117 active.
An active Fault Code 1117 can prevent critical aftertreatment soot load information from being saved to permanent memory in the
(08-fc1117) Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect
165 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
An active Fault Code 1117 can prevent critical aftertreatment soot load information from being saved to permanent memory in the
ECM. The use of battery disconnect switches to turn the engine off or any device that disconnects battery voltage to the ECM
within 10 seconds of turning the keyswitch OFF can cause damage to the aftertreatment system. Donot operate the vehicle with
an active Fault Code 1117.
Refer to Troubleshooting Fault Code t05-1117
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1117) Power Supply Lost With Ignition On - Data Erratic, Intermittent, or Incorrect
166 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1239
Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Above Normal or
Shorted to High Source
Overview
CODE
Fault Code: 1239
PID:
SPN: 2623
FMI: 3/3
LAMP: Amber
SRT:
REASON
EFFECT
Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Above
Normal or Shorted to High Source. High voltage detected at accelerator
pedal position number 2 signal circuit.
Severe derate in power
output of the engine. Limp
home power only.
ISB, ISC, and ISL with CM2150 - Accelerator Pedal Sensor
Circuit Description
The accelerator position sensor is a hall-effect sensor attached to the accelerator pedal. The accelerator position sensor varies
the signal voltage to the electronic control module (ECM) as the accelerator pedal is depressed and released. Low signal voltage
is received by the ECM when the accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when the
accelerator pedal is at 100 percent. The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply,
accelerator pedal position return, and accelerator pedal position signal.
The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Both
position sensors receive a 5 volt supply from the ECM. A corresponding signal voltage based on the position of the accelerator
pedal is then received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage from the
accelerator position 2.
When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault code is set.
Component Location
The accelerator pedal position sensor is located on the accelerator pedal. Refer to the original equipment manufacturer (OEM)
troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the throttle pedal signal voltage is greater than 2.5-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Newer engines use two throttle position sensors to determine the throttle position. Older throttle pedals used a single throttle
position sensor and an idle validation switch. If Fault Codes 132 and 1241 are active when the accelerator pedal is in the idle
position and Fault Code 132 goes inactive and Fault Code 1239 goes active when the throttle is depressed, the incorrect throttle
pedal has been installed in the vehicle. A throttle pedal with two acceleration position sensors should be installed.
If troubleshooting an intermittent accelerator problem, the accelerator pedal position sensor 2 signal voltage can be monitored with
the INSITE™ electronic service tool, while flexing the harness to locate the intermittent connection.
Possible causes of this fault include:
(08-fc1239) Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Above Normal or Shorted167
to High
/ 507 Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Accelerator pedal position 2 signal circuit shorted to battery or 5 volt supply.
Open accelerator pedal return circuit in the harness or connections.
Accelerator supply shorted to battery.
Failed accelerator pedal position sensor.
Note: The three wires in the accelerator position sensor circuit must be twisted together.
Refer to Troubleshooting Fault Code t05-1239
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1239) Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Above Normal or Shorted168
to High
/ 507 Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1241
Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Below Normal or
Shorted to Low Source
Overview
CODE
Fault Code: 1241
PID: None
SPN: 2623
FMI: 4/4
LAMP: Amber
SRT:
REASON
Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Below
Normal or Shorted to Low Source. Low voltage detected at accelerator
pedal position number 2 signal circuit.
EFFECT
Severe derate in power
output of the engine. Limp
home power only.
ISB, ISC, and ISL - Accelerator or Pedal Sensor
Circuit Description
The accelerator position sensor is a hall-effect sensor attached to the accelerator pedal. The accelerator position sensor varies
the signal voltage to the electronic control module (ECM) as the accelerator pedal is depressed and released. Low signal voltage
is received by the ECM when the accelerator pedal at 0 percent. A high signal voltage is received by the ECM when the
accelerator pedal is at 100 percent. The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply,
accelerator pedal position return, and accelerator pedal position signal.
The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Both
position sensors receive a 5 volt supply from the ECM. A corresponding signal voltage based on the position of the accelerator
pedal is then received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage from
accelerator position 2. When the ECM senses a signal voltage lower than the normal operating range of the sensor, this fault code
is set.
Component Location
The accelerator pedal position sensor is located on the accelerator pedal. Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the throttle pedal signal voltage is less than 0.35-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Newer engines use two throttle position sensors to determine the throttle position. Older throttle pedals used a single throttle
position sensor and an idle validation switch. If Fault Codes 132 and 1241 are active when the accelerator pedal is in the idle
position and Fault Code 132 goes inactive and Fault Code 1239 goes active when the throttle is depressed, the incorrect throttle
pedal has been installed in the vehicle. A throttle pedal with two acceleration position sensors should be installed.
If troubleshooting an intermittent accelerator problem, the accelerator pedal position sensor 2 signal voltage can be monitored with
the INSITE™ electronic service tool, while flexing the harness to locate the intermittent connection.
Possible causes of this fault include:
Accelerator pedal position signal shorted to engine ground or return wires in the OEM harness or sensor
(08-fc1241) Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Below Normal or Shorted169
to Low
/ 507Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Malfunctioning accelerator pedal position sensor
Open circuit in the accelerator signal, supply, or return wire in the harness or connectors.
Note: The three wires in the accelerator position sensor circuit must be twisted together.
Refer to Troubleshooting Fault Code t05-1241
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1241) Accelerator Pedal or Lever Position Sensor 2 Circuit - Voltage Below Normal or Shorted170
to Low
/ 507Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1242
Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or
Incorrect
Overview
CODE
Fault Code: 1242
PID: P091
SPN: 91
FMI: 2/2
LAMP: Red
SRT:
REASON
Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or
Incorrect. Accelerator position sensor number 1 and number 2 are reading different
values.
EFFECT
The engine
will only
idle.
ISB, ISC, and ISL with CM2150 - Accelerator Pedal Sensor
Circuit Description
The accelerator position sensor is a hall-effect sensor attached to the accelerator pedal. The accelerator position sensor varies
the signal voltage to the electronic control module (ECM) as the accelerator pedal is depressed and released. Low signal voltage
is received by the ECM when the accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when the
accelerator pedal is at 100 percent. The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply,
accelerator pedal position return, and accelerator pedal position signal.
The accelerator pedal contains two position sensors. These position sensors are used to measure the throttle position. Both
position sensors receive a 5 volt supply from the ECM. A corresponding signal voltage based on the position of the accelerator
pedal is then received from the ECM. The signal voltage for accelerator position 1 is twice as much as the signal voltage from
accelerator position 2.
Component Location
The accelerator pedal position sensor is located on the accelerator pedal. Refer to the original equipment manufacturer (OEM)
troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the readings between accelerator position sensor 1 and accelerator position sensor 2 differ by more than 2
percent.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Newer engines use two throttle position sensors to determine the throttle position. Older throttle pedals used a single throttle
position sensor and an idle validation switch. If Fault Codes 132 and 1241 are active when the accelerator pedal is in the idle
position and Fault Code 132 goes inactive and Fault Code 1239 goes active when the throttle is depressed, the incorrect throttle
pedal has been installed in the vehicle. A throttle pedal with two acceleration position sensors should be installed.
This fault code becomes active when the accelerator position sensor number 1 and accelerator position sensor number 2 are not
reading the same value.
Possible causes of the fault include:
(08-fc1242) Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or Incorrect
171 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Damaged accelerator pedal position sensor number 1 or damaged accelerator pedal position sensor number 2.
Damaged accelerator pedal position sensor number 1 and damaged accelerator pedal position sensor number 2 signal
wires are shorted together.
Refer to Troubleshooting Fault Code t05-1242
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1242) Accelerator Pedal or Lever Position Sensor 1 and 2 - Data Erratic, Intermittent, or Incorrect
172 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1663
Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition Exists
Overview
CODE
Fault Code: 1663
PID: None
SPN: 3241
FMI: 11/31
LAMP: Amber
SRT:
REASON
EFFECT
Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition
Exists. The inlet and outlet catalyst temperature sensor
connections are swapped.
Active aftertreatment diesel
particulate filter regeneration will
be disabled.
ISB, ISC, and ISL - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet. The aftertreatment diesel particulate filter
inlet temperature sensor is located between the aftertreatment catalyst and aftertreatment particulate filter. The aftertreatment
diesel particulate filter outlet temperature sensor is located after the aftertreatment particulate filter. These sensors monitor the
temperatures in the aftertreatment system and determine if the aftertreatment catalyst is missing.
Component Location
The aftertreatment temperature sensors are located in the aftertreatment system. Refer to the original equipment manufacturer
(OEM) troubleshooting and repair manual for specific exhaust gas temperature sensor locations.
Conditions for Running the Diagnostics
This diagnostic runs when the aftertreatment system is actively regenerating the aftertreatment diesel particulate filter. The
diagnostic also runs during engine warm-up.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects the aftertreatment diesel oxidation catalyst inlet temperature reading is higher than
the aftertreatment diesel particulate filter inlet temperature during an active regeneration event of the diesel particulate filter.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Active regeneration of the aftertreatment diesel particulate filter will be disabled.
The exhaust gas recirculation (EGR) valve operation will be disabled.
Conditions for Clearing the Fault Code
The fault code will be set inactive following a key cycle if the fault was triggered during a regeneration event. If the fault code is
active at key-on, allow the aftertreatment temperatures to cool below 32°C [90°F] and then start and run the engine at high idle for
10 minutes to clear the fault code.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 (ECM
Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is activated when the ECM determines that the temperature reading from the aftertreatment diesel oxidation
catalyst inlet temperature sensor and the aftertreatment diesel particulate filter inlet temperature sensor are reading backwards.
The most likely cause of this fault code is that the aftertreatment diesel oxidation catalyst inlet temperature sensor and the
aftertreatment diesel particulate filter inlet temperature sensor connectors are swapped at the OEM harness.
The diesel oxidation catalyst inlet temperature sensor and the diesel particulate filter outlet temperature sensor are the same part
number and have the same electrical connections. The diesel particulate filter inlet temperature sensor has a different connector
key to prevent it from being swapped with the other temperature sensors. Verify that the aftertreatment temperature sensor are
correctly installed.
An in-range failure of the aftertreatment diesel oxidation catalyst or the aftertreatment diesel particulate filter inlet temperature can
cause this fault code. Make sure there are not any fault codes related to the aftertreatment temperature sensors before following
(08-fc1663) Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition Exists
173 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
cause this fault code. Make sure there are not any fault codes related to the aftertreatment temperature sensors before following
this troubleshooting tree.
Refer to Troubleshooting Fault Code t05-1663
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1663) Catalyst Inlet Temperature Sensor Swapped with Outlet - Condition Exists
174 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1664
Catalyst Missing - Condition Exists
Overview
CODE
Fault Code: 1664
PID: None
SPN: 3050
FMI: 11/31
LAMP: Amber
SRT:
REASON
Catalyst Missing - Condition Exists. The aftertreatment
catalyst in the exhaust system is not present.
EFFECT
Active aftertreatment diesel particulate
filter regeneration will be disabled.
ISB, ISC, and ISL - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet. The aftertreatment diesel particulate filter
inlet temperature sensor is located between the aftertreatment catalyst and the aftertreatment particulate filter. The aftertreatment
diesel particulate filter outlet temperature sensor is located after the aftertreatment particulate filter. These sensors monitor the
temperatures in the aftertreatment system and determine if the aftertreatment catalyst is missing.
Component Location
The aftertreatment catalyst is located in the exhaust system. The location of the catalyst can vary depending on the original
equipment manufacturer (OEM). Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs when the aftertreatment system is being actively regenerated to reduce soot in the aftertreatment diesel
particulate filter. The diagnostic checks for a temperature increase across the catalyst during an active regeneration of the
aftertreatment system to detect the presence of the catalyst.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor and the
aftertreatment diesel particulate filter inlet temperature sensor are reading the same temperature during an active regeneration of
the aftertreatment system.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Active regeneration of the aftertreatment system will be disabled.
The exhaust gas recirculation (EGR) valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes, or at the next key-on.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code becomes active when the aftertreatment diesel oxidation catalyst inlet and aftertreatment diesel particulate filter
inlet temperature sensors do not detect the presence of a catalyst in the aftertreatment system.
Possible causes of this fault code include:
Tampering with the catalyst system
Removing the catalyst system from the vehicle
A damaged catalyst.
Refer to Troubleshooting Fault Code t05-1664
(08-fc1664) Catalyst Missing - Condition Exists
175 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1664) Catalyst Missing - Condition Exists
176 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1665
Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Below Normal or
Shorted to Low Source
Overview
CODE
Fault Code: 1665
PID: None
SPN: 3241
FMI: 4/4
LAMP: Amber
SRT:
REASON
EFFECT
Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Below
Active aftertreatment diesel
Normal or Shorted to Low Source. Low signal voltage detected at the particulate filter regeneration
catalyst inlet sensor circuit.
will be disabled.
ISB, ISC, and ISL - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value.
When the exhaust temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the exhaust
gas temperature is high, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a
low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel oxidation catalyst inlet temperature sensor is located in the aftertreatment system. It is located at the
inlet of the aftertreatment catalyst. Refer to the original equipment manufacturer (OEM) troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously following a calibratible warm-up period. The diagnostic will not run for a calibratible period of
time (up to 5 minutes) following a key cycle.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage is less than 0.1-VDC for
more than 2 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel oxidation catalyst inlet temperature sensor reading is used.
Active regeneration of the aftertreatment diesel particulate filter is disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage has returned to normal
operating conditions for more than 4 seconds.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The aftertreatment diesel oxidation catalyst inlet temperature sensor shares return wires in the OEM harness with other sensors. A
shorted return wire can cause multiple fault codes to be active.
Possible causes of this fault code include:
(08-fc1665) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Below Normal or Shorted to
177
Low
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Signal shorted to ground in the harness
Signal shorted to return or ground in the sensor.
Refer to Troubleshooting Fault Code t05-1665
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1665) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Below Normal or Shorted to
178
Low
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1666
Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Above Normal or
Shorted to High Source
Overview
CODE
Fault Code: 1666
PID: None
SPN: 3241
FMI: 3/3
LAMP: Amber
SRT:
REASON
EFFECT
Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Above
Normal or Shorted to High Source. High signal voltage detected at the
catalyst inlet temperature sensor circuit.
Active aftertreatment diesel
particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value.
When the exhaust temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the exhaust
gas temperature is high, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a
low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel oxidation catalyst inlet temperature sensor is located in the aftertreatment system. It is located at the
inlet of the aftertreatment catalyst. Refer to the original equipment manufacturer (OEM) troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously following a calibratible warm-up period. The diagnostic will not run for a calibratible period of
time (up to 5 minutes) following a key cycle.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature signal voltage is greater than 4.97-VDC for
more than 2 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel oxidation catalyst inlet temperature reading is used.
Active regeneration of the aftertreatment diesel particulate filter is disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage has returned to normal
operating conditions for more than 4 seconds.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The aftertreatment diesel oxidation catalyst inlet temperature sensor shares return wires in the OEM harness with other sensors. A
shorted return wire can cause multiple fault codes to be active.
Possible causes of this fault code include:
(08-fc1666) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Above Normal or Shorted to
179
High
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Open return circuit in the harness, connectors, or sensor
Open signal circuit or shorted to a voltage source.
Refer to Troubleshooting Fault Code t05-1666
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1666) Aftertreatment Exhaust Gas Temperature 1 Circuit - Voltage Above Normal or Shorted to
180
High
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1667
Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, or
Incorrect
Overview
CODE
Fault Code: 1667
PID: None
SPN: 3241
FMI: 2/2
LAMP: Amber
SRT:
REASON
Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, or
Incorrect. The aftertreatment diesel oxidation catalyst inlet temperature
sensor is not changing with engine operating conditions.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts it to a temperature value. When the exhaust temperature is low, the thermistor resistance is high. The
ECM signal voltage only pulls down a small amount through the sensor to ground. Therefore, the ECM senses a high signal
voltage (low temperature). When the exhaust gas temperature is high, the thermistor resistance is low. The signal voltage pulls
down a large amount. Therefore, the ECM senses a low signal voltage (high temperature).
Component Location
The aftertreatment diesel oxidation catalyst inlet temperature sensor is located in the aftertreatment system. It is located at the
inlet of the diesel oxidation catalyst. Refer to the OEM service manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and fuel injection into the aftertreatment system is not occurring.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor reading is not changing with engine
operating conditions.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel oxidation catalyst inlet temperature reading is used.
Active regeneration of the aftertreatment diesel particulate filter is disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The engine must be running at any speed for 15 minutes and the aftertreatment diesel oxidation catalyst inlet temperature must
be above 150°C [302°F] before the fault code will clear.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Reference the following procedure
in the corresponding Troubleshooting and Repair Manual for the engine being serviced. Refer to Procedure 019-032 in Section19.
The aftertreatment sensors share a common ground wire with the coolant level sensor. Fault codes or problems related to the
coolant level sensor and its ground circuit could potentially cause this fault.
Possible causes of this fault code include:
Coolant level sensor and/or coolant level sensor ground circuit fault codes or related problems
Stuck in-range aftertreatment diesel oxidation catalyst inlet temperature sensor
High resistance in the aftertreatment diesel oxidation catalyst inlet temperature sensor signal or return lines
(08-fc1667) Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, or Incorrect
181 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
A miswired OEM harness
A face plugged or damaged aftertreatment diesel oxidation catalyst.
Refer to Troubleshooting Fault Code t05-1667
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1667) Aftertreatment Exhaust Gas Temperature 1 - Data Erratic, Intermittent, or Incorrect
182 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1674
Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Below Normal or
Shorted to Low Source
Overview
CODE
Fault Code: 1674
PID: None
SPN: 3249
FMI: 4/4
LAMP: Amber
SRT:
REASON
EFFECT
Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Below Normal Active aftertreatment
or Shorted to Low Source. Low signal voltage detected at the
diesel particulate filter
aftertreatment diesel particulate filter inlet temperature sensor circuit.
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value.
When the exhaust gas temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a
small amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the
exhaust gas temperature is high, the sensor or thermistor resistance is low. The signal voltage pulls down a large amount.
Therefore, the ECM senses a low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outlet
of the catalyst and before the aftertreatment particulate filter. Refer to the original equipment manufacturer (OEM) troubleshooting
and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously following a calibratible warm-up period. The diagnostic will not run for a calibratible period of
time (up to 5 minutes) following a key cycle.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate filter inlet temperature signal voltage is less than 0.1-VDC for more than
2 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel particulate filter inlet temperature reading is used.
Active regeneration of the aftertreatment diesel particulate filter is disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage has returned to normal
operating conditions for more than 4 seconds.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The aftertreatment diesel particulate filter inlet temperature sensor shares return wires in the OEM harness with other sensors. A
shorted return can cause multiple fault codes to be active.
Possible causes of this fault code include:
(08-fc1674) Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Below Normal or Shorted to
183
Low
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Signal shorted to ground in the harness
Signal shorted to return or ground in the sensor.
Refer to Troubleshooting Fault Code t05-1674
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1674) Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Below Normal or Shorted to
184
Low
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1675
Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Above Normal or
Shorted to High Source
Overview
CODE
Fault Code: 1675
PID: None
SPN: 3249
FMI: 3/3
LAMP: Amber
SRT:
REASON
Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Above
Normal or Shorted to High Source. High signal voltage detected at the
aftertreatment diesel particulate filter inlet temperature sensor circuit.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value.
When the exhaust gas temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a
small amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the
exhaust gas temperature is high, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM
senses a low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outlet
of the catalyst and before the aftertreatment particulate filter. Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously following a calibratible warm-up period. The diagnostic will not run for a calibratible period of
time (up to 5 minutes) following a key cycle.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate filter inlet temperature signal voltage is greater than 4.97-VDC for more
than 2 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value is used for the aftertreatment diesel particulate filter inlet temperature reading.
Active regeneration of the aftertreatment diesel particulate filter is disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage has returned to normal
operating conditions for more than 4 seconds.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The catalyst inlet temperature sensor shares return wires in the OEM harness with other sensors. A shorted return can cause
multiple fault codes to be active.
Possible causes of this fault code include:
(08-fc1675) Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Above Normal or Shorted to
185
High
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Open return circuit in the harness, connectors, or sensor
Open signal circuit or shorted to a voltage source.
Refer to Troubleshooting Fault Code t05-1675
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1675) Aftertreatment Exhaust Gas Temperature 2 Circuit - Voltage Above Normal or Shorted to
186
High
/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1676
Aftertreatment Exhaust Gas Temperature 2 - Data Erratic, Intermittent, or
Incorrect
Overview
CODE
Fault Code: 1676
PID: None
SPN: 3249
FMI: 2/2
LAMP: Amber
SRT:
REASON
Aftertreatment Exhaust Gas Temperature 2 - Data Erratic, Intermittent, or
Incorrect. The aftertreatment diesel particulate filter inlet temperature
sensor is not changing with engine operating conditions.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value.
When the exhaust gas temperature is low, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a
small amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the
exhaust gas temperature is high, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM
senses a low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outlet
of the catalyst and before the aftertreatment particulate filter. Refer to the original equipment manufacturer (OEM) service manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and fuel injection into the aftertreatment system is not occurring.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate filter inlet temperature sensor reading is not changing with engine
operating conditions.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel particulate filter inlet temperature reading is used.
Active aftertreatment diesel particulate filter regeneration will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The engine must be running at any speed for 15 minutes and the aftertreatment diesel oxidation catalyst inlet temperature must
be above 150°C [300°F] before the fault code will clear.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 (ECM
Calibration Code) in Section 19.
Possible causes of this fault code include:
Stuck in-range aftertreatment diesel particulate filter inlet temperature sensor
High resistance in the aftertreatment diesel particulate filter inlet temperature sensor signal or return wires.
Refer to Troubleshooting Fault Code t05-1676
(08-fc1676) Aftertreatment Exhaust Gas Temperature 2 - Data Erratic, Intermittent, or Incorrect
187 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1676) Aftertreatment Exhaust Gas Temperature 2 - Data Erratic, Intermittent, or Incorrect
188 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 08-fc1682
Fault Code Path Selection
Is the selective catalytic reduction (SCR)
dosing system air-assisted?
Go to 08fc1682air
Is the selective catalytic reduction (SCR)
dosing system airless?
Go to 08fc1682airless
Last Modified: 03-Feb-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1682) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Choice
189 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1682 (Air-assisted)
Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists
Overview
CODE
Fault Code: 1682
PID:
SPN: 3362
FMI: 31
LAMP: Amber
SRT:
REASON
Aftertreatment DEF Dosing Unit Input Lines - Condition Exists. An
error has been detected by the aftertreatment DEF dosing unit.
EFFECT
DEF injection into the SCR
aftertreatment system is
disabled.
ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 Aftertreatment DEF Dosing System
ISM11 CM876 SN - Aftertreatment DEF Dosing System
Circuit Description
For an air assisted SCR aftertreatment system, the aftertreatment diesel exhaust fluid (DEF) dosing unit requires air pressure from
the OEM air tanks. The DEF dosing unit precisely measures the amount of DEF (DEF or Urea) to be injected into the
aftertreatment system. The DEF dosing unit has three primary cycles. A priming cycle at initial engine start makes sure that DEF is
available at the DEF dosing unit. During the dosing cycle, the DEF is being delivered to the aftertreatment nozzle. A purge cycle
occurs when the engine is turned off. The purge cycle makes sure that all the DEF is removed from the DEF line and
aftertreatment nozzle.
Component Location
The aftertreatment DEF dosing unit location is OEM dependent. Refer to the OEM service manual for more information.
Conditions for Running the Diagnostics
This diagnostic consists of multiple parts, which run when the engine is first started, and make take up to 12 minutes to complete.
Conditions for Setting the Fault Codes
The aftertreatment DEF dosing unit is not able to provide the correct dosing rate to the aftertreatment nozzle.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light or the malfunction indictor lamp (MIL) immediately after the diagnostic
runs and fails.
DEF injection into the SCR aftertreatment system is disabled.
Engine torque will be reduced.
Conditions for Clearing the Fault Code
The “Active” fault code can not be cleared with INSITE™ electronic service tool.
To validate the repair, it is necessary to use INSITE™ electronic service tool to perform the Diesel Ehaust Fluid Doser Pump
Override Test. Reference Procedure 019-440 in Section 19 in the appropriate service manual.
Make sure that the DEF dosing unit is able to successfully cycle through all phases (priming, dosing, and purging) and that
DEF flows evenly from the aftertreatment nozzle.
The ECM will turn off the amber CHECK ENGINE light and/or MIL immediately after the diagnostic runs and passes.
Use INSITE™ electronic service tool to verify that the fault code is inactive.
The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a re-occurrence.
Shop Talk
The DEF dosing unit system consists of three phases which occur in the following sequence: priming, dosing, and purging.
Priming:
The dosing unit will attempt to prime every 30 seconds for 20 attempts. The attempts can be counted by listening for the air
solenoid to click every 30 seconds.
The DEF dosing unit can take up to 12 minutes to complete the priming cycle before a fault code will become active
During priming, the dosing unit will pump DEF through the supply and return lines, and back to the tank.
(08-fc1682air) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists
190 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Under most conditions, the system will prime within three or four attempts
If priming is not successful, the DEF dosing unit will be disabled and fault code 1682 will be activated.
Dosing:
Immediately after successful priming the system will enter dosing mode. At this point the air solenoid will stop clicking and a
constant flow of air will flow through the aftertreatment nozzle, which helps transport the DEF and keeps the aftertreatment
nozzle clear.
The air flow will remain constant until the system reaches all dosing conditions before DEF is delivered to the aftertreatment
system (catalyst temperature greater than 200°C [392°F], engine speed and load conditions met, etc.)
Purging
After the engine is stopped and the keyswitch is turned OFF, the dosing unit enters the purging cycle, which clears any DEF
left in the line and aftertreatment nozzle after operation.
Purging consists of flowing compressed air through the aftertreatment nozzle and DEF line for 30 seconds.
If the full purge time is not completed, it is possible to leave DEF in the line, leading to a build up of hard urea crystals,
resulting in a blocked DEF line or aftertreatment nozzle.
If the vehicle is equipped with a battery isolation switch, it should have a built-in delay device to prevent power down of the
dosing unit until the purge sequence is complete.
Incomplete purge events are recorded in the ECM and will be incremented at the next key ON event.
Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of INSITE™
electronic service tool.
Fault Code 1682 is triggered by the following external failure modes:
Low aftertreatment DEF level in the DEF tank.
Low air pressure is detected at the dosing control unit.
Air pressure is cycling below the minimum limit required by the dosing control unit.
Blocked or restricted aftertreatment nozzle.
Blocked, restricted, or frozen DEF lines.
Plugged or restricted inline air filter.
Operation of the SCR aftertreatment system in environments where the ambient temperature falls below -11° C, without
suitable line and tank heating protection. This can lead to the freezing of the dosing control unit (DCU), and can cause
permanent internal damage to the DCU.
Fault Code 1682 is triggered by the following internal DEF dosing unit failure modes:
DEF dosing unit fails to initialize on keyswitch ON (fault code will be active immediately after keyswitch ON)
Build up of DEF crystals in the dosing unit restricts air flow to the aftertreatment nozzle, and possibly leads to build-ups and
restrictions in the aftertreatment nozzle itself.
Internal pressure sensor failure causing the DEF dosing unit to fail to prime. This will cause DEF to flow from the
aftertreatment nozzle when the air solenoid operates during priming. (fault code will be active after 12 minutes of
consecutive prime attempts)
Internal poppet valve failure causing failure to prime. This will cause DEF to flow continuously during priming. (fault code will
be active after 12 minutes of failed prime attempts)
Contamination in the dosing unit inlet check valve from an external source, such as the DEF line or tank
DEF dosing unit drawing in air through loose or damaged lines or connectors.
Plugged or restricted dosing unit inlet connector strainer.
Refer to Troubleshooting Fault Code t05-1682 (Air-assisted).
Last Modified: 17-Jan-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1682air) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists
191 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1682 (Airless)
Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists
Overview
CODE
REASON
Fault Code: 1682
PID:
SPN: 3362
FMI: 31
LAMP: Amber
SRT:
Aftertreatment Diesel Exhaust Fluid Dosing Unit Input
Lines - Condition Exists. The aftertreatment diesel
exhaust fluid dosing unit is unable to prime.
EFFECT
The diesel exhaust fluid dosing unit will be
unable to inject diesel exhaust fluid into the
SCR aftertreatment system.
ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Dosing Unit Circuit
Circuit Description
The diesel exhaust fluid dosing unit input lines are responsible for transporting diesel exhaust fluid between the dosing unit, dosing
valve, and diesel exhaust fluid tank.
Component Location
There are three diesel exhaust fluid lines. One line is between the dosing unit and dosing valve, and the other two lines are
between the dosing unit and diesel exhaust fluid tank. These lines can be partially hidden from view by the SCR system and other
vehicle components. Line routing will vary, based on aftertreatment architecture and OEM.
Conditions for Running the Diagnostics
This diagnostic runs when the SCR system is trying to prime.
Conditions for Setting the Fault Codes
The aftertreatment diesel exhaust fluid dosing unit has been unable to successfully prime itself for a calibratible number of
attempts.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp and/or the MIL immediately after the diagnostic runs and fails.
Diesel exhaust fluid injection into the SCR aftertreatment system is disabled.
Engine torque will be reduced.
Conditions for Clearing the Fault Code
This fault code can not be cleared with INSITE™ electronic service tool.
To validate the repair, use INSITE™ electronic service tool to perform the "Diesel Exhaust Fluid Doser Override Test" under
the "ECM Diagnostics Test" menu
The ECM will turn off the amber CHECK ENGINE lamp and/or Malfunction Indicator Lamp (MIL) immediately after the
diagnostic runs and passes.
Use INSITE™ electronic service tool to verify the fault code is inactive.
The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a re-occurrence.
Shop Talk
This fault indicates that the diesel exhaust fluid dosing unit was unable to successfully build pressure or prime after multiple
attempts. If fault code 3612 is also stored in the ECM, the dosing unit might have failed to purge on multiple occasions, and
dosing unit damage could possibly have occurred. Troubleshoot Fault Code 3612 after this fault code has been resolved.
Fault Code 1682 is triggered by the following failure modes:
Low aftertreatment diesel exhaust fluid level in the diesel exhaust fluid tank
The line heaters are not successfully thawing the frozen diesel exhaust fluid
The diesel exhaust fluid pressure line between the dosing unit and dosing valve is kinked, broken, or disconnected
The diesel exhaust fluid suction line between the diesel exhaust fluid tank and the dosing unit is kinked, broken, or
disconnected
Malfunctioning diesel exhaust fluid dosing unit.
Refer to Troubleshooting Fault Code 1682 (Airless).
(08-fc1682airless) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists 192 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 07-Jan-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1682airless) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Condition Exists 193 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1691
Catalyst Efficiency - Out of Calibration
Overview
CODE
Fault Code: 1691
PID: None
SPN: 3250
FMI: 13/13
LAMP: Amber
SRT:
REASON
EFFECT
Catalyst Efficiency - Out of Calibration. The temperature
None on performance. Active
increase across the aftertreatment diesel oxidation catalyst aftertreatment diesel particulate filter
is lower than expected.
regeneration will be disabled.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet at the inlet of the aftertreatment system.
The aftertreatment diesel particulate filter inlet temperature sensor is located between the aftertreatment diesel oxidation catalyst
and the aftertreatment diesel particulate filter. The aftertreatment diesel particulate filter outlet temperature sensor is located after
the aftertreatment diesel particulate filter. The temperature sensors around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active regeneration of the aftertreatment system.
Component Location
The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst can vary depending on
the original equipment manufacturer (OEM). Refer to the OEM service manual.
Conditions for Running the Diagnostics
Active regeneration of the aftertreatment diesel particulate filter must be occurring before the diagnostic will run.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the temperature differential across the aftertreatment diesel oxidation catalyst
during active regeneration is not matching the expected temperature increase.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
Perform INSITE™ electronic service tool Aftertreatment Reset procedure.
Perform INSITE™ electronic service tool Aftertreatment Diesel Particulate Filter Regeneration Test.
This fault code also clears following a key cycle.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code is logged when the temperature increase across the catalyst during an aftertreatment injection event is lower than
expected.
Possible causes of this fault code include:
Soot plugging the front face of the aftertreatment diesel oxidation catalyst
Engine oil or fuel contamination of the aftertreatment diesel oxidation catalyst
A cracked or contaminated aftertreatment diesel oxidation catalyst
A leaking exhaust system between the turbocharger and the diesel oxidation catalyst.
Excessive Automatic/Stationary Regenerations causing soot plugging on the front face of the aftertreatment diesel oxidation.
An in-range malfunction of the aftertreatment diesel oxidation catalyst temperature sensor or the aftertreatment diesel particulate
filter inlet temperature sensor can cause this fault code. Make sure there are not any fault codes related to the aftertreatment
temperature sensors before following this troubleshooting tree.
(08-fc1691) Catalyst Efficiency - Out of Calibration
194 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
temperature sensors before following this troubleshooting tree.
Refer to Troubleshooting Fault Code t05-1691
Last Modified: 23-Feb-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1691) Catalyst Efficiency - Out of Calibration
195 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1695
Sensor Supply 5 - Voltage Above Normal or Shorted to High Source
Overview
CODE
Fault Code: 1695
PID: S232
SPN: 3513
FMI: 3/3
LAMP: Amber
SRT:
REASON
EFFECT
Sensor Supply 5 - Voltage Above Normal or Shorted to High
Source. High voltage detected at sensor supply number 5 circuit in
the OEM harness.
Severe derate in power output
of the engine. Limp home
power only.
ISB, ISC, and ISL with CM2150 - Sensor Supply 5
Circuit Description
The sensor supply 5 of the electronic control module (ECM) provides a 5 volt supply for the aftertreatment diesel particulate filter
differential pressure sensor, remote accelerator, tachograph speed sensor, engine coolant level sensor, and the accelerator
position sensor 2. The remote accelerator and tachograph speed sensor are optional original equipment manufacturer (OEM)
components.
Component Location
Sensor supply number 5 is located in the ECM OEM harness connector and provides a 5 volt supply to various components in the
OEM harness.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the sensor supply 5 signal voltage is greater than 5.25-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for aftertreatment diesel particulate filter differential pressure is used.
Active regeneration of the aftertreatment diesel particulate filter will be disabled.
The engine will have limp home throttle control only.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
High voltage on the 5 volt supply wire can be caused by a short circuit to a power supply, a damaged sensor, or a damaged ECM
power supply.
Refer to Troubleshooting Fault Code t05-1695
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1695) Sensor Supply 5 - Voltage Above Normal or Shorted to High Source
196 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1696
Sensor Supply 5 - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 1696
PID: S232
SPN: 3513
FMI: 4/4
LAMP: Amber
SRT:
REASON
Sensor Supply 5 - Voltage Below Normal or Shorted to Low Source.
Low voltage detected at sensor supply number 5 circuit in the OEM
harness.
EFFECT
Severe derate in power output
of the engine. Limp home
power only.
ISB, ISC, and ISL with CM2150 - Sensor Supply 5
Circuit Description
The sensor supply 5 of the electronic control module (ECM) provides a 5 volt supply for the aftertreatment diesel particulate filter
differential pressure sensor, remote accelerator, tachograph speed sensor, engine coolant level sensor, and the accelerator
position sensor 2. The remote accelerator and tachograph speed sensor are optional original equipment manufacturer (OEM)
components.
Component Location
Sensor supply number 5 is located in the ECM OEM harness connector and provides a 5 volt supply to various components in the
OEM harness.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the sensor supply 5 signal voltage is less than 4.75-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel particulate filter differential pressure is used.
Active regeneration of the aftertreatment diesel particulate filter will be disabled.
The engine has limp home throttle control only.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on Quickserve™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Low voltage on the 5-volt supply wire can be caused by a short circuit to ground in a supply wire, a short circuit between a supply
wire and a return wire, a failed sensor, or a failed ECM power supply.
Refer to Troubleshooting Fault Code t05-1696
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1696) Sensor Supply 5 - Voltage Below Normal or Shorted to Low Source
197 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1843
Crankcase Pressure Circuit - Voltage Above Normal or Shorted to High Source
Overview
CODE
Fault Code: 1843
PID: P101
SPN: 101
FMI: 3/3
LAMP: Amber
SRT:
REASON
Crankcase Pressure Circuit - Voltage Above Normal or Shorted to High
Source. High signal voltage detected at the crankcase pressure circuit.
EFFECT
No engine protection for
high crankcase pressure.
ISB, ISC, and ISL with CM2150 - Crankcase Pressure Sensor
Circuit Description
The crankcase pressure sensor monitors the pressure inside the crankcase gas filter assembly. If the pressure inside the
crankcase filter assembly reaches a maximum level, a fault code will be logged, indicating that maintenance is required on the
crankcase filter.
Component Location
The crankcase pressure sensor is located in the crankcase filter assembly. Refer to Procedure 100-002 (Engine Diagrams) in
Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the crankcase pressure signal voltage is greater than 4.8-VDC for more than 1
second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the crankcase pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The crankcase pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in the
engine harness can cause multiple fault codes to be active. Before troubleshooting, check for multiple fault codes.
Possible causes of this fault code include:
Open return circuit in the engine harness, connectors, or sensor
Signal wire shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-1843
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1843) Crankcase Pressure Circuit - Voltage Above Normal or Shorted to High Source
198 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1844
Crankcase Pressure Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 1844
PID: P101
SPN: 101
FMI: 4/4
LAMP: Amber
SRT:
REASON
Crankcase Pressure Circuit - Voltage Below Normal or Shorted to Low
Source. Low signal voltage detected at the crankcase pressure circuit.
EFFECT
No engine protection for
high crankcase pressure.
ISB, ISC, and ISL with CM2150 - Crankcase Pressure Sensor
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the crankcase pressure sensor on the sensor supply circuit. The
ECM also provides a ground on the sensor return circuit. The crankcase pressure sensor provides a signal to the ECM on the
crankcase pressure sensor signal circuit. This sensor signal voltage changes based on the pressure in the crankcase filter.
Component Location
The crankcase pressure sensor is located in the crankcase filter assembly. Refer to Procedure 100-002 (Engine Diagrams) in
Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the crankcase pressure signal voltage is less than 0.2-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the crankcase pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The crankcase pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in the
engine harness can cause multiple fault codes to be active. Before troubleshooting, check for multiple fault codes.
Possible causes of this fault code include:
Signal circuit open or shorted to ground in the engine harness or sensor
Supply wire open or shorted to ground.
Refer to Troubleshooting Fault Code t05-1844
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1844) Crankcase Pressure Circuit - Voltage Below Normal or Shorted to Low Source
199 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1866
Exhaust Gas Recirculation Valve Delta Pressure - Data Erratic, Intermittent, or
Incorrect
Overview
CODE
Fault Code: 1866
PID: P411
SPN: 411
FMI: 2/2
LAMP: Amber
SRT:
REASON
Exhaust Gas Recirculation Valve Delta Pressure - Data Erratic, Intermittent, or
Incorrect. An error in the EGR delta pressure signal was detected at initial key-on or
the sensor failed the autozero test.
EFFECT
EGR valve
actuation will
be disabled.
ISB, ISC, and ISL with CM2150 - Differential Pressure Sensor Circuit
Circuit Description
The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust pressure. The sensor outputs a
voltage which represents the pressure difference between the two ports located across an orifice in the EGR tube. The electronic
control module (ECM) uses this pressure to determine how much exhaust gas is flowing in the EGR connection tube to the intake
manifold. This information is used to control the EGR valve for correct emission levels.
The ECM provides a 5 volt supply to the EGR differential pressure sensor on the sensor supply circuit. The ECM also provides a
ground on the sensor return circuit. The EGR differential pressure sensor provides a signal to the ECM on the EGR differential
pressure sensor signal circuit. This sensor signal voltage changes based on the differential pressure in the EGR crossover tube.
The EGR differential pressure sensor measures the exhaust gas pressure drop across the EGR differential pressure orifice. This
pressure drop is used to calculate the amount of EGR flow into the intake manifold.
Component Location
The sensor is located near the air intake. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component
location view.
Conditions for Running the Diagnostics
This diagnostic runs at key-off when the following conditions are met:
Engine coolant temperature is 67°C [154°F] or higher.
Intake manifold air temperature is -17°C [0°F] or higher.
Keyswitch transitions from ON to OFF.
Conditions for Setting the Fault Codes
The fault code is set active when the EGR differential pressure sensor is reading higher or lower than a calibratible value when the
keyswitch is turned off.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light at key on when the diagnostic runs and fails.
The EGR valve actuation is disabled.
Conditions for Clearing the Fault Code
The engine coolant temperature is 67°C [154°F] or higher.
The intake manifold air temperature is -17°C [0°F] or higher.
The keyswitch transitions from ON to OFF.
The reading of the EGR differential pressure must be within the calibratible limits.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on Quickserve™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This check is only performed at keyswitch OFF, during the ECM powerdown. During this diagnostic check, the ECM monitors the
value of the EGR
differential
sensor. IfValve
this value
is outside
of a specified
range, Fault
Code 1866 isorset
active. 200 / 507
(08-fc1866)
Exhaust
Gaspressure
Recirculation
Delta
Pressure
- Data Erratic,
Intermittent,
Incorrect
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
value of the EGR differential pressure sensor. If this value is outside of a specified range, Fault Code 1866 is set active.
Possible causes of this fault code include:
A damaged EGR differential pressure sensor
High resistance in the wiring harness on the signal or return wire
Plugged or restricted EGR differential pressure sensor flow ports.
Refer to Troubleshooting Fault Code t05-1866
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1866) Exhaust Gas Recirculation Valve Delta Pressure - Data Erratic, Intermittent, or Incorrect201 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1876
Aftertreatment Exhaust Gas Temperature 3 Circuit - Voltage Above Normal or
Shorted to High Source
Overview
CODE
Fault Code: 1876
PID: None
SPN: 3245
FMI: 3/3
LAMP: Amber
SRT:
REASON
Aftertreatment Exhaust Gas Temperature 3 Circuit - Voltage Above Normal
or Shorted to High Source. High signal voltage or open circuit detected at
the aftertreatment diesel particulate filter outlet temperature sensor circuit.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust gas
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 VDC reference voltage to the sensor. The ECM monitors the change
in signal voltage and converts this to a temperature value.
When the exhaust gas temperature is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a
small amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the
exhaust gas temperature is hot, the sensor or thermistor resistance is low. The signal pulls down a large amount. Therefore, the
ECM senses a low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel particulate filter outlet temperature sensor is located in the aftertreatment system. It is located at the
outlet of the diesel particulate filter. Refer to the original equipment manufacturer (OEM) troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously following a calibratible warm-up period. The diagnostic will not run for a calibratible period of
time (up to 5 minutes) following a key cycle.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate filter outlet temperature signal voltage is greater than 4.97-VDC for
more than 2 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel particulate filter outlet temperature reading is used.
Active aftertreatment diesel particulate filter regeneration will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage has returned to normal
operating conditions for more than 4 seconds.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The aftertreatment diesel particulate filter outlet temperature sensor shares return wires in the OEM harness with other sensors. A
shorted return can cause multiple fault codes to be active.
Possible causes of this fault code include:
(08-fc1876) Exhaust Gas Temperature 3 Circuit - Voltage Above Normal or Shorted to High Source 202 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Open return circuit in the harness, connectors or sensor
Open signal circuit or shorted to a voltage source.
Refer to Troubleshooting Fault Code t05-1876
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1876) Exhaust Gas Temperature 3 Circuit - Voltage Above Normal or Shorted to High Source 203 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1877
Aftertreatment Exhaust Gas Temperature 3 Circuit - Voltage Below Normal or
Shorted to Low Source
Overview
CODE
Fault Code: 1877
PID: None
SPN: 3245
FMI: 4/4
LAMP: Amber
SRT:
REASON
EFFECT
Aftertreatment Exhaust Gas Temperature 3 Circuit - Voltage Below Normal Active aftertreatment
or Shorted to Low Source. Low signal voltage detected at the
diesel particulate filter
aftertreatment diesel particulate filter outlet temperature sensor circuit.
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value.
When the exhaust gas temperature is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a
small amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the
exhaust gas temperature is hot, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM
senses a low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel particulate filter outlet temperature sensor is located in the aftertreatment system. It is located at the
outlet of the aftertreatment diesel particulate filter. Refer to the original equipment manufacturer (OEM) troubleshooting and repair
manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously following a calibratible warm-up period. The diagnostic will not run for a calibratible period of
time (up to 5 minutes) following a key cycle.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate filter outlet temperature signal voltage is less than 0.1-VDC for more
than 2 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the exhaust gas temperature 2 reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The ECM detects that the aftertreatment diesel oxidation catalyst inlet temperature sensor signal voltage has returned to normal
operating conditions for more than 4 seconds.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The aftertreatment diesel particulate filter outlet temperature sensor shares return wires in the OEM harness with other sensors. A
shorted return can cause multiple fault codes to be active.
Possible causes of this fault code include:
(08-fc1877) Exhaust Gas Temperature 3 Circuit - Voltage Below Normal or Shorted to Low Source 204 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Signal shorted to ground in the harness
Signal shorted to return or ground in the sensor.
Refer to Troubleshooting Fault Code t05-1877
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1877) Exhaust Gas Temperature 3 Circuit - Voltage Below Normal or Shorted to Low Source 205 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1878
Aftertreatment Exhaust Gas Temperature 3 - Data Erratic, Intermittent, or
Incorrect
Overview
CODE
Fault Code: 1878
PID: None
SPN: 3245
FMI: 2/2
LAMP: Amber
SRT:
REASON
Aftertreatment Exhaust Gas Temperature 3 - Data Erratic, Intermittent, or
Incorrect. The aftertreatment diesel particulate filter outlet temperature
sensor is not changing with engine operating conditions.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Temperature Sensors
Circuit Description
The aftertreatment temperature sensors are used by the electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM monitors the voltage
on the signal pin and converts this to a temperature value.
Component Location
The aftertreatment diesel particulate filter outlet temperature sensor is located in the aftertreatment system. It is located at the
outlet of the diesel particulate filter. Refer to the original equipment manufacturer (OEM) service manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and fuel injection into the aftertreatment system is not occurring.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate filter outlet temperature sensor reading is not changing with
engine operating conditions.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel particulate filter outlet temperature reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
The engine must be running at any speed for 15 minutes and the aftertreatment diesel oxidation catalyst inlet temperature must
be above 150°C [300°F] before the fault code will clear.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Possible causes of this fault code include:
Stuck in-range aftertreatment diesel particulate filter outlet temperature sensor
High resistance in the aftertreatment diesel particulate filter outlet temperature sensor signal or return wires.
Refer to Troubleshooting Fault Code t05-1878
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1878) Exhaust Gas Temperature 3 - Data Erratic, Intermittent, or Incorrect
206 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1879
Aftertreatment Particulate Filter Differential Pressure Sensor Circuit - Voltage
Above Normal or Shorted to High Source
Overview
CODE
REASON
Fault Code: 1879
PID: S324
SPN: 3251
FMI: 3/3
LAMP: Amber
SRT:
Aftertreatment Particulate Filter Differential Pressure Sensor Circuit Voltage Above Normal or Shorted to High Source. High signal voltage
detected at the aftertreatment differential pressure sensor circuit.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC and ISL with CM2150 - Aftertreatment Diesel Particulate Filter Differential Pressure
Sensor
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the aftertreatment diesel particulate filter differential pressure
sensor on the sensor supply circuit. The ECM also provides a ground on the sensor return circuit. The aftertreatment diesel
particulate filter differential pressure sensor provides a signal to the ECM on the aftertreatment diesel particulate filter differential
pressure sensor signal circuit. This sensor signal voltage changes based on the differential pressure across the aftertreatment
diesel particulate filter.
Component Location
The aftertreatment diesel particulate filter differential pressure sensor is located in the aftertreatment system. Refer to the original
equipment manufacturer (OEM) troubleshooting and repair manual for exact location of the aftertreatment system.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate filter differential pressure signal voltage is greater than 4.75-VDC for
more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the aftertreatment diesel particulate filter differential pressure is used.
Active aftertreatment diesel particulate filter regeneration will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Open return circuit in the harness, connectors, or sensor
Signal circuit shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-1879
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1879) Aftertreatment Particulate Filter Differential Pressure Sensor Circuit - Voltage Above Normal
207 / 507
or Shorted to Hig
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1881
Aftertreatment Particulate Filter Differential Pressure Sensor Circuit - Voltage
Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 1881
PID: S324
SPN: 3251
FMI: 4/4
LAMP: Amber
SRT:
REASON
Aftertreatment Particulate Filter Differential Pressure Sensor Circuit Voltage Below Normal or Shorted to Low Source. Low signal voltage or
open circuit detected at the aftertreatment differential pressure sensor
circuit.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Differential Pressure
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the aftertreatment diesel particulate filter differential pressure
sensor on the sensor supply circuit. The ECM also provides a ground on the sensor return circuit. The aftertreatment diesel
particulate filter differential pressure sensor provides a signal to the ECM on the aftertreatment diesel particulate filter differential
pressure sensor signal circuit. This sensor signal voltage changes based on the differential pressure across the aftertreatment
diesel particulate filter.
Component Location
The aftertreatment diesel particulate filter differential pressure sensor is located in the aftertreatment system. Refer to the original
equipment manufacturer (OEM) troubleshooting and repair manual for exact location of the aftertreatment system.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate filter differential pressure signal voltage is less than 0.25-VDC for more
than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value of the aftertreatment diesel particulate filter differential pressure is used.
Active aftertreatment diesel particulate filter regeneration will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Signal circuit open or shorted to ground in the engine harness or sensor
Supply line open or shorted to ground.
Refer to Troubleshooting Fault Code t05-1881
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1881) Aftertreatment Particulate Filter Differential Pressure Sensor Circuit - Voltage Below Normal
208 / 507
or Shorted to Low
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1883
Aftertreatment Diesel Particulate Filter Differential Pressure Sensor - Data
Erratic, Intermittent, or Incorrect
Overview
CODE
REASON
Fault Code: 1883
PID: S324
SPN: 3251
FMI: 2/2
LAMP: Amber
SRT:
Aftertreatment Diesel Particulate Filter Differential Pressure Sensor - Data
Erratic, Intermittent, or Incorrect. The aftertreatment diesel particulate filter
differential pressure sensor is reading an erratic value at initial key-ON or
during engine operation.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL with CM2150 - Aftertreatment Diesel Particulate Filter Differential Pressure
Sensor
Circuit Description
The ECM provides a 5 volt supply to the aftertreatment diesel particulate filter differential pressure sensor on the sensor supply
circuit. The ECM also provides a ground on the sensor return circuit. The aftertreatment diesel particulate filter differential
pressure sensor provides a signal to the ECM on the aftertreatment diesel particulate filter differential pressure sensor signal
circuit. This sensor signal voltage changes, based on the differential pressure across the aftertreatment diesel particulate filter.
Component Location
The aftertreatment diesel particulate filter differential pressure sensor is located in the aftertreatment system. Refer to the OEM
service manual for the exact location of the aftertreatment system.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is initially turned ON.
The diagnostic only runs once per trip.
Conditions for Setting the Fault Codes
The diagnostic runs immediately after a startup delay has elapsed. The fault code is logged at key ON if the absolute value of the
differential pressure is higher than a threshold.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value is used for the aftertreatment diesel particulate filter differential pressure reading.
Aftertreatment regeneration will be disabled.
Conditions for Clearing the Fault Code
To validate the repair, perform a key cycle and leave the key in the ON position for 1 minute. Start the engine and operate to high
idle for 1 minute. It is necessary to elevate the exhaust flow for at least 30 seconds to clear this fault code. For certain applications,
it may be necessary to drive the vehicle in order to achieve adequate exhaust flow for clearing the fault code.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Possible causes of this fault code include:
Stuck in-range aftertreatment diesel particulate filter differential pressure sensor reading
High resistance in the aftertreatment diesel particulate filter differential pressure sensor signal or return wires
Plugged aftertreatment differential pressure sensor ports could cause this fault code if pressure is held in the port after the
engine is turned off.
Refer to Troubleshooting Fault Code t05-1883
(08-fc1883) Aftertreatment Particulate Filter Differential Pressure Sensor - Data Erratic, Intermittent,209
or Incorrect
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 06-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1883) Aftertreatment Particulate Filter Differential Pressure Sensor - Data Erratic, Intermittent,210
or Incorrect
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1896
EGR Valve Controller - Out of Calibration
Overview
CODE
Fault Code: 1896
PID: S146
SPN: 2791
FMI: 13/13
LAMP: Amber
SRT:
REASON
EGR Valve Controller - Out of Calibration. The EGR valve has failed the
automatic calibration procedure at initial key-on.
EFFECT
EGR valve actuation
will be disabled.
ISB, ISC, and ISL - EGR Valve Circuit
Circuit Description
The exhaust gas recirculation (EGR) valve is opened by a motor located on top of the EGR valve. A pin is extended from the motor
and contacts the dual-poppet valve to open the EGR valve. The EGR valve motor is not used to close the EGR valve. The pin
retracts and a spring is used to close the EGR valve.
Component Location
The EGR valve location can vary, depending on the engine application. Refer to Procedure 100-002 (Engine Diagrams) in Section
E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The EGR valve motor measures the position of the EGR valve at initial key-on. If the valve is detected to be greater than 20
percent open, the fault code is set active.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The EGR valve will stop responding to commands and the spring will close the EGR valve.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and clear the fault code after the keyswitch is cycled and the diagnostic runs
and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
When the keyswitch is initially turned on and at various times during engine operation, the closed position of the EGR valve is
checked. This diagnostic checks to make sure the EGR valve is not stuck open.
This fault code is logged when the following error conditions exist:
The EGR valve motor measures the position of the EGR valve at initial key-on. If the valve is detected to be out of the
normal position, this fault code will be logged.
The EGR valve will close when the fault code is active.
The fault code will remain active until the next key cycle.
The fault code will only go inactive if the initial key-on EGR position check passes.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Perform the Snap-Acceleration Test to check for a
malfunctioning diesel particulate filter.
Refer to Procedure For ISB engines, 014-013 (Aftertreatment Testing) in Section 14 in the ISB Series 6.7L Engines
(CM2100
and Valve
CM2150Controller
Common Rail
Fuelof
Systems)
Service Manual, Bulletin 4021578, for aftertreatment reuse guidelines.
(08-fc1896)
EGR
- Out
Calibration
211 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(CM2100 and CM2150 Common Rail Fuel Systems) Service Manual, Bulletin 4021578, for aftertreatment reuse guidelines.
Refer to Procedure For the ISC and ISL engines, 014-013 ( Aftertreatment Testing) in Section 14 in the ISC and ISL CM2150
Service Manual, Bulletin 4021569, for aftertreatment reuse guidelines.
Refer to Troubleshooting Fault Code t05-1896
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1896) EGR Valve Controller - Out of Calibration
212 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1899
Exhaust Gas Recirculation Valve Delta Pressure - Data Valid But Above Normal
Operating Range - Moderately Severe Level
Overview
CODE
Fault Code: 1899
PID: P411
SPN: 411
FMI: 1/18
LAMP: Amber
SRT:
REASON
EFFECT
Exhaust Gas Recirculation Valve Delta Pressure - Data Valid But Above Normal
Operating Range - Moderately Severe Level. The EGR differential pressure sensor has
detected low EGR gas flow or the EGR differential pressure reading is not valid for
engine operating conditions.
EGR valve
actuation
will be
disabled.
ISB, ISC, and ISL - Differential Pressure Sensor
Circuit Description
The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust pressure. The sensor outputs a
voltage which represents the pressure difference between the two ports. The electronic control module (ECM) uses this pressure
to determine how much exhaust gas is flowing in the EGR connection tube to the intake manifold. This information is used to
control the EGR valve for correct emission levels.
The ECM provides a 5 volt supply to the EGR differential pressure sensor on the sensor supply circuit. The ECM also provides a
ground on the sensor return circuit. The EGR differential pressure sensor provides a signal to the ECM on the EGR differential
pressure sensor signal circuit. This sensor signal voltage changes based on the differential pressure in the EGR crossover tube.
The EGR differential pressure sensor measures the exhaust gas pressure drop across the EGR differential pressure orifice. This
pressure drop is used to calculate the amount of EGR flow into the intake manifold.
Component Location
The sensor is located near the air intake. Use the following procedure for a detailed component location view. Refer to Procedure
100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the following conditions are met:
EGR valve position is greater than 5 percent open
Engine speed is greater than a calibratible value
Engine torque output is greater than a calibratible value.
Conditions for Setting the Fault Codes
EGR differential pressure is less than a calibratible value.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The EGR valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This diagnostic checks the EGR differential pressure sensor reading when the EGR valve is open. Since the EGR valve is open,
the reading of the EGR differential pressure must be greater than zero. If the ECM detects a reading lower than expected with the
EGR valve open, this fault code is logged.
Possible causes of this fault code include:
(08-fc1899) Exhaust Gas Recirculation Valve Delta Pressure - Data Valid but Above Normal Operational
213 / 507
Range - Moderat
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
A malfunctioning EGR differential pressure sensor
A stuck closed EGR valve
EGR differential pressure sensor flow port cross-drillings are plugged with soot
A fouled EGR cooler.
Refer to Troubleshooting Fault Code 1899.
Last Modified: 31-Mar-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1899) Exhaust Gas Recirculation Valve Delta Pressure - Data Valid but Above Normal Operational
214 / 507
Range - Moderat
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
FAULT CODE 08-fc1911
Fault Code Path Selection
Is the engine an ISB or QSB3.3 engine?
Go to 08-fc1911b
Is the engine an ISC or ISL engine?
Go to 08-fc1911cl
Last Modified: 08-Jan-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(08-fc1911) Injector Metering Rail 1 Pressure Choice
215 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1911
Injector Metering Rail Number 1 Pressure - Data Valid but Above Normal
Operating Range - Most Severe Level
Overview
CODE
Fault Code: 1911
PID: P157
SPN: 157
FMI: 0
LAMP: Amber
SRT:
REASON
EFFECT
Injector Metering Rail Number 1 Pressure - Data Valid
but Above Normal Operating Range - Most Severe
Level. The ECM has detected that fuel pressure in the
rail fuel is higher than the commanded pressure.
None or possible engine noise associated
with higher injection pressures (especially at
idle or light load) or possible power
interruption associated with dump valve
reset.
ISB Fuel Flow
B3.3 Fuel Flow
Circuit Description
The electronic control module (ECM) monitors engine operating conditions, including the reading of rail fuel pressure, and
changes the flow command to either increase (OPEN the electric fuel control valve) or decrease (CLOSE the electric fuel control
valve) the fuel supply to the high-pressure pump.
Component Location
The fuel pump actuator is installed on the high-pressure fuel pump. The high-pressure relief valve is located on the fuel rail.
Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected that the measured fuel rail pressure is above the commanded fuel rail pressure by a calibrated limit.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 (ECM
Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Fault Code 1911 is activated when the sensed rail fuel pressure reaches the opening pressure of the rail fuel pressure relief valve.
Sensed pressure has exceeded system target range.
In normal engine operation, the ECM calibration varies the flow commanded to the fuel pump actuator to achieve the correct fuel
rail pressure. System failures that cause loss of pressure control can cause the fuel rail pressure relief valve to open. The fuel rail
pressure relief valve acts to protect the high-pressure components from over-pressurization. If the ECM detects that the fuel rail
pressure relief valve is open without detection of a fuel pump actuator circuit error, Fault Code 1911 will become active. On certain
applications, the ECM will attempt to reset automatically causing a momentary loss of power for less than 1 second.
Conditions that can cause Fault Code 1911:
Purging air through the fuel system can cause a pressure overshoot, therefore causing Fault Code 1911 to log. A few
bubbles exiting the line during the air in fuel test is expected. A foamy appearance is an indication of a leak that allows air to
enter, a severe inlet restriction that causes cavitation, or a system that is not yet primed. If fuel inlet restriction is not
excessive (Refer to Procedure 006-020 (Fuel Inlet Restriction) in Section 6 in the ISB CM2150 Service Manual, Bulletin
4021578,Injector
or Refer Metering
to Procedure
006-020
(Fuel Inlet
Restriction)
Section
6 inNormal
the B3.3 Operational
and QSB3.3 Series
Engines
(08-fc1911b)
Rail
1 Pressure
- Data
Valid inbut
Above
Range
- 216
Most/ Severe
507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
4021578, or Refer to Procedure 006-020 (Fuel Inlet Restriction) in Section 6 in the B3.3 and QSB3.3 Series Engines
Service Manual, Bulletin 4021540, or Refer to Procedure 006-020 (Fuel Inlet Restriction) in Section 6 in the ISBe and ISDe
CM2150 Service Manual, Bulletin 4021597), the source of air entry should be isolated to one of the following: Suction fuel
lines, OEM fuel lines, suction-side fuel filter assemblies, or stand-pipe(s) in the fuel tank(s).
Sustained periods of very low pressure under load followed by pressure recovery overshoot. This can be caused by high
restriction due to plugged filters (Fault Code 559).
A tampered fuel pressure sensor that reads low, a biased pressure sensor, or a poor electrical connection.
If an intermittent electrical circuit problem with the fuel pump actuator circuit exists, it is possible for Fault Code 1911 to
become active, then inactive during normal engine operation. ECM Fault Code 2311 is designed to detect electrical circuit
issues with the actuator. Therefore, it is only necessary to inspect for bad connectors or harness issues for Fault Code
1911 if no other fault codes exist. An electric fuel control actuator with excessive leakage will result in high rail fuel pressures
at idle or light load.
Other conditions include ECM wiring harness issues such as poor grounds, battery voltage spikes, electrical noise, low
alternator output, and large disturbances of battery voltage, as when jump-starting the vehicle.
The fuel rail pressure sensor should also be checked. When checking the fuel rail pressure sensor accuracy, make sure the
high-pressure fuel rail is not pressurized. 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. There could be a
significant amount of time waiting on the rail to depressurize to zero on some engines. In such cases, it may be necessary to
manually relieve the pressure from the high-pressure fuel rail.
Refer to Troubleshooting Fault Code t05-1911
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1911b) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - 217
Most/ Severe
507
Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1911
Injector Metering Rail Number 1 Pressure - Data Valid but Above Normal
Operating Range - Most Severe Level
Overview
CODE
Fault Code: 1911
PID: P157
SPN: 157
FMI: 0
LAMP: Amber
SRT:
REASON
EFFECT
Injector Metering Rail Number 1 Pressure - Data Valid
but Above Normal Operating Range - Most Severe
Level. The ECM has detected that fuel pressure in the
rail fuel is higher than the commanded pressure.
None or possible engine noise associated
with higher injection pressures (especially at
idle or light load) or possible power
interruption associated with dump valve
reset.
ISC and ISL Fuel Flow
Circuit Description
The electronic control module (ECM) monitors engine operating conditions, including the reading of rail fuel pressure, and
changes the flow command to either increase (OPEN the electric fuel control valve) or decrease (CLOSE the electric fuel control
valve) the fuel supply to the high-pressure pump.
Component Location
The fuel pump actuator is installed on the high-pressure fuel pump. The high-pressure relief valve is located on the fuel rail.
Refer to Procedure 100-002 (Engine Identification) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected that the measured fuel rail pressure is above the commanded fuel rail pressure by a calibrated limit.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in the
corresponding Troubleshooting and Repair Manual for the engine being serviced. Refer to Procedure 019-032 in Section 19.
Fault Code 1911 is activated when the sensed rail fuel pressure reaches the opening pressure of the rail fuel pressure relief valve.
Sensed pressure has exceeded system target range.
In normal engine operation, the ECM calibration varies the flow commanded to the fuel pump actuator to achieve the correct fuel
rail pressure. System failures that cause loss of pressure control can cause the fuel rail pressure relief valve to open. The fuel rail
pressure relief valve acts to protect the high-pressure components from over-pressurization. If the ECM detects that the fuel rail
pressure relief valve is open without detection of a fuel pump actuator circuit error, Fault Code 1911 will become active. On certain
applications, the ECM will attempt to reset automatically causing a momentary loss of power for less than 1 second.
Conditions that can cause Fault Code 1911:
Purging air through the fuel system can cause a pressure overshoot, therefore causing Fault Code 1911 to log. A few
bubbles exiting the line during the air in fuel test is expected. A foamy appearance is an indication of a leak that allows air to
enter, a severe inlet restriction that causes cavitation, or a system that is not yet primed. If fuel inlet restriction is not
excessive, use the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure
006-020 in Section 6.
Use the following procedure in the ISLe CM2150 Service Manual, Bulletin 4021630. The source of air entry should be
isolated to one of the following: Suction fuel lines, OEM fuel lines, suction-side fuel filter assemblies, or stand-pipe(s) in the
(08-fc1911cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - 218
Most/ 507
Severe Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
isolated to one of the following: Suction fuel lines, OEM fuel lines, suction-side fuel filter assemblies, or stand-pipe(s) in the
fuel tank(s).Refer to Procedure 006-020 in Section 6.
Sustained periods of very low pressure under load followed by pressure recovery overshoot. This can be caused by high
restriction due to plugged filters (Fault Code 559).
A tampered fuel pressure sensor that reads low, a biased pressure sensor, or a poor electrical connection.
If an intermittent electrical circuit problem with the fuel pump actuator circuit exists, it is possible for Fault Code 1911 to
become active, then inactive during normal engine operation. ECM Fault Code 2311 is designed to detect electrical circuit
issues with the actuator. Therefore, it is only necessary to inspect for bad connectors or harness issues for Fault Code
1911 if no other fault codes exist. An electric fuel control actuator with excessive leakage will result in high rail fuel pressures
at idle or light load.
Other conditions include ECM wiring harness issues such as poor grounds, battery voltage spikes, electrical noise, low
alternator output, and large disturbances of battery voltage, as when jump-starting the vehicle.
The fuel rail pressure sensor should also be checked. When checking the fuel rail pressure sensor accuracy, make sure the
high-pressure fuel rail is not pressurized. 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. Once the engine is keyed off, there could be a significant
amount of time waiting on the rail to depressurize to zero. It is necessary to manually relieve the pressure from the highpressure fuel rail by loosening the pump to rail line at the rail.
Refer to Troubleshooting Fault Code t05-1911
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1911cl) Injector Metering Rail 1 Pressure - Data Valid but Above Normal Operational Range - 219
Most/ 507
Severe Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1921
Aftertreatment Diesel Particulate Filter Differential Pressure - Data Valid But
Above Normal Operational Range - Moderately Severe Level
Overview
CODE
Fault Code: 1921
PID: S324
SPN: 3251
FMI: 0/16
LAMP: Amber
SRT:
REASON
Aftertreatment Diesel Particulate Filter Differential Pressure - Data
Valid But Above Normal Operational Range - Moderately Severe
Level. The soot load of the aftertreatment diesel particulate filter
has exceeded the recommended limits.
EFFECT
The check engine light will
illuminate. The aftertreatment
diesel particulate filter lamp will
flash. Engine protection derate.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, and
water. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment diesel
particulate filter. The soot load in the aftertreatment diesel particulate filter is estimated, using the aftertreatment differential
pressure sensor and the calculated soot output of the engine.
This fault code can be triggered if the application is not operating at a duty cycle high enough to actively regenerate the
aftertreatment diesel particulate filter. This fault code indicates that the exhaust temperatures exiting the turbocharger are not high
enough to actively regenerate the soot that is trapped in the aftertreatment diesel particulate filter. It can be necessary to increase
the duty cycle of the application in order to prevent plugging of the aftertreatment diesel particulate filter.
Component Location
The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer
(OEM). Refer to the OEM service manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the soot load of the aftertreatment diesel particulate filter is above normal moderately severe. The aftertreatment system needs to be regenerated to remove the soot.
Action Taken When the Fault Code is Active
The ECM will illuminate the amber CHECK ENGINE light immediately after the diagnostic fails.
The ECM will flash the aftertreatment diesel particulate filter lamp immediately after the diagnostic fails.
Mobile active regeneration of the diesel particulate filter will be disabled (stationary regeneration will still be available).
A moderate torque derate will be applied to the output of the engine (Note: There is no derate in emergency vehicle
calibrations.)
Engine speed will be limited to 1800 rpm (ISB CM2150 engines) or 1500 rpm (ISC and ISL CM2150 engines) (Note: There is
no derate in emergency vehicle calibrations.)
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the soot load in the aftertreatment diesel particulate filter
has dropped below the moderately severe level.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Note: This fault code indicates that the aftertreatment diesel particulate filter requires maintenance by performing a stationary
regeneration procedure. This is a maintenance procedure only and is not covered by Cummins Inc. warranty.
(08-fc1921) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational
220 / 507 Range - Mod
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Possible causes of this fault code include:
The engine has been operating in a light load condition that prevents exhaust temperatures from being high enough to
actively regenerate the aftertreatment diesel particulate filter.
Possible engine failure that causes excessive black soot to be generated.
If Fault Code 2777 is active along with Fault Code 1921, this indicates that a regeneration inhibit message has been
received by the engine ECM and that active regeneration of the aftertreatment diesel particulate filter was not permitted.
Confirm that the OEM settings for the aftertreatment permit switch are configured correctly.
The aftertreatment diesel particulate filter can accumulate an excessive amount of ash in a short time period, due to
excessive oil consumption or due to non-combustible elements such as, but not limited to, iron, potassium, or calcium
contained in the fuel supply or additives.
The aftertreatment diesel particulate filter soot loading can be classified into four different stages. As the soot load increases, the
aftertreatment diesel particulate filter lamp and the Cummins® CHECK ENGINE (Amber) or STOP ENGINE (Red) lamp will operate
according to the table below. Inadequate temperature of the exhaust gases entering the aftertreatment system can be a cause of
high soot loads in the aftertreatment diesel particulate filter. The duty cycle of the application will need to be increased in order to
prevent excessive soot from accumulating in the filter.
Soot
Level
Stage
Cummins® Aftertreatment Diesel
Fault
Particulate Filter Lamp
Code
Status
Cummins®
Lamp
Service Procedure
Status
1
2639
Continuous
ON
OFF
Perform stationary regeneration
procedure.
No engine protection
derate.
2
2639
Flashing
OFF
Perform stationary regeneration
procedure.
Mild engine torque
derate.
3
1921
Flashing
Amber
Perform stationary regeneration
procedure.
Moderate engine torque
and engine speed
derate.
4
1922
OFF
Red
Inspect, clean, or replace the
aftertreatment diesel particulate
filter.
Severe engine torque
and engine speed
derate.
Engine Protection
Strategy
Refer to Troubleshooting Fault Code 1921.
Last Modified: 09-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1921) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational
221 / 507 Range - Mod
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1922
Aftertreatment Diesel Particulate Filter Differential Pressure - Data Valid But
Above Normal Operational Range - Most Severe Level
Overview
CODE
Fault Code: 1922
PID: S324
SPN: 3251
FMI: 0/0
LAMP: Red
SRT:
REASON
Aftertreatment Diesel Particulate Filter Differential Pressure - Data Valid But
Above Normal Operational Range - Most Severe Level. The soot load of the
aftertreatment diesel particulate filter has exceeded the recommended limits.
EFFECT
The stop engine
light will illuminate.
Engine protection
derate.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, and
water. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment diesel
particulate filter. The soot load in the aftertreatment diesel particulate filter is estimated, using the aftertreatment differential
pressure sensor and the calculated soot output of the engine.
This fault code can be triggered if the application is not operating at a duty cycle that is high enough to actively regenerate the
aftertreatment diesel particulate filter. This fault code indicates that the exhaust temperatures exiting the turbocharger are not high
enough to actively regenerate the soot that is trapped in the aftertreatment diesel particulate filter. It can be necessary to increase
the duty cycle of the application in order to prevent plugging of the aftertreatment diesel particulate filter.
Component Location
The aftertreatment diesel particulate filter is located in the exhaust system, and is installed by the original equipment manufacturer
(OEM). Refer to the OEM service manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the soot load of the aftertreatment diesel particulate filter has exceeded the
maximum operating limits.
Action Taken When the Fault Code is Active
The ECM will illuminate the red STOP ENGINE light immediately after the diagnostic runs and fails.
Active and stationary regeneration of the diesel particulate filter will be disabled.
A severe torque derate will be applied to the output of the engine (Note: There is no derate in emergency vehicle
calibrations).
Engine speed will be limited to 1800 rpm (ISB CM2150 engines) or 1500 rpm (ISC and ISL CM2150 engines). (Note: There is
no derate in emergency vehicle calibrations).
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the soot load in the aftertreatment diesel particulate filter has
dropped below the most severe level.
Use INSITE™ electronic service tool to perform the Aftertreatment Diesel Particulate Filter Maintenance Reset Test, to change
Fault Code 1922 to an inactive state after inspecting, cleaning, or replacing the aftertreatment diesel particulate filter.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code indicates that the soot load inside the aftertreatment diesel particulate filter has reached the maximum level, soot
level stage 4. Aftertreatment
Regeneration of the
aftertreatment
diesel
particulate filter
at this stage
is not
possible.
The aftertreatment
diesel/ 507 Range - Mos
(08-fc1922)
Particulate
Filter
Differential
Pressure
- Data
Valid
but Above
Normal Operational
222
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
level stage 4. Regeneration of the aftertreatment diesel particulate filter at this stage is not possible. The aftertreatment diesel
particulate filter must be inspected. If it meets the inspection criteria, it can be cleaned using an SPX air pulse (or equivalent)
cleaning machine. If it does not meet the inspection criteria, it must be replaced.
If Fault Code 1922 is active at the same time as Fault Code 1981, it is necessary to clear Fault Code 1981 by following the
troubleshooting tree for that fault, then referencing the steps for troubleshooting and clearing Fault Code 1922, below.
Possible causes of this fault code include:
The aftertreatment wiring harness connectors may be connected to the wrong aftertreatment temperature sensors.
The aftertreatment wiring harness or aftertreatment temperature sensor connector pin installation may be incorrect.
The engine has been operating in a light load condition that prevents exhaust temperatures from being high enough to
actively regenerate the aftertreatment diesel particulate filter.
A possible base engine malfunction that causes excessive black soot to be generated.
If both Fault Code 1921 and 2777 are inactive with an active Fault Code 1922, this indicates that a regeneration inhibit
message had been received by the engine ECM and that active regeneration of the aftertreatment diesel particulate filter
was not allowed. Use the OEM service information to confirm that the OEM settings for the aftertreatment permit switch are
configured correctly.
The aftertreatment diesel particulate filter soot loading can be classified into four different stages. As the soot load increases, the
aftertreatment diesel particulate filter lamp and the Cummins® CHECK ENGINE (Amber) or STOP ENGINE (Red) lamp will operate
according to the table below. Inadequate temperature for the exhaust gases entering the aftertreatment system can be a cause of
high soot loads in the aftertreatment diesel particulate filter. The duty cycle of the application may need to be increased in order to
prevent excessive soot from accumulating in the filter.
Soot
Level
Stage
Cummins® Aftertreatment Diesel
Fault
Particulate Filter Lamp
Code
Status
Cummins®
Lamp
Service Procedure
Status
1
2639
Continuous
ON
OFF
Perform stationary regeneration
procedure.
No engine protection
derate.
2
2639
Flashing
OFF
Perform stationary regeneration
procedure.
Mild engine torque
derate.
3
1921
Flashing
Amber
Perform stationary regeneration
procedure.
Moderate engine torque
and engine speed
derate.
4
1922
OFF
Red
Inspect, clean, or replace the
aftertreatment diesel particulate
filter.
Severe engine torque
and engine speed
derate.
Engine Protection
Strategy
Refer to Troubleshooting Fault Code 1922.
Last Modified: 09-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1922) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational
223 / 507 Range - Mos
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1938
ECU Power Output Supply Voltage 1 - Data Valid but Below Normal Operational
Range - Moderately Severe Level
Overview
CODE
Fault Code: 1938
PID:
SPN: 3597
FMI: 1/18
LAMP: Amber
SRT:
REASON
EFFECT
ECU Power Output Supply Voltage 1 - Data Valid but Below Normal Operational
Range - Moderately Severe Level. Low battery voltage detected by the VGT actuator.
None on
performance.
ISB, ISC, and ISL with CM2150 - VGT Actuator Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart device
and receives information via the J1939 datalink from the primary engine ECM. The VGT actuator performs its own diagnostics and
reports failures back to the primary engine electronic control module (ECM) using the J1939 datalink.
Component Location
The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 (Engine Diagrams) in Section E
for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The fault code is set when the voltage supplied to the VGT actuator drops below +10-VDC for 10 seconds and the engine speed
must be zero rpm or above 500 rpm.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The VGT actuation will continue until battery voltage drops low enough that VGT actuation can not continue.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the voltage to the VGT actuator is greater than +10-VDC
and the engine speed is zero or greater than 500 rpm.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is logged when the voltage to the VGT actuator drops below +10-VDC. The VGT will still continue to respond to
commands from the primary engine ECM.
Refer to Troubleshooting Fault Code t05-1938
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1938) ECU Power Output Supply Voltage 1 - Data Valid but Below Normal Operational Range224
- Moderately
/ 507
Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1942
Crankcase Pressure - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 1942
PID: P101
SPN: 101
FMI: 2
LAMP: Amber
SRT:
REASON
EFFECT
Crankcase Pressure - Data Erratic, Intermittent, or Incorrect. The ECM has detected
that the crankcase pressure signal is not changing with engine operating conditions.
None on
performance.
ISB, ISC, ISL CM2150 - Crankcase Pressure Sensor
Circuit Description
The crankcase pressure sensor is used to monitor the pressure inside the crankcase. The electronic control module (ECM)
supplies the crankcase pressure sensor a 5 volt reference voltage. When the crankcase pressure is low, the sensor signal voltage
is low. When the crankcase pressure is high, the sensor signal voltage is near the 5 volt reference voltage. The ECM monitors the
crankcase pressure signal circuit voltage to calculate the pressure of the air within the crankcase.
Component Location
Use the following procedure for a detailed component location view of the crankcase pressure sensor and crankcase filter. Refer
to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
The first part of this diagnostic runs at initial key ON and the second part runs when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the crankcase pressure sensor is reading an erratic value at key ON or the crankcase pressure reading is
not changing with engine operating conditions.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code can be caused by a crankcase breather hose disconnected between the engine outlet and the crankcase filter
assembly on engines with an externally mounted crankcase filter option.
This check is only performed at keyswitch OFF, during the ECM powerdown. During this diagnostic check, the ECM monitors the
value of the crankcase pressure sensor. If this value is outside of a specified range, Fault Code 1942 is set active at the next key
ON.
Possible causes of this fault code include:
Resistance in the wiring harness
A malfunctioning in-range pressure sensor.
This fault code can be triggered if the crankcase pressure sensor is not installed correctly in the housing.
Refer to Troubleshooting Fault Code t05-1942
Last Modified: 20-Jul-2010
(08-fc1942) Crankcase Pressure - Data Erratic, Intermittent, or Incorrect
225 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1942) Crankcase Pressure - Data Erratic, Intermittent, or Incorrect
226 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1943
Ambient Air Density - Data Valid but Below Normal Operational Range - Least
Severe Level
Overview
CODE
Fault Code: 1943
PID:
SPN: 3555
FMI: 1/17
LAMP: None
SRT:
REASON
Ambient Air Density - Data Valid but Below Normal Operational Range - Least Severe
Level. Engine torque has been reduced because the vehicle was operating at a high
altitude condition.
EFFECT
Possible
engine
derate.
ISB, ISC, and ISL - Barometric Pressure Circuit
Circuit Description
The ambient air pressure sensor responds to pressure changes in the atmospheric pressure. The pressure changes occur based
on the elevation where the engine is currently operating. The ambient air pressure sensor has a 5 volt supply circuit, a sensor
signal voltage, and a return circuit.
The electronic control module (ECM) provides a 5 volt supply to the ambient air pressure sensor on the sensor supply 1 circuit.
The ECM also provides a ground on the sensor return circuit. The ambient air pressure sensor provides a signal to the ECM on
the ambient air pressure sensor signal circuit. This sensor signal voltage changes based on the pressure of the atmosphere. The
ECM will detect a low signal voltage when the vehicle is operating at high altitudes. The ECM will detect a high signal voltage when
the vehicle is operating at sea level altitudes.
Component Location
The barometric pressure sensor is mounted on the main branch of the engine harness near the ECM. Refer to Procedure 100-002
(Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the ambient air pressure reading is lower than a calibratible value.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the diagnostic runs and fails.
Engine torque output will be limited due to the engine operating at high altitude conditions.
Conditions for Clearing the Fault Code
The ECM will return full torque to the engine and the fault code will go inactive when the vehicle is being operated within the
normal altitude conditions.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
When the engine has been operated in a high altitude location, this fault code is logged. This fault code is for information only and
no repairs are necessary. The engine can possibly be derated when operating in the high altitude location to protect the
turbocharger and engine from excessively high exhaust temperatures. The derate limits the torque output of the engine to keep
the temperatures below the maximum temperature limits.
Note: This fault code will most likely not be active with no load in the shop. The engine must be under the same operating
condition (altitude and temperature) at the time that it had originally logged.
Refer to Troubleshooting Fault Code t05-1943
(08-fc1943) Ambient Air Density - Data Valid but Below Normal Operational Range - Least Severe Level
227 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1943) Ambient Air Density - Data Valid but Below Normal Operational Range - Least Severe Level
228 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1962
VGT Actuator Driver Over Temperature (Calculated) - Data Valid but Above
Normal Operational Range - Least Severe Level
Overview
CODE
Fault Code: 1962
PID: S027
SPN: 641
FMI: 0/15
LAMP: Amber
SRT:
REASON
EFFECT
VGT Actuator Driver Over Temperature (Calculated) - Data Valid but Above Normal
None on
Operational Range - Least Severe Level. High Internal VGT actuator temperature has performance.
been detected.
VGT Actuator Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart device
and receives information via the J1939 datalink from the primary engine electronic control module (ECM). The VGT actuator
performs its own diagnostics and reports failures back to the primary engine ECM using the J1939 datalink.
Component Location
The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 (Engine Diagrams) in Section E
for a detailed component location view.
Conditions for Running the Diagnostics
The diagnostic runs continuously when the keyswitch is turned on.
Conditions for Setting the Fault Codes
The fault code will log when the internal temperature of the VGT actuator exceeds 125°C [257°F] continuously for 30 minutes.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the internal actuator temperature drops below 125°C
[257°F].
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code will log when the internal temperature of the VGT actuator exceeds 125°C [257°F].
This fault code will be inactive when the vehicle is in the shop because the VGT actuator temperature has cooled down.
Troubleshoot multiple inactive counts of this fault code as an active fault code.
Also check for exhaust leaks blowing on the VGT actuator. Repair any external leaks.
Refer to Troubleshooting Fault Code t05-1962
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1962) VGT Actuator Driver Over Temperature (Calculated) - Data Valid but Above Normal Operational
229 / 507 Range - Leas
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1966
Aftertreatment Exhaust Gas Temperature 1 - Data Valid But Above Normal
Operating Range - Most Severe Level
Overview
CODE
Fault Code: 1966
PID: 326
SPN: 3241
FMI: 0
LAMP: Red
SRT:
REASON
Aftertreatment Exhaust Gas Temperature 1 - Data Valid But Above Normal Operating
Range - Most Severe Level. Engine exhaust gas temperatures entering the
aftertreatment system are above the engine protection limits.
EFFECT
The
engine
will shut
down.
ISB, ISC, and ISL - Aftertreatment Exhaust Gas Temperature Sensors
Circuit Description
The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the exhaust
temperatures in the aftertreatment system. The aftertreatment exhaust gas temperature sensors are thermistors and change
resistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM
monitors the change in signal voltage and converts this to a temperature value.
When the exhaust temperature is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the exhaust
gas temperature is hot, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a
low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel oxidation catalyst inlet temperature sensor is located in the inlet section of the aftertreatment system.
The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outlet
of the aftertreatment diesel oxidation catalyst and before the aftertreatment diesel particulate filter.
The aftertreatment diesel particulate filter temperature outlet sensor is located in the outlet section of the aftertreatment system.
Refer to the OEM service manual for the location of the vehicle aftertreatment system.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and active regeneration of the aftertreatment diesel particulate filter
is not occurring.
Conditions for Setting the Fault Codes
The ECM detects one of the following:
The aftertreatment diesel oxidation catalyst inlet temperature is greater than 617°C [1143°F] for 65 seconds.
The aftertreatment diesel particulate filter inlet temperature is greater than 612°C [1134°F] for 100 seconds.
The aftertreatment diesel particulate filter outlet temperature is greater than 617°C [1143°F] for 145 seconds.
The temperature differential across the aftertreatment diesel oxidation catalyst is greater than 220°C [396°F] for 55
seconds.
The temperature differential across the aftertreatment diesel particulate filter is greater than 265°C [477°F] for 140
seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE lamp immediately after the diagnostic runs and fails.
Active and stationary (parked) regeneration will be disabled.
Exhaust gas recirculation (EGR) valve operation will be disabled.
Engine shutdown will occur 30 seconds after the fault becomes active. In all calibrations except for emergency vehicle
calibrations, engine shutdown will occur after 30 seconds if engine protection shutdown is enabled or disabled. Engine
shutdown will not occur in emergency vehicle calibrations.
Conditions for Clearing the Fault Code
(08-fc1966) Aftertreatment Exhaust Gas Temperature 1 - Data Valid but Above Normal Operational 230
Range
/ 507
- Most Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
The ECM will turn off the red STOP ENGINE lamp and the fault code will be set to inactive when the temperatures in the
aftertreatment system drop below the temperature values listed:
The aftertreatment diesel oxidation catalyst inlet temperature is less than 592°C [1098°F].
The aftertreatment diesel particulate filter inlet temperature is less than 587°C [1089°F].
The aftertreatment diesel particulate filter outlet temperature is less than 592°C [1098°F].
The temperature differential across the aftertreatment diesel oxidation catalyst is less than 195°C [351°F].
The temperature differential across the aftertreatment diesel particulate filter is less than 240°C [432°F].
The fault code will also be set inactive following a key cycle.
Shop Talk
This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and active
regeneration of the aftertreatment diesel particulate filter is not occurring. The fault code indicates that a secondary fuel source is
entering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel oxidation catalyst
and/or aftertreatment diesel particulate filter.
Possible causes of this fault code include:
Excessive engine oil or diesel fuel being introduced into the exhaust system from the engine
A damaged engine fuel injector causing unburned diesel fuel to enter the exhaust system
The aftertreatment diesel oxidation catalyst inlet temperature sensor failed in-range
The aftertreatment diesel particulate filter inlet temperature sensor failed in-range
The aftertreatment diesel particulate filter outlet temperature sensor failed in-range
An in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Remove the exhaust aftertreatment system from the vehicle
to inspect it for potential damage and reuse. For ISB CM2150 engines, use the following procedure in the ISB CM2150 Service
Manual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14. For ISC and ISL CM2150 engines, use the following
procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 014-013 in Section 14.
Refer to Troubleshooting Fault Code t05-1966
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1966) Aftertreatment Exhaust Gas Temperature 1 - Data Valid but Above Normal Operational 231
Range
/ 507
- Most Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1968
Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal
Operational Range - Moderately Severe Level
Overview
CODE
Fault Code: 1968
PID:
SPN: 3249
FMI: 0/16
LAMP: Amber
SRT:
REASON
Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal
Operational Range - Moderately Severe Level. The aftertreatment diesel
particulate filter inlet temperature sensor reading has exceeded the
maximum temperature limit.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL - Aftertreatment Exhaust Gas Temperature Sensors
Circuit Description
The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the exhaust
temperatures in the aftertreatment system. The aftertreatment exhaust gas temperature sensors are thermistors and change
resistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The ECM
monitors the change in signal voltage and converts this to a temperature value.
When the exhaust temperature is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the exhaust
gas temperature is hot, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a
low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outlet
of the aftertreatment diesel oxidation catalyst and before the aftertreatment diesel particulate filter.
Refer to the OEM service manual for the location of the vehicle aftertreatment system.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and active regeneration of the aftertreatment diesel particulate filter
is occurring.
Conditions for Setting the Fault Codes
The aftertreatment diesel particulate filter inlet temperature sensor reading exceeds 649°C [1200°F] for 5 seconds and then
returns below 550°C [1022°F]. This must occur 5 times before the fault code is logged.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp immediately after the diagnostic runs and fails.
Active and stationary (parked) regeneration will be disabled.
The exhaust gas recirculation (EGR) valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE lamp and the fault code will be set to inactive when the keyswitch is cycled.
Shop Talk
This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and active
regeneration of the aftertreatment diesel particulate filter is occurring. The fault code indicates that a secondary fuel source is
entering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel oxidation catalyst
and/or aftertreatment diesel particulate filter.
Possible causes of this fault code include:
Excessive engine oil or diesel fuel being introduced into the exhaust system from the engine
A damaged engine fuel injector causing unburned diesel fuel to enter the exhaust system
The aftertreatment diesel particulate filter inlet temperature sensor failed in-range
(08-fc1968) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal Operational 232
Range
/ 507
- Moderately S
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
An in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Remove the exhaust aftertreatment system from the vehicle
to inspect it for potential damage and reuse. For ISB CM2150 engines, use the following procedure in the ISB CM2150 Service
Manual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14. For ISC and ISL CM2150 engines, use the following
procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 014-013 in Section 14.
Refer to Troubleshooting Fault Code t05-1968
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1968) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal Operational 233
Range
/ 507
- Moderately S
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1969
Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal
Operational Range - Most Severe Level
Overview
CODE
Fault Code: 1969
PID:
SPN: 3249
FMI: 0/0
LAMP: Red
SRT:
REASON
Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal Operational
Range - Most Severe Level. The aftertreatment diesel particulate filter inlet temperature
sensor reading has exceeded the maximum engine protection temperature limit.
EFFECT
The
engine
will shut
down.
ISB, ISC, and ISL - Aftertreatment Exhaust Gas Temperature Sensors
Circuit Description
The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the engine
exhaust temperatures in the aftertreatment system. The aftertreatment exhaust gas temperature sensors are thermistors and
change resistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The
ECM monitors the change in signal voltage and converts this to a temperature value.
When the exhaust temperature is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a high signal voltage or low temperature. When the exhaust
gas temperature is hot, the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a
low signal voltage, or a high temperature.
Component Location
The aftertreatment diesel particulate filter inlet temperature sensor is located in the aftertreatment system. It is located at the outlet
of the aftertreatment diesel oxidation catalyst and before the aftertreatment diesel particulate filter.
The aftertreatment diesel particulate filter outlet temperature sensor is located in the outlet section of the aftertreatment system.
Refer to the OEM service manual for the location of the vehicle aftertreatment system.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and active regeneration of the aftertreatment diesel particulate filter
is occurring.
Conditions for Setting the Fault Codes
The ECM detects one of the following:
The aftertreatment diesel particulate filter inlet temperature is greater than 800°C [1472°F] for 15 seconds.
The temperature differential across the aftertreatment diesel oxidation catalyst is greater than 500°C [900°F] for 120
seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE lamp immediately after the diagnostic runs and fails.
Active and stationary (parked) regeneration will be disabled
Exhaust gas recirculation (EGR) valve operation will be disabled
Engine shutdown will occur 30 seconds after the fault becomes active. In all calibrations except for emergency vehicle
calibrations, engine shutdown will occur after 30 seconds if engine protection shutdown is enabled or disabled. Engine
shutdown will not occur in emergency vehicle calibrations.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE lamp and the fault code will be set to inactive when the temperatures in the
aftertreatment system drop below the temperature values listed:
The aftertreatment diesel particulate filter inlet temperature is less than 775°C [1427°F].
The temperature differential across the aftertreatment diesel oxidation catalyst is less than 475°C [855°F].
(08-fc1969) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal Operational 234
Range
/ 507
- Most Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
The fault code will also be set inactive following a key cycle.
Shop Talk
This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and active
regeneration of the aftertreatment diesel particulate filter is occurring. The fault code indicates that a secondary fuel source is
entering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel oxidation catalyst
and/or aftertreatment diesel particulate filter.
Possible causes of this fault code include:
Excessive engine oil or diesel fuel being introduced into the exhaust system from the engine
A damaged engine fuel injector causing unburned diesel fuel to enter the exhaust system
The aftertreatment diesel particulate filter inlet temperature sensor failed in-range
The aftertreatment diesel particulate filter outlet temperature sensor failed in-range
An in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Remove the exhaust aftertreatment system from the vehicle
to inspect it for potential damage and reuse. For ISB CM2150 engines, use the following procedure in the ISB CM2150 Service
Manual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14. For ISC and ISL CM2150 engines, use the following
procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 014-013 in Section 14.
Refer to Troubleshooting Fault Code t05-1969
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1969) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Above Normal Operational 235
Range
/ 507
- Most Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1972
Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational Range Moderately Severe Level
Overview
CODE
Fault Code: 1972
PID:
SPN: 3245
FMI: 0/16
LAMP: Amber
SRT:
REASON
Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational
Range - Moderately Severe Level. The aftertreatment diesel particulate
filter outlet temperature sensor reading has exceeded the maximum
temperature limit.
EFFECT
Active aftertreatment
diesel particulate filter
regeneration will be
disabled.
ISB, ISC, and ISL - Aftertreatment Exhaust Gas Temperature Sensors
Circuit Description
The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the engine
exhaust temperatures in the aftertreatment system. The aftertreatment exhaust gas temperature sensors are thermistors and
change resistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The
ECM monitors the change in signal voltage and converts this to a temperature value.
When the exhaust gas temperature is low, the thermistor resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a high signal voltage (low temperature). When the exhaust gas
temperature is high, the thermistor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a
low signal voltage (high temperature).
Component Location
The aftertreatment diesel particulate filter outlet temperature sensor is located in the outlet section of the aftertreatment system.
Refer to the OEM service manual for the location of the vehicle aftertreatment system.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and active regeneration of the aftertreatment diesel particulate filter
is occurring.
Conditions for Setting the Fault Codes
The aftertreatment diesel particulate filter outlet temperature sensor reading exceeds 649°C [1200°F] for 5 seconds and then
returns below 575°C [1067°F]. This needs to occur 5 times before the fault code is logged.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp immediately after the diagnostic runs and fails.
Active and stationary (parked) regeneration will be disabled.
Exhaust gas recirculation (EGR) valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE lamp and the fault code will be set to inactive when the keyswitch is cycled.
Shop Talk
This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and active
regeneration of the aftertreatment diesel particulate filter is occurring. The fault code indicates that a secondary fuel source is
entering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel particulate filter.
Possible causes of this fault code include:
Excessive engine oil or diesel fuel being introduced into the exhaust system from the engine
A damaged engine fuel injector causing unburned diesel fuel to enter the exhaust system
The aftertreatment diesel particulate filter outlet temperature sensor malfunctioned in-range
A face plugged aftertreatment diesel oxidation catalyst
An in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.
(08-fc1972) Aftertreatment Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational 236
Range
/ 507
- Moderately S
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Remove the exhaust aftertreatment system from the vehicle
to inspect it for potential damaged and reuse. For ISB CM2150 engines, use the following procedure in the ISB CM2150 Service
Manual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14. For ISC and ISL CM2150 engines, use the following
procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 014-013 in Section 14.
Refer to Troubleshooting Fault Code t05-1972
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1972) Aftertreatment Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational 237
Range
/ 507
- Moderately S
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1973
Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational Range Most Severe Level
Overview
CODE
Fault Code: 1973
PID:
SPN: 3245
FMI: 0/0
LAMP: Red
SRT:
REASON
Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational Range - Most
Severe Level. The aftertreatment diesel particulate filter outlet temperature sensor
reading has exceeded the maximum engine protection temperature limit.
EFFECT
The
engine
will shut
down.
ISB, ISC, and ISL - Aftertreatment Gas Temperature Sensors
Circuit Description
The aftertreatment exhaust gas temperature sensors are used by the electronic control module (ECM) to monitor the engine
exhaust temperatures in the aftertreatment system. The exhaust gas aftertreatment temperature sensors are thermistors and
change resistance based on the temperature being measured. The ECM provides a 5 volt reference voltage to the sensor. The
ECM monitors the change in signal voltage and converts this to a temperature value.
When the exhaust gas temperature is low, the thermistor resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a high signal voltage (low temperature). When the exhaust gas
temperature is high, the thermistor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a
low signal voltage (high temperature).
Component Location
The aftertreatment diesel particulate filter outlet temperature sensor is located in outlet section of the aftertreatment system.
Refer to the OEM service manual for the location of the vehicle aftertreatment system.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and active regeneration of the aftertreatment diesel particulate filter
is occurring.
Conditions for Setting the Fault Codes
The ECM detects that the aftertreatment diesel particulate sensor outlet temperature is greater than 800°C [1472°F] for 20
seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE lamp immediately after the diagnostic runs and fails.
Active and stationary (parked) regeneration will be disabled.
The exhaust gas recirculation (EGR) valve operation will be disabled.
Engine shutdown will occur 30 seconds after the fault becomes active. In all calibrations except for emergency vehicle
calibrations, engine shutdown will occur after 30 seconds if engine protection shutdown is enabled or disabled. Engine
shutdown will not occur in emergency vehicle calibrations.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE lamp and the fault code will be set to inactive when the aftertreatment diesel
particulate filter outlet temperature drops below 775°C [1427°F].
The fault code will also be set inactive following a key cycle.
Shop Talk
This fault code is logged when the ECM has detected a high temperature condition in the aftertreatment system and active
regeneration of the aftertreatment diesel particulate filter is occurring. The fault code indicates that a secondary fuel source is
entering the aftertreatment system and is creating a temperature increase across the aftertreatment diesel particulate filter.
Possible causes of this fault code include:
(08-fc1973) Aftertreatment Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational 238
Range
/ 507
- Most Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Excessive engine oil or diesel fuel being introduced into the exhaust system from the engine
A damaged engine fuel injector causing unburned diesel fuel to enter the exhaust system
The aftertreatment diesel particulate filter outlet temperature sensor failed in-range
An in-range engine sensor malfunction has occurred, causing excessive fuel to enter the exhaust system.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Remove the exhaust aftertreatment system from the vehicle
for potential damage and inspect for reuse.
For ISB CM2150 engines, use the following procedure in the ISB CM2150 Service Manual, Bulletin 4021578. Refer to
Procedure 014-013 in Section 14.
For ISC and ISL CM2150 engines, use the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin
4021569. Refer to Procedure 014-013 in Section 14.
Refer to Troubleshooting Fault Code t05-1973
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1973) Aftertreatment Exhaust Gas Temperature 3 - Data Valid but Above Normal Operational 239
Range
/ 507
- Most Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1974
Crankcase Pressure - Data Valid but Above Normal Operational Range - Least
Severe Level
Overview
CODE
Fault Code: 1974
PID: P101
SPN: 101
FMI: 0/15
LAMP: Maintenance
SRT:
REASON
Crankcase Pressure - Data Valid but Above Normal Operational Range - Least
Severe Level. The crankcase breather filter requires maintenance.
EFFECT
None on
performance.
ISB, ISC, and ISL with CM2150 - Crankcase Pressure Sensor
Circuit Description
The crankcase pressure sensor is used to monitor the pressure inside the crankcase. The electronic control module (ECM)
supplies the crankcase pressure sensor a 5 volt reference voltage. When the crankcase pressure is low, the sensor signal voltage
is low. When the crankcase pressure is high, the sensor signal voltage is near the 5 volt reference voltage. The ECM monitors the
crankcase pressure signal circuit voltage to calculate the pressure of the air within the crankcase.
Component Location
The crankcase pressure sensor is located in the crankcase filter assembly. The crankcase filter is located on the left side of the
engine. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The ECM detects that the crankcase pressure is greater than a calibratible limit.
Action Taken When the Fault Code is Active
The ECM flashes the amber CHECK ENGINE light for 30 seconds at initial key-on when the crankcase pressure has been
detected to be above 20 cm H2O [8 in H2O].
Conditions for Clearing the Fault Code
The ECM will turn off the flashing amber CHECK ENGINE light as soon as the crankcase pressure drops below 20 cm H2O [8 in
H2O].
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Crankcase breather filter needs to be replaced.
Refer to Troubleshooting Fault Code t05-1974
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1974) Crankcase Pressure - Data Valid but Above Normal Operational Range - Least Severe 240
Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1981
Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above
Normal Operational Range - Least Severe Level
Overview
CODE
Fault Code: 1981
PID: S324
SPN: 3936
FMI: 0/15
LAMP: Amber
SRT:
REASON
Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal
Operational Range - Least Severe Level. The aftertreatment differential pressure has
exceeded the maximum operating limits or the diesel particulate filter is plugged.
EFFECT
EGR valve
operation
will be
disabled.
Active
regeneration
will be
disabled.
ISB, ISC, and ISL - Aftertreatment Differential Pressure
Circuit Description
The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operating
conditions the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, and
water. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment diesel
particulate filter. The soot load in the aftertreatment diesel particulate filter is estimated, using the aftertreatment differential
pressure sensor and the calculated soot output of the engine.
Component Location
The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer
(OEM). Refer to the OEM service manual for component location information.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine speed is greater than 500 rpm and when the calculated exhaust flow is above a
calibratible value.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the aftertreatment diesel particulate filter is plugged or that the differential
pressure across the aftertreatment diesel particulate filter is above the maximum limits.
Action Taken When the Fault Code is Active
The ECM will illuminate the amber CHECK ENGINE light after the diagnostic runs and fails.
The exhaust gas recirculation (EGR) valve operation will be disabled.
Active and stationary (parked) regeneration will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light after the differential pressure across the aftertreatment diesel particulate
filter has dropped below the maximum severity level, when the calculated exhaust flow is above a calibratible value.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable changes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
An engine torque derate for extended EGR valve closed operation exists for this fault code. The engine torque derate for
extended EGR valve closed operation operates on a time based system. The time based system will count up anytime a fault code
that closes the EGR valve is active. Once the timer reaches 20 hours, an engine torque derate of approximately 15 percent will be
applied.
The engine torque derate will be removed as soon as the fault code goes inactive, and the timer will begin to count down. If the
fault code reoccurs within the next 20 hours of engine operation, the engine torque derate will immediately be applied, and the
timer will then reset to 20 hours. The engine must operate for 20 hours with no active faults that close the EGR valve, for the timer
to clear. After Aftertreatment
the timer has cleared,
the engineFilter
must Differential
then operate for
another 20
hours,Valid
with an
faultNormal
code thatOperational
closes
(08-fc1981)
Particulate
Pressure
- Data
butactive
Above
241 the
/ 507 Range
- Lea
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
to clear. After the timer has cleared, the engine must then operate for another 20 hours, with an active fault code that closes the
EGR valve to apply the derate.
This fault code indicates that the soot load inside the aftertreatment diesel particulate filter has reached the maximum level, soot
level stage 4. Regeneration of the aftertreatment diesel particulate filter at this stage is not possible. The aftertreatment diesel
particulate filter must be inspected. If it meets the inspection criteria, it can be cleaned using an SPX air pulse cleaning machine
(or equivalent). If it does not meet the inspection criteria, it must be replaced.
Possible causes of this fault code include:
The aftertreatment diesel particulate filter can be plugged with soot.
The engine has been operating in light load conditions that prevent exhaust temperatures from being high enough to
actively regenerate the aftertreatment particulate filter.
The aftertreatment wiring harness connectors could be connected to the wrong aftertreatment exhaust gas temperature
sensors.
The aftertreatment wiring harness or aftertreatment exhaust gas temperature sensor connector pin installation could be
incorrect.
The aftertreatment diesel particulate filter differential pressure sensor has malfunctioned.
The aftertreatment diesel particulate filter may have reached the ash cleaning interval.
The aftertreatment diesel particulate filter can accumulate an excessive amount of ash in a short time period, due to
excessive oil consumption or due to non-combustible elements such as, but not limited to, iron, potassium, or calcium
contained in the fuel supply or additives.
An engine malfunction that is elevating the engine smoke output.
Refer to Troubleshooting Fault Code t05-1981
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1981) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational
242 / 507 Range - Lea
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 1993
Aftertreatment Particulate Trap Missing - Condition Exists
Overview
CODE
Fault Code: 1993
PID:
SPN: 3064
FMI: 11/31
LAMP: Amber
SRT:
REASON
Aftertreatment Particulate Trap Missing - Condition Exists. The
aftertreatment diesel particulate filter in the exhaust system is
not present.
EFFECT
Active aftertreatment diesel
particulate filter regeneration will
be disabled.
ISB, ISC, and ISL - Aftertreatment Differential Pressure Sensor
Circuit Description
The engine aftertreatment system monitors for the presence of the aftertreatment particulate trap. This diagnostic checks to make
sure that the aftertreatment particulate trap is present and functioning correctly.
Component Location
The aftertreatment particulate trap is located in the exhaust system and is installed by the original equipment manufacturer (OEM).
Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs when the engine is running and exhaust flow is above a minimum level.
Conditions for Setting the Fault Codes
This diagnostic monitors the aftertreatment diesel particulate trap differential pressure sensor. When the differential pressure is
below a minimum value and exhaust flow rate is above a minimum flow rate, the fault code is set.
Action Taken When the Fault Code is Active
The ECM will illuminate the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Active regeneration of the aftertreatment diesel particulate filter will be disabled.
The exhaust gas recirculation (EGR) valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
It will be necessary to run the engine at high idle to elevate the exhaust flow for this fault code to go inactive.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
The aftertreatment differential sensor can be stuck in range
The aftertreatment diesel particulate filter has been removed from the vehicle
The aftertreatment diesel particulate filter is cracked or broken
The aftertreatment diesel particulate filter differential tubes are installed incorrectly, broken, loose, or have been tampered
with
The aftertreatment diesel particulate filter differential tubes are installed backwards.
Refer to Troubleshooting Fault Code t05-1993
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc1993) Aftertreatment Particulate Filter Missing - Condition Exists
243 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2182
Engine Brake Actuator Driver 1 Circuit - Voltage Above Normal or Shorted to High
Source
Overview
CODE
Fault Code: 2182
PID: S79
SPN: 1072
FMI: 3
LAMP: Amber
SRT:
REASON
Engine Brake Actuator Driver 1 Circuit - Voltage Above Normal or Shorted
to High Source. High voltage or open circuit detected at the engine brake
solenoid number 1 signal circuit.
EFFECT
Engine brake on
cylinders 1, 2, and 3
can not be activated.
ISL with CM2150 - Engine Brake Solenoid
Circuit Description
This circuit can be used to control either an exhaust brake or an engine brake depending on the application. The electronic
control module (ECM) controls engine brakes on cylinders 1, 2, and 3 by sending a signal on the engine brake solenoid number 1
signal circuit. If an exhaust brake is installed, there will be a jumper harness from this connector to the engine brake pass-through
connectors on the rocker lever housing.
Component Location
The engine brake solenoids are located under the valve cover. The engine brake solenoids are controlled through the engine
harness from the ECM.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated device is getting energized or
de-energized. In some cases the diagnostics can also run at some fixed intervals.
Conditions for Setting the Fault Codes
The engine brake 1 circuit pulse width modulated signal is detected to be greater than 0 volts when the pulse width modulated
signal is turned off by the ECM.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine brake 1 circuit will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Open circuit in the engine harness, brake harness, or engine brake solenoids
Short to voltage source in the engine harness
Malfunctioning ECM.
Refer to Troubleshooting Fault Code t05-2182
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2182) Engine Brake Actuator Driver 1 Circuit - Voltage Above Normal or Shorted to High Source
244 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2183
Engine Brake Actuator Circuit 1 - Voltage Below Normal or Shorted to Low
Source
Overview
CODE
Fault Code: 2183
PID: S79
SPN: 1072
FMI: 4
LAMP: Amber
SRT:
REASON
EFFECT
Engine Brake Actuator Circuit #1 - Voltage Below Normal or Shorted to
Low Source. Low voltage detected at the engine brake solenoid number
1 signal circuit.
Engine brake on cylinders
1,2, and 3 can not be
activated.
ISL with CM2150 - Engine Brake Circuit
Circuit Description
This circuit can be used to control either an exhaust brake or an engine brake depending on the application. The electronic
control module (ECM) controls engine brakes on cylinders 1, 2, and 3 by sending a signal on the engine brake solenoid number 1
signal circuit. If an engine brake is installed, there will be a jumper harness from this connector to the engine brake pass-through
connectors on the rocker lever housing.
Component Location
The engine brake solenoids are located under the valve cover. The engine brake solenoids are controlled through the engine
harness from the ECM.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated device is getting energized or
de-energized. In some cases the diagnostics can also run at some fixed intervals.
Conditions for Setting the Fault Codes
The engine brake 1 circuit pulse width modulated signal is not detected to be system voltage when the pulse width modulated
signal is turned on.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine brake 1 circuit will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include a short circuit to ground in the engine harness, connector, or engine brake solenoids.
Refer to Troubleshooting Fault Code t05-2183
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2183) Engine Brake Actuator Driver 1 Circuit - Voltage Below Normal or Shorted to Low Source
245 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2185
Sensor Supply 4 Circuit - Voltage Above Normal or Shorted to High Source
Overview
CODE
Fault Code: 2185
PID: S232
SPN: 3512
FMI: 3/3
LAMP: Amber
SRT:
REASON
Sensor Supply 4 Circuit - Voltage Above Normal or Shorted to High Source. High voltage
detected at +5 volt sensor supply circuit to the accelerator pedal position sensor.
EFFECT
Engine
will only
idle.
ISB, ISC, and ISL with CM2150 - Accelerator Pedal or Lever Position Sensor Supply
Circuit Description
Sensor supply 4 of the electronic control module (ECM) provides a 5 volt supply to the accelerator pedal position sensor. The
accelerator position sensor is a hall effect sensor attached to the accelerator pedal. The accelerator position sensor varies the
signal voltage to the ECM as the accelerator pedal is depressed and released. Low signal voltage is received by the ECM when
the accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when the accelerator pedal is at 100 percent.
The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply, accelerator pedal position return, and
accelerator pedal position signal.
Component Location
The accelerator pedal assembly is located in the cab. Refer to the original equipment manufacturer (OEM) troubleshooting and
repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the sensor supply 4 signal voltage is more than 5.25-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine will only idle.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code can be caused by a short circuit to a voltage source in the OEM harness or a short circuit to an actuator signal
circuit that is greater than 5-VDC.
Refer to Troubleshooting Fault Code t05-2185
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2185) Sensor Supply 4 Circuit - Voltage Above Normal or Shorted to High Source
246 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2186
Sensor Supply 4 Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
REASON
Fault Code: 2186
PID: S232
SPN: 3512
FMI: 4/4
LAMP: Amber
SRT:
Sensor Supply 4 Circuit - Voltage Below Normal or Shorted to Low Source. Low voltage
detected at the +5 volt sensor supply circuit to the accelerator pedal position sensor.
EFFECT
Engine
will only
die.
ISB, ISC, and ISL with CM2150 - Accelerator Pedal Position Sensor Supply Voltage Circuit
Circuit Description
Sensor supply 4 of the electronic control module (ECM) provides a 5 volt supply to the accelerator pedal position sensor. The
accelerator position sensor is a hall effect sensor attached to the accelerator pedal. The accelerator position sensor varies the
signal voltage to the ECM as the accelerator pedal is depressed and released. Low signal voltage is received by the ECM when
the accelerator pedal is at 0 percent. A high signal voltage is received by the ECM when the accelerator pedal is at 100 percent.
The accelerator pedal position circuit contains an accelerator pedal position 5 volt supply, accelerator pedal position return, and
accelerator pedal position signal.
Component Location
The accelerator pedal is located in the cab. Refer to the original equipment manufacturer (OEM) troubleshooting and repair
manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the sensor supply 4 signal voltage is less than 4.75-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine will only die.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Low voltage on the 5 volt supply wire can be caused by a short circuit to ground in the supply wire, a short circuit between the
supply wire and return circuit, a failed accelerator, or a failed ECM power supply.
Refer to Troubleshooting Fault Code t05-2186
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2186) Sensor Supply 4 Circuit - Voltage Below Normal or Shorted to Low Source
247 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2195
Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special
Instructions
Overview
CODE
Fault Code: 2195
PID: S51
SPN: 703
FMI: 14
LAMP: Red
SRT:
REASON
Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special Instructions.
The emergency door of the vehicle has been detected open.
EFFECT
Engine may
shut down.
Auxiliary Engine Protection
Circuit Description
Some vehicle applications may have an interlock switch indicating the position of an emergency exit door.
Component Location
The emergency door location may vary depending on the vehicle application.
Conditions for Running the Diagnostics
The diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
This fault code is triggered when the vehicle emergency door is opened.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails. The engine will be shut
down.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This diagnostic will operate differently for every vehicle application. This fault code usually indicates that the vehicle emergency
exit door has been opened.
Refer to Troubleshooting Fault Code t05-2195
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2195) Auxiliary Equipment Sensor Input 3 Engine Protection Critical - Special Instructions
248 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2198
VGT Actuator Driver Circuit - Root Cause Not Known
Overview
CODE
Fault Code: 2198
PID: S027
SPN: 641
FMI: 11/11
LAMP: Amber
SRT:
REASON
VGT Actuator Driver Circuit - Root Cause Not Known. Intermittent communication
between the smart VGT controller and the ECM has been detected. The VGT controller
is not interpreting the J1939 message from the ECM correctly.
EFFECT
VGT
actuation
will be
disabled.
ISB, ISC, and ISL with CM2150 - VGT Actuator Driver Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart device
and receives information via the J1939 datalink from the primary engine electronic control module (ECM). The VGT actuator
performs its own diagnostics and reports failures back to the primary engine ECM using the J1939 datalink. The ECM then
decodes the error message and converts it to a fault code.
Component Location
The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 (Engine Diagrams) in Section E
for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The VGT actuator does not receive a valid J1939 message from the ECM for 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The VGT will move to the default open position.
The EGR valve will be closed.
Active regeneration of the aftertreatment system is disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the VGT actuator receives a valid J1939 message from the
ECM.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is logged when the VGT smart actuator did not receive a valid J1939 message from the primary engine ECM for 1
second. Intermittent J1939 datalink connections or interference on the J1939 network are possible causes of this fault code. Also
check for intermittent power supply and ground connections to the VGT actuator.
Refer to Troubleshooting Fault Code t05-2198
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2198) VGT Actuator Driver Circuit - Root Cause Not Known
249 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2265
Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Above Normal or
Shorted to High Source
Overview
CODE
Fault Code: 2265
PID: S126
SPN: 1075
FMI: 3
LAMP: Amber
SRT:
REASON
EFFECT
Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Above Normal or Shorted
to High Source. High voltage or open detected at the fuel lift pump signal circuit.
Engine can be
difficult to
start.
ISC and ISL with CM2150 - Electric Fuel Lift Pump Circuit
Circuit Description
The circuit is a pulse width modulated driver in the electronic control module (ECM) that controls the electric fuel lift pump. The lift
pump is grounded in the ECM.
Component Location
The electric fuel lift pump is located behind the ECM cooling plate on the intake side of the engine. Refer to Procedure 100-002
(Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The engine fuel lift pump circuit pulse width modulated signal is detected to be greater than 0-VDC when the pulse width
modulated signal is turned off by the ECM.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine fuel lift pump will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault becomes active if the ECM detects an open circuit at key-on. Causes of this fault code include an open circuit in the
electric fuel lift pump circuit.
If the fault code is intermittent, look for causes of an intermittent open circuit, such as loose pins and bad connections. At key-on,
the lift pump duty cycle ramps to 100 percent. This fault code can detect open circuit conditions only at key-on. The lift pump only
runs at key-on and during cranking to aid in priming of the gear pump.
Refer to Troubleshooting Fault Code t05-2265
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2265) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Above Normal or Shorted to250
High/ 507
Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2266
Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or
Shorted to Low Source
Overview
CODE
Fault Code: 2266
PID: S126
SPN: 1075
FMI: 4
LAMP: Amber
SRT:
REASON
EFFECT
Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or Shorted
to Low Source. Low signal voltage detected at the fuel lift pump circuit.
Engine can be
difficult to start.
ISC and ISL with CM2150 - Electric Fuel Lift Pump Circuit
Circuit Description
The circuit is a pulse width modulated driver in the electronic control module (ECM) that controls the electric fuel lift pump. The lift
pump is grounded in the ECM and runs at 100-percent duty cycle for approximately 30 seconds at key-on.
Component Location
The electric fuel lift pump is located behind the ECM cooling plate on the intake side of the engine, near the front. Refer to
Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The engine fuel lift pump circuit pulse width modulated signal is detected to be 0-VDC when the pulse width modulated signal is
turned on by the ECM and should be at system voltage.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine fuel lift pump will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code becomes active whenever the ECM detects a short circuit to ground or high current in the electric lift pump circuit.
Causes for this fault code are a short circuit to ground or low resistance (lift pump partially shorted). During cold weather, gelled
fuel can plug the lift pump and cause this fault code. Listen to the lift pump to be sure it is running during cold ambient
temperatures (less than -29°C [-20°F]). This fault code can possibly also become active if the lift pump rotor stalls or seizes. When
the fault condition is detected, the ECM driver to the lift pump is turned off to protect the circuit. It is necessary to cycle the
keyswitch OFF and then back ON before the ECM will retest for the cause of the fault code. The ECM driver is re-enabled at keyon. If the cause if no longer present, the fault code will become inactive and can be cleared.
Note: This fault code will also become active if the priming pump motor stalls. Stall current for the priming pump motor is
approximately 9 amperes. A good priming pump typically runs with less than 3 amperes. If the fault code is intermittent, observe the
snapshot data priming pump measured current. If current was near 9 amperes when the fault condition occurred, conclude that the
rotor has stalled and replace the electric priming pump.
Refer to Troubleshooting Fault Code t05-2266
(08-fc2266) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or Shorted to 251
Low/ Source
507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2266) Electric Lift Pump for Engine Fuel Supply Circuit - Voltage Below Normal or Shorted to 252
Low/ Source
507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2272
EGR Valve Position Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 2272
PID: P27
SPN: 27
FMI: 4/4
LAMP: Amber
SRT:
REASON
EGR Valve Position Circuit - Voltage Below Normal or Shorted to Low Source.
Low signal voltage has been detected at the EGR valve position sensor circuit.
EFFECT
EGR valve
actuation will be
disabled.
ISB, ISC, and ISL with CM2150 - EGR Valve Position Circuit
Circuit Description
The exhaust gas recirculation (EGR) valve is opened by a motor located on top of the EGR valve. A motor shaft extends from the
motor and contacts the dual-poppet valve to open the EGR valve. The EGR valve motor does not actually retract the EGR valve.
The motor current is reduced and the spring pushes the EGR valve closed.
The EGR valve motor contains three position sensors that detect the location of the EGR valve. These sensors report the position
of the valve back to the ECM over the EGR valve position A, B, and C wires.
Component Location
The EGR valve is located on the air intake connection. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed
component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that all position sensors are reading high or all position sensors are reading low.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The EGR valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
EGR valve position sensor wiring shorted to ground, open circuit, or shorted to power supply
Loss of the EGR valve position sensor supply voltage or the ground circuit.
Refer to Troubleshooting Fault Code t05-2272
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2272) EGR Valve Position Circuit - Voltage Below Normal or Shorted to Low Source
253 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2273
Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Above
Normal or Shorted to High Source
Overview
CODE
Fault Code: 2273
PID: P411
SPN: 411
FMI: 3/3
LAMP: Amber
SRT:
REASON
Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Above
Normal or Shorted to High Source. High signal voltage detected at the EGR
differential pressure sensor circuit.
EFFECT
EGR valve
actuation will
be disabled.
ISB, ISC, and ISL with CM2150 - EGR Differential Pressure Sensor Circuit
Circuit Description
The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust gas pressure. The sensor
outputs a voltage which represents the pressure difference between the two ports. The electronic control module (ECM) uses this
pressure to determine how much exhaust gas is flowing through the EGR connection tube to the intake manifold. This information
is used to control the EGR valve for correct emission levels.
The ECM provides a 5 volt supply to the EGR differential pressure sensor on the sensor supply circuit. The ECM also provides a
ground on the sensor return circuit. The EGR differential pressure sensor provides a signal to the ECM on the EGR differential
pressure sensor signal circuit. This sensor signal voltage changes based on the differential pressure in the EGR crossover tube.
Component Location
The EGR differential pressure sensor is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams)
in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the EGR differential pressure signal voltage is greater than 4.8-VDC for more than 4 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the EGR differential pressure sensor is used.
The EGR valve will be closed.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
An open return circuit in the engine harness, connectors, or sensor
A signal wire shorted to sensor supply or battery voltage
A damaged EGR differential pressure sensor.
Refer to Troubleshooting Fault Code t05-2273
Last Modified: 20-Jul-2010
(08-fc2273) Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Above Normal254
or Shorted
/ 507 to High S
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2273) Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Above Normal255
or Shorted
/ 507 to High S
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2274
Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Below
Normal or Shorted to Low Source
Overview
CODE
Fault Code: 2274
PID: P411
SPN: 411
FMI: 4/4
LAMP: Amber
SRT:
REASON
Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Below
Normal or Shorted to Low Source. Low signal voltage detected at the EGR
differential pressure sensor circuit.
EFFECT
EGR valve
actuation will
be disabled.
ISB, ISC, and ISL with CM2150 - EGR Differential Pressure Sensor Circuit
Circuit Description
The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust gas pressure. The sensor
outputs a voltage which represents the pressure difference between the two ports. The electronic control module (ECM) uses this
pressure to determine how much exhaust gas is flowing through the EGR connection tube to the intake manifold. This information
is used to control the EGR valve for correct emission levels.
The ECM provides a 5 volt supply to the EGR differential pressure sensor on the sensor supply circuit. The ECM also provides a
ground on the sensor return circuit. The EGR differential pressure sensor provides a signal to the ECM on the EGR differential
pressure sensor signal circuit. This sensor signal voltage changes, based on the differential pressure in the EGR crossover tube.
Component Location
The EGR differential pressure sensor is located on the intake side of the engine. Refer to Procedure 100-002 (Engine Diagrams)
in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the EGR differential pressure signal voltage is less than 0.26-VDC for more than 2 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the EGR differential pressure sensor is used.
The EGR valve will be closed.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
A signal circuit open or shorted to ground in the engine harness or sensor
A supply wire open or shorted to ground
A malfunctioning EGR differential pressure sensor.
Refer to Troubleshooting Fault Code t05-2274
Last Modified: 20-Jul-2010
(08-fc2274) Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Below Normal256
or Shorted
/ 507 to Low So
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2274) Exhaust Gas Recirculation Valve Delta Pressure Sensor Circuit - Voltage Below Normal257
or Shorted
/ 507 to Low So
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2288
Turbocharger 1 Speed - Data Valid but Above Normal Operational Range - Least
Severe Level
Overview
CODE
Fault Code: 2288
PID: P103
SPN: 103
FMI: 0/15
LAMP: None
SRT:
REASON
Turbocharger 1 Speed - Data Valid but Above Normal Operational Range
- Least Severe Level. High turbocharger speed has been detected by the
ECM.
EFFECT
Engine power derate to
lower the turbocharger
speed.
ISB, ISC, and ISL with CM2150 - Turbocharger 1 Speed Circuit
Circuit Description
The turbocharger speed sensor is a variable reluctance speed sensor. It consists of a coil wire and an iron core. The target on the
turbocharger shaft is a ground flat in the center of the shaft. As the flat on the turbocharger shaft spins past the speed sensor, a
signal is generated. The electronic control module (ECM) interprets this signal and converts it to a turbocharger speed reading.
Component Location
The turbocharger speed sensor is mounted in the center housing of the turbocharger. Refer to Procedure 100-002 (Engine
Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the turbocharger speed is above the maximum calibratible limits.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the diagnostic runs and fails.
The ECM will reduce torque output of the engine to reduce turbocharger speeds.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
When the engine has taken the necessary action to reduce the turbocharger speed, this fault code is logged. This fault code is for
information only and no repairs are necessary. The engine can possibly be derated when operating near the maximum
turbocharger speed limits.
Refer to Troubleshooting Fault Code t05-2288
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2288) Turbocharger 1 Speed - Data Valid but Above Normal Operational Range - Least Severe
258
Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2311
Electronic Fuel Injection Control Valve Circuit - Condition Exists
Overview
CODE
Fault Code: 2311
PID: S018
SPN: 633
FMI: 11/31
LAMP: Amber
SRT:
REASON
Electronic Fuel Injection Control Valve Circuit - Condition Exists. Fuel pump actuator
circuit resistance too high or too low.
EFFECT
Possible low
power.
ISB, ISC, and ISL with CM2150 - Electronic Fuel Injection Control Valve Circuit
Circuit Description
The circuit is a pulse width modulated driver in the electronic control module (ECM) that controls the electronic fuel control
actuator. The actuator is grounded in the ECM. The ECM varies the current to this valve to provide the correct fuel flow to the
high-pressure pump based on engine operating conditions. The electronic fuel control actuator valve is a normally open valve.
High circuit resistance can cause fuel pressure to be higher than commanded at light loads.
Component Location
The fuel pump actuator valve is located on the engine-mounted fuel pump housing. Refer to Procedure 100-002 (Engine
Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
This fault is set when the fuel pump actuator circuit has intermittent circuit problems.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Fuel rail pressure will be higher than the commanded rail pressure.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
If this fault code occurs during road test, verify that all connectors are clean and free of corrosion before replacing components.
This fault code can become active for any of the following reasons:
Fuel pump actuator high resistance
Engine harness high resistance
Loose, worn, or corroded connectors or pins
Fuel pump actuator with low internal resistance
Fuel pump actuator or engine harness that has shorted to ground
Intermittent circuit failures that cause the fuel pressure to exceed the fuel rail pressure relief valve opening pressure.
If an intermittent electrical circuit problem of the fuel pump actuator circuit exists, it is possible for the fault code to become active
then inactive during normal engine operation. For example, if a poor connection causes an intermittent open or short circuit, the
normally open valve will open in a fraction of a second while the circuit is faulty, causing the fuel rail pressure relief valve to open.
Following the event that caused the fuel rail pressure relief valve to open, the ECM will attempt to reset the fuel rail pressure relief
valve, provided the fuel pump actuator circuit is not still faulty.
Refer to Troubleshooting Fault Code t05-2311
(08-fc2311) Electronic Fuel Injection Control Valve Circuit - Condition Exists
259 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2311) Electronic Fuel Injection Control Valve Circuit - Condition Exists
260 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2321
Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 2321
PID: P190
SPN: 190
FMI: 2/2
LAMP: None
SRT:
REASON
Engine Crankshaft Speed/Position - Data
Erratic, Intermittent, or Incorrect.
Crankshaft engine speed sensor
intermittent synchronization.
EFFECT
Engine can exhibit misfire as control switches from the
primary to the backup speed sensor. Engine power is
reduced while the engine operates on the backup
speed sensor.
ISB, ISC, and ISL with CM2150 - Engine Crankshaft Speed/Position Sensor Circuit
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the engine crankshaft speed/position sensor on the sensor supply
circuit. The ECM also provides a ground on the sensor return circuit. The crankshaft speed/position sensor provides a signal to
the ECM on the crankshaft speed/position sensor signal circuit. This sensor generates a signal to the ECM as the crankshaft
speed indicator ring passes the sensor. The ECM interprets this signal into an engine speed reading and determines engine
position based on the missing tooth on the speed indicator ring.
Component Location
The engine crankshaft speed/position sensor is located on the side of the front gear housing on the intake side of the engine.
Refer to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects an intermittent or degraded signal from the crankshaft speed/position sensor over an extended period of engine
operation.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will set the fault code inactive after the degraded signal from the crankshaft speed/position sensor is no longer present.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
During engine operation, the ECM monitors the primary speed sensor (crankshaft speed sensor) signal. Fault Code 689 will
become active and light the yellow lamp if the signal from the primary speed sensor is not present or degraded for more than 3
continuous seconds. Meanwhile, if the primary engine speed sensor signal is not present or is degraded for a moment (less than
3 seconds), the ECM will interrupt injection events based on the primary engine speed sensor and resume injection events using
the backup engine speed sensor. Engine power will be reduced while the injection events are based on the backup speed sensor.
If the primary speed sensor signal returns, the ECM will automatically interrupt injection events based on the backup speed sensor
and resume injection events based on the primary speed sensor. If over a period of time, the ECM detects several incidents of a
loss of the primary speed sensor signal, this fault code will become active.
A vehicle operator can notice an intermittent “misfire” if the injection events are interrupted while the ECM switches from control
based on the primary and secondary speed sensors. Also, a vehicle operator can notice intermittent “low power” if a “glitch” in the
primary speed sensor signal causes the engine to intermittently use the backup speed sensor for injection control.
This fault code becomes active whenever the ECM detects a persistent loss of the primary engine speed sensor signal over a
short period of time.
(08-fc2321) Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect
261 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
This fault becomes inactive at each key ON or if the ECM does not detect a loss of the primary engine speed sensor signal for at
least 20 minutes.
Possible causes of this fault code include:
Intermittent loss of primary speed sensor signal; the most likely cause is an intermittent open or short circuit that can be
experienced with speed sensor connector problems
Sensor air gap that is marginally too small or too large.
Actions to take if this fault is intermittent:
Look for intermittent engine harness connections in the primary engine speed sensor circuit
Look for loose connections at the ECM connector where the pins can not be locked into the socket
Look for places where the engine harness has worn into a nearby component, causing an intermittent short circuit
Look for pin wear at the speed sensor
Inspect the target wheel for damage.
Refer to Troubleshooting Fault Code t05-2321
Last Modified: 30-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2321) Engine Crankshaft Speed/Position - Data Erratic, Intermittent, or Incorrect
262 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2322
Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 2322
PID: S064
SPN: 723
FMI: 2/2
LAMP: None
SRT:
REASON
Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect.
Camshaft engine speed sensor intermittent synchronization.
EFFECT
None on
performance.
ISB, ISC, and ISL - Engine Camshaft Speed/Position Sensor Circuit
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the engine camshaft speed/position sensor on the sensor supply
circuit. The ECM also provides a ground on the sensor return circuit. The camshaft speed/position sensor provides a signal to the
ECM on the camshaft speed/position sensor signal circuit. This sensor generates a signal to the ECM as the camshaft speed
indicator lobe passes the sensor. The ECM interprets this signal into an engine speed reading and determines engine position.
This sensor is used as a backup sensor if the primary engine crankshaft speed/position signal is lost.
Component Location
The camshaft position sensor is located below the intake side of the engine in the cylinder head to the right of the ECM. Refer to
Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects an intermittent loss of the camshaft speed/position sensor signal.
Action Taken When the Fault Code is Active
The ECM logs the fault code when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will set the fault code inactive after the ECM detects a valid signal from the camshaft speed/position sensor.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
During engine operation, the ECM monitors the secondary speed sensor (crankshaft speed sensor) signal. Fault Code 778 will
become active and light the yellow lamp if the signal from the secondary speed sensor is not present or degraded for more than 3
continuous seconds. If over a period of time the ECM detects several incidents of a loss of the secondary speed sensor signal, but
the signal loss is short in duration, this fault code will become active. Since the secondary engine speed signal is not used for
normal engine operation, a vehicle operator should not notice any symptoms related to this problem.
This fault code becomes active whenever the ECM detects a persistent loss of the secondary engine speed sensor signal over a
short period of time.
This fault becomes inactive at each key-ON or if the ECM does not detect a loss of the secondary engine speed sensor signal for
at least 20 minutes.
Problems that can cause this fault:
Intermittent loss of primary speed sensor signal; the most likely cause is an intermittent open or short circuit that can be
experienced with speed sensor connector problems
Sensor air gap that is marginally too small or too large, or target wheel exhibits excessive runout.
(08-fc2322) Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect
263 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Actions to take if this fault is intermittent:
Look for intermittent engine harness connections in the secondary engine speed sensor circuit
Look for loose connections at the ECM connector where the pins can not be locked into the socket
Look for places where the engine harness has worn into a nearby component, causing an intermittent short circuit
Look for pin wear at the speed sensor
Inspect the target wheel for damage.
Refer to Troubleshooting Fault Code t05-2322
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2322) Engine Camshaft Speed/Position Sensor - Data Erratic, Intermittent, or Incorrect
264 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2345
Turbocharger 1 Speed - Abnormal Rate of Change
Overview
CODE
Fault Code: 2345
PID: P103
SPN: 103
FMI: 10/10
LAMP: Amber
SRT:
REASON
Turbocharger 1 Speed - Abnormal Rate of Change. The
turbocharger speed sensor has detected an erroneous speed
value.
EFFECT
None on performance. The ECM
uses an estimated turbocharger
speed.
ISB, ISC, and ISL with CM2150 - Turbocharger 1 Speed Circuit
Circuit Description
The turbocharger speed sensor is a variable reluctance speed sensor. It consists of a coil of wire and an iron core. The target on
the turbocharger shaft is a ground flat in the center of the shaft. As the flat on the turbocharger shaft passes the speed sensor, a
signal is generated. The electronic control module (ECM) interprets this signal and converts it to a turbocharger speed reading.
Component Location
The turbocharger speed sensor is located in the center housing of the turbocharger. Refer to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the turbocharger speed has increased faster than physically achievable by the turbocharger.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The ECM will estimate turbocharger speed.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault becomes active if the engine is running and the turbocharger speed signal rapidly changes faster than the capabilities of
the turbocharger. This fault code can be caused by an intermittent turbocharger speed sensor connection, incorrect turbocharger
speed sensor air gap, or a faulty turbocharger speed sensor.
Refer to Troubleshooting Fault Code t05-2345
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2345) Turbocharger 1 Speed - Abnormal Rate of Change
265 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2346
Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above
Normal Operational Range - Least Severe Level
Overview
CODE
Fault Code: 2346
PID:
SPN: 2789
FMI: 0/15
LAMP: None
SRT:
REASON
Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid
but Above Normal Operational Range - Least Severe Level.
Turbocharger turbine inlet temperature has exceeded the engine
protection limit.
EFFECT
Fuel is limited in an attempt to
decrease the temperature of the
exhaust gas entering the
turbocharger.
ISB, ISC, and ISL with CM2150 - Electronic Control Module
Circuit Description
The exhaust gas temperature is calculated by the electronic control module (ECM). The exhaust gas temperature is derived by the
ECM, based on engine operating conditions such as intake manifold air temperature, engine speed, injection timing, intake
manifold pressure, and fuel flow.
Component Location
There is not a physical exhaust gas temperature sensor in the system. The exhaust gas temperature is a calculation of exhaust
gas temperature before the turbocharger and is also know as turbine inlet temperature.
Note: Some original equipment manufacturers (OEM) have pyrometer gauges mounted in their chassis. Pyrometers measure
turbine outlet temperature or the exhaust gas leaving the turbocharger and will not equal the value monitored with the exhaust gas
temperature parameter with INSITE™ electronic service tool.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the calculated turbine inlet temperature is greater than a calibratible value.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the temperature threshold is exceeded.
Fuel is limited in an attempt to decrease the temperature of the exhaust gas entering the turbocharger.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is an information fault code indicating that the engine has been derated for high turbine inlet temperature (exhaust
temperature). No troubleshooting is necessary for this fault code. It is only an indicator that the engine power was derated to limit
the exhaust temperature.
If the condition continues to exist, Fault Code 2451 will become active.
Refer to Troubleshooting Fault Code t05-2346
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2346) Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above Normal Operational
266 / 507 Range - Lea
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2347
Turbocharger Compressor Outlet Temperature (Calculated) - Data Valid but
Above Normal Operational Range - Least Severe Level
Overview
CODE
Fault Code: 2347
PID:
SPN: 2790
FMI: 0/15
LAMP: None
SRT:
REASON
Turbocharger Compressor Outlet Temperature (Calculated) - Data
Valid but Above Normal Operational Range - Least Severe Level. High
turbocharger compressor outlet air temperature has been calculated
by the electronic control module (ECM).
EFFECT
Fuel is limited in an attempt
to decrease the calculated
turbocharger compressor
outlet air temperature.
ISB, ISC, and ISL with CM2150 - Electronic Control Module
Circuit Description
The turbocharger compressor outlet air temperature is calculated by the ECM. Turbocharger compressor outlet air temperature is
derived by the ECM, based on engine operating conditions such as turbocharger compressor inlet air temperature, barometric
pressure, turbocharger speed, engine speed, intake manifold air temperature, and intake manifold pressure.
Component Location
There is not a physical turbocharger compressor outlet temperature sensor in the system. The turbocharger compressor outlet air
temperature is a calculation of temperature of the air after it is compressed by the turbocharger compressor, but before exhaust
gas recirculation (EGR) is mixed into the system and before it enters the charge air cooler.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the calculated turbocharger compressor outlet temperature is greater than 238°C [460°F].
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the temperature threshold is exceeded.
Fuel is limited in an attempt to decrease the calculated compressor outlet temperature.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible caused of this fault code include:
Air intake leaks allowing hot under-hood air to enter the intake system
Faulty intake manifold pressure readings
High turbocharger speed readings
Faulty barometric pressure readings
Stuck variable geometry turbocharger.
Note: Unless the failure is a failed barometric pressure sensor or intake manifold pressure sensor, this fault code will most likely
not be active with no load in the shop. The engine will most likely need to be loaded to trip this fault code, and to determine if the
failure has been found and fixed.
Refer to Troubleshooting Fault Code t05-2347
Last Modified: 20-Jul-2010
(08-fc2347) Turbocharger Compressor Outlet Temperature (Calculated) - Data Valid but Above Normal
267 Operational
/ 507
Range
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2347) Turbocharger Compressor Outlet Temperature (Calculated) - Data Valid but Above Normal
268 Operational
/ 507
Range
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2349
EGR Valve Control Circuit - Current Below Normal or Open Circuit
Overview
CODE
Fault Code: 2349
PID: S146
SPN: 2791
FMI: 5
LAMP: Amber
SRT:
REASON
EGR Valve Control Circuit - Current Below Normal or Open Circuit. Motor
terminal or motor coil open circuit has been detected by the ECM.
EFFECT
EGR valve actuation
will be disabled.
ISB, ISC, and ISL with CM2150 - EGR Valve Position Circuit
Circuit Description
The exhaust gas recirculation (EGR) valve is opened by a motor located on top of the EGR valve. A motor shaft extends from the
motor and contacts the dual-poppet valve to open the EGR valve. The EGR valve motor does not actually retract the EGR valve.
The motor current is reduced and the spring pushes the EGR valve closed.
Component Location
The EGR valve is located on the air intake connection. Refer to Procedure 100-002 in Section E for a detailed component location
view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects an open circuit in the engine wiring harness or EGR valve motor coil.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The EGR valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Possible causes of this fault code include:
EGR motor circuit open circuit
Open circuit in the wiring harness.
Refer to Troubleshooting Fault Code t05-2349
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2349) EGR Valve Control Circuit - Current Below Normal, or Open Circuit
269 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2351
EGR Valve Control Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 2351
PID: S146
SPN: 2791
FMI: 4
LAMP: Amber
SRT:
REASON
EFFECT
EGR Valve Control Circuit - Voltage Below Normal or Shorted to Low Source. Motor EGR valve
terminal or motor coil short circuit to ground or power supply has been detected by actuation will be
the ECM.
disabled.
ISB, ISC, and ISL with CM2150 - EGR Valve Position Circuit
Circuit Description
The exhaust gas recirculation (EGR) valve is opened by a motor located on top of the EGR valve. A motor shaft extends from the
motor and contacts the dual-poppet valve to open the EGR valve. The EGR valve motor does not actually retract the EGR valve.
The motor current is reduced and the spring pushes the EGR valve closed.
Component Location
The EGR valve is located on the air intake connection. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed
component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects a short circuit in the EGR motor supply circuits.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The EGR valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
EGR motor circuit shorted to ground
EGR motor circuit shorted to battery supply.
Refer to Troubleshooting Fault Code t05-2351
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2351) EGR Valve Control Circuit - Voltage Below Normal or Shorted to Low Source
270 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2357
EGR Valve Control Circuit - Mechanical System Not Responding Properly or Out
of Adjustment
Overview
CODE
Fault Code: 2357
PID: S146
SPN: 2791
FMI: 7/7
LAMP: Amber
SRT:
REASON
EFFECT
EGR Valve Control Circuit - Mechanical System Not Responding Properly or Out of
Adjustment. The EGR motor has exceeded the duty cycle limit, indicating a stuck
open EGR valve.
EGR valve
actuation will be
disabled.
ISB, ISC, and ISL - EGR Valve Circuit
Circuit Description
The exhaust gas recirculation (EGR) valve is opened by a motor located on top of the EGR valve. A motor shaft extends from the
motor and contacts the dual-poppet valve to open the EGR valve. The EGR valve motor does not actually retract the EGR valve.
The motor current is reduced and the spring pushes the EGR valve closed.
Component Location
The EGR valve location can vary, depending on the engine application. Refer to Procedure 100-002 (Engine Diagrams) in Section
E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
This fault code is set when the duty cycle required to open the EGR valve is greater than 95 percent for 3 seconds. The EGR
valve controller will try to open the EGR valve again after 10 seconds. The fault code is triggered after three failed attempts.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The EGR valve will stop responding to commands and the spring will close the EGR valve.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and clear the fault code after the keyswitch is cycled and the diagnostic runs
and passes. The fault code will be inactive at key-on. It will only go active if the EGR valve is commanded open and the EGR valve
is unable to move to the commanded position.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is triggered when the EGR valve motor is unable to move the EGR valve in the open position. This is normally
caused by a restriction in the EGR valve not allowing the EGR valve to move to the commanded position.
The fault code will be inactive at key-on. It will only go active if the EGR valve is commanded open and the EGR valve is unable to
move to the commanded position.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Perform the aftertreatment initial check procedure to test for
a damaged diesel particulate filter.
Refer to Procedure For ISB CM2150 engines, 014-013 (Aftertreatment Testing) in Section 14 in the ISB CM2150 Service
Manual, Bulletin 4021578, for reuse guidelines.
Refer to Procedure For ISC and ISL CM2150 engines, 014-013 (Aftertreatment Testing) in Section 14 in the ISC and ISL
CM2150 Service Manual, Bulletin 4021569, for reuse guidelines.
(08-fc2357) EGR Valve Control Circuit - Mechanical System Not Responding Properly or Out of Adjustment
271 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-2357
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2357) EGR Valve Control Circuit - Mechanical System Not Responding Properly or Out of Adjustment
272 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2359
Exhaust Gas Recirculation Valve Delta Pressure - Data Valid But Above Normal
Operational Range - Moderately Severe Level
Overview
CODE
Fault Code: 2359
PID: P411
SPN: 411
FMI: 0/16
LAMP: Amber
SRT:
REASON
EFFECT
Exhaust Gas Recirculation Valve Delta Pressure - Data Valid But Above Normal
Operational Range - Moderately Severe Level. The EGR differential pressure sensor
has detected high EGR gas flow or the EGR differential pressure reading is not valid for
engine operating conditions.
EGR
valve
actuation
will be
disabled.
ISB, ISC, and ISL - Differential Pressure Sensor Circuit
Circuit Description
The exhaust gas recirculation (EGR) differential pressure sensor has two ports that sense exhaust pressure. The sensor outputs a
voltage which represents the pressure difference between the two ports. The electronic control module (ECM) uses this pressure
differential to determine how much exhaust gas is flowing through the EGR connection tube to the intake manifold. This information
is used to control the EGR valve for correct emission levels.
The ECM provides a 5 volt supply to the EGR differential pressure sensor on the sensor supply circuit. The ECM also provides a
ground on the sensor return circuit. The EGR differential pressure sensor provides a signal to the ECM on the EGR differential
pressure sensor signal circuit. This sensor signal voltage changes, based on the differential pressure in the EGR crossover tube.
The EGR differential pressure sensor measures the exhaust gas pressure drop across the EGR differential pressure orifice. This
pressure drop is used to calculate the amount of EGR flow into the intake manifold.
Component Location
The EGR differential pressure sensor is located on the air intake connection. Refer to Procedure 100-002 in Section E for a
detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the following conditions are met:
The EGR valve position is less than 5 percent open
The engine speed is less than a calibratible value
Engine torque output is less than a calibratible value.
Conditions for Setting the Fault Codes
EGR differential pressure is greater than a calibratible value when the EGR valve position is less than 5 percent open and engine
torque is less than a calibratible value.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
EGR valve operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify that the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This diagnostic checks the reading of the differential pressure sensor when the EGR valve is closed. Since the EGR valve is
closed, the reading of the EGR differential pressure should be 0. If the ECM detects a reading higher than expected with the EGR
valve closed, this fault code is logged.
(08-fc2359) Exhaust Gas Recirculation Valve Delta Pressure - Data Valid but Above Normal Operational
273 / 507
Range - Moderat
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Possible causes of this fault code include:
A damaged EGR differential pressure sensor
A stuck open EGR valve
EGR differential pressure sensor flow port cross-drillings are plugged with soot.
Refer to Troubleshooting Fault Code t05-2359
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2359) Exhaust Gas Recirculation Valve Delta Pressure - Data Valid but Above Normal Operational
274 / 507
Range - Moderat
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2363
Engine Brake Actuator Driver Output 2 Circuit - Voltage Below Normal or Shorted
to Low Source
Overview
CODE
Fault Code: 2363
PID: S029
SPN: 1073
FMI: 4
LAMP: Amber
SRT:
REASON
Engine Brake Actuator Driver Output 2 Circuit - Voltage Below Normal or
Shorted to Low Source. Low voltage detected at the engine brake
solenoid number 2 signal circuit.
EFFECT
Engine brake on
cylinders 4, 5, and 6 can
not be activated.
ISL with CM2150 - Engine Brake Actuator Circuit
Circuit Description
The electronic control module (ECM) controls engine brakes on cylinders 4, 5, and 6 by sending a signal on the engine brake
solenoid number 2 signal circuit. A 2-pin Weather Pack connector is located near the number 3 injector pass-through connector at
the back of the engine. There is a jumper harness from this connector to the engine brake pass-through connectors on the rocker
lever housing.
Component Location
The engine brake solenoids are located under the valve cover. The engine brake solenoids are controlled through the engine
harness by the ECM.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated (PWM) device is getting
energized or de-energized. In some cases the diagnostics can also run at some fixed intervals.
Conditions for Setting the Fault Codes
The engine brake 2 circuit PWM signal is not detected to be system voltage when the PWM signal is turned on.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine brake 2 circuit will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include short circuit to ground in the engine harness, connectors, or engine brake solenoids.
Refer to Troubleshooting Fault Code t05-2363
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2363) Engine Brake Actuator Driver Output 2 Circuit - Voltage Below Normal, or Shorted to Low
275Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2367
Engine Brake Actuator Driver Output 2 Circuit - Voltage Above Normal or Shorted
to High Source
Overview
CODE
Fault Code: 2367
PID: S80
SPN: 1073
FMI: 3/3
LAMP: Amber
SRT:
REASON
Engine Brake Actuator Driver Output 2 Circuit - Voltage Above Normal or
Shorted to High Source. Open circuit or high voltage detected at the engine
brake solenoid number 2 signal circuit.
EFFECT
Engine brake on
cylinders 4, 5, and 6
can not be activated.
ISB, ISC, and ISL with CM2150 - Engine Brake Actuator Circuit
Circuit Description
The electronic control module (ECM) controls engine brakes on cylinders 4, 5, and 6 by sending a signal on the engine brake
solenoid number 2 signal circuit. A 2-pin Weather Pack connector is located near the number 3 injector pass-through connector at
the back of the engine. There is a jumper harness from this connector to the engine brake pass-through connectors on the rocker
lever housing.
Component Location
The engine brake solenoids are located under the valve cover. The engine brake solenoids are controlled through the engine
harness from the ECM.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated (PWM) device is getting
energized or de-energized. In some cases the diagnostics can also run at some fixed intervals.
Conditions for Setting the Fault Codes
The engine brake 2 circuit PWM signal is detected to be system voltage when the PWM signal is turned off.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine brake 2 circuit will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
Open circuit in the engine harness, brake harness, or engine brake solenoids
Short to voltage source in the engine harness
Damaged ECM.
Refer to Troubleshooting Fault Code t05-2367
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2367) Engine Brake Actuator Driver Output 2 Circuit - Voltage Above Normal or Shorted to High
276Source
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2373
Exhaust Gas Pressure Sensor Circuit - Voltage Above Normal or Shorted to High
Source
Overview
CODE
Fault Code: 2373
PID: P131
SPN: 1209
FMI: 3/3
LAMP: Amber
SRT:
REASON
Exhaust Gas Pressure Sensor Circuit - Voltage Above Normal or Shorted to High
Source. High signal voltage detected at the exhaust gas pressure circuit.
EFFECT
None on
performance.
ISB, ISC, and ISL - Exhaust Gas Pressure Circuit
Circuit Description
The exhaust gas pressure sensor is used to measure exhaust gas pressure in the exhaust manifold. This information is used by
the electronic control module (ECM) to control emissions and exhaust gas recirculation (EGR) valve operation. The ECM provides
a 5 volt supply to the exhaust gas pressure sensor on the sensor supply circuit. The ECM also provides a ground on the sensor
return circuit. The exhaust gas pressure sensor provides a signal to the ECM on the exhaust gas pressure sensor signal circuit.
This sensor signal voltage changes based on the pressure in the exhaust manifold.
Component Location
The exhaust gas pressure sensor is located above the front section of the exhaust manifold and is plumbed into the exhaust
manifold. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the exhaust gas pressure signal voltage is greater than 4.75-VDC for more than 4 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value is used of the exhaust gas pressure reading.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The exhaust gas pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in
the engine harness can cause multiple fault codes to be active.
Possible causes of this fault code include:
An open return circuit in the engine harness, connectors, or sensor
A signal wire shorted to sensor supply or battery voltage.
Refer to Troubleshooting Fault Code t05-2373
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2373) Exhaust Gas Pressure Sensor Circuit - Voltage Above Normal or Shorted to High Source
277 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2374
Exhaust Gas Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low
Source
Overview
CODE
Fault Code: 2374
PID: P131
SPN: 1209
FMI: 4/4
LAMP: Amber
SRT:
REASON
Exhaust Gas Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low
Source. Low signal voltage detected at the exhaust gas pressure circuit.
EFFECT
None on
performance.
ISB, ISC, and ISL - Exhaust Gas Pressure Circuit
Circuit Description
The exhaust gas pressure sensor is used to measure exhaust gas pressure in the exhaust manifold. This information is used by
the electronic control module (ECM) to control emissions and exhaust gas recirculation (EGR) valve operation. The ECM provides
a 5 volt supply to the exhaust gas pressure sensor on the sensor supply circuit. The ECM also provides a ground on the sensor
return circuit. The exhaust gas pressure sensor provides a signal to the ECM on the exhaust gas pressure sensor signal circuit.
This sensor signal voltage changes based on the pressure in the exhaust manifold.
Component Location
The exhaust gas pressure sensor is located above the front section of the exhaust manifold and is plumbed into the exhaust
manifold. Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the exhaust gas pressure signal voltage is less than .25-VDC for more than 4 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value of the exhaust gas pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The exhaust gas pressure sensor shares supply and return wires in the engine harness with other sensors. Opens and shorts in
the engine harness can cause multiple fault codes to be active.
Possible causes of this fault code include:
A signal circuit open or shorted to ground in the engine harness or sensor
A supply wire open or shorted to ground.
Refer to Troubleshooting Fault Code t05-2374
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2374) Exhaust Gas Pressure Sensor Circuit - Voltage Below Normal or Shorted to Low Source278 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2375
Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Above Normal
or Shorted to High Source
Overview
CODE
Fault Code: 2375
PID: P412
SPN: 412
FMI: 3/3
LAMP: Amber
SRT:
REASON
EFFECT
Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Above Normal or
Shorted to High Source. High signal voltage detected at EGR temperature circuit.
EGR valve
actuation will be
disabled.
ISB, ISC, and ISL - Exhaust Gas Recirculation Temperature Sensor Circuit
Circuit Description
The exhaust gas recirculation (EGR) temperature sensor is a variable resistor sensor and is used to measure the temperature of
the EGR gas flow after it exits the EGR cooler. The ECM supplies 5 volts to the EGR temperature signal circuit. The ECM monitors
the change in voltage caused by changes in the resistance of the sensor to determine the EGR flow temperature.
The EGR temperature value is used by the ECM for the engine protection system and engine emissions control.
Component Location
The EGR temperature sensor is located on the EGR connection tube between the EGR cooler and the air intake connection.Refer
to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the EGR temperature signal voltage is greater than 5.1-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the exhaust gas recirculation temperature reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe® Online for applicable fixes to the
calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032 (ECM Calibration Code) in Section
19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The EGR temperature sensor shares return wires in the engine harness with other sensors. An open return can cause multiple
fault codes to be active.
Possible causes of this fault code include:
An open return circuit in the harness, connectors or sensor
An open signal circuit or shorted to a voltage source.
Temperature °C
Temperature [°F]
Resistance (ohms)
0
32
256k to 423k
20
68
99k to 154k
40
104
42k to 63k
(08-fc2375) Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Above Normal or Shorted
279 /to507
High Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
100
212
5.5k to 7.1k
140
284
1.9k to 2.3k
200
392
Refer to Troubleshooting Fault Code t05-2375
520 to 580
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2375) Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Above Normal or Shorted
280 /to507
High Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2376
Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Below Normal or
Shorted to Low Source
Overview
CODE
Fault Code: 2376
PID: P412
SPN: 412
FMI: 4/4
LAMP: Amber
SRT:
REASON
Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Below Normal or
Shorted to Low Source. Low signal voltage detected at EGR temperature circuit.
EFFECT
EGR valve
actuation will be
disabled.
ISB, ISC, and ISL - Exhaust Gas Recirculation Temperature Sensor Circuit
Circuit Description
The exhaust gas recirculation (EGR) temperature sensor is a variable resistor sensor and is used to measure the temperature of
the EGR gas flow after it exits the EGR cooler. The electronic control module (ECM) supplies 5 volts to the EGR temperature signal
circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the EGR flow
temperature.
The EGR temperature value is used by the ECM for the engine protection system and engine emissions control.
Component Location
The EGR temperature sensor is located on the EGR connection tube between the EGR cooler and the air intake connection.
Refer to Procedure 100-002 (Engine Diagrams) in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the EGR temperature signal voltage is less than 0.09-VDC for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the EGR temperature reading is used.
EGR valve actuation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The EGR temperature sensor shares return wires in the engine harness with other sensors. An open return can cause multiple
fault codes to be active.
Possible causes of this fault code include:
A signal shorted to ground in the harness
A signal shorted to return or ground in the sensor.
Refer to Troubleshooting Fault Code t05-2376
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2376) Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Below Normal or Shorted
281 to
/ 507
Low Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc2376) Exhaust Gas Recirculation Temperature Sensor Circuit - Voltage Below Normal or Shorted
282 to
/ 507
Low Source
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2377
Fan Control Circuit - Voltage Above Normal or Shorted to High Source
Overview
CODE
Fault Code: 2377
PID: S033
SPN: 647
FMI: 3/3
LAMP: Amber
SRT:
REASON
Fan Control Circuit - Voltage Above Normal or Shorted to High Source.
Open circuit or high voltage detected at the fan control circuit.
EFFECT
The fan may stay on
continuously or not run at
all.
ISB, ISC, and ISL - Fan Control Circuit
Circuit Description
The fan control circuit is a device used by the engine to control the fan operation. When the electronic control module (ECM)
energizes the fan control circuit, the engine fan is engaged.
The fan control circuit utilizes a pulse width modulated (PWM) signal. A PWM signal is a pulsed voltage signal between 0-VDC and
system voltage. The frequency of the pulsed voltage signal is dependent on the application requirement.
There are two types of fans supported by the fan control circuit; variable speed and ON/OFF. The INSITE™ electronic service tool
can be used to determine which fan type is currently set up for use. The fan control circuit varies by original equipment
manufacturer (OEM). Certain OEMs can use a solenoid return that is wired to the ECM or can use a return that goes to the engine
block or chassis ground.
Component Location
The fan clutch solenoid location varies by OEM. Refer to the appropriate OEM service literature to determine the location.
Conditions for Running the Diagnostics
For ON/OFF and variable speed fan types, the diagnostic runs when the fan is turned off and will latch active when the fan PWM
signal is 100 percent. For all other fan types, the diagnostic runs when the fan PWM signal is less than 100 percent and will latch
active when the fan PWM signal is 100 percent.
Conditions for Setting the Fault Codes
The fan control circuit PWM signal is detected to be greater than 0-VDC when the PWM signal is turned off by the ECM.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Fan operation will be disabled.
Conditions for Clearing the Fault Code
For ON/OFF and variable speed fan, the diagnostic will clear when the fan is turned off and the diagnostic runs and passes. For
all other fan types, the diagnostic will clear when the fan PWM signal is less than 100 percent.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The ECM monitors the voltage level on this circuit. When the ECM commands the fan signal low, it expects the voltage level to be
approximately 0-VDC. If it detects a high voltage, this fault is recorded.
If Fault Code 2377 is still active after completing the following troubleshooting steps, consult the OEM troubleshooting and repair
manual for procedures to check the fan clutch device for an open circuit or short circuit to ground.
Possible causes of this fault include:
An open circuit in the engine harness or fan control solenoid
A short circuit to voltage source in the OEM harness
(08-fc2377) Fan Control Circuit - Voltage Above Normal or Shorted to High Source
283 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
A malfunctioning ECM.
Refer to Troubleshooting Fault Code t05-2377
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2377) Fan Control Circuit - Voltage Above Normal or Shorted to High Source
284 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2387
VGT Actuator Driver Circuit (Motor) - Mechanical System Not Responding
Properly or Out of Adjustment
Overview
CODE
Fault Code: 2387
PID: S027
SPN: 641
FMI: 7/7
LAMP: Amber
SRT:
REASON
EFFECT
VGT Actuator Driver Circuit (Motor) - Mechanical System Not Responding Properly or Out
of Adjustment. The smart VGT controller has detected incorrect stop limits, or the VGT is
unable to move to the closed position.
VGT
travel can
be
limited.
ISB, ISC, and ISL - VGT Actuator Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart device
that receives information via the J1939 data link from the primary engine ECM. The VGT actuator performs its own diagnostics and
reports errors back to the primary engine ECM using the J1939 data link.
Component Location
The VGT actuator is located on the turbocharger bearing housing.Refer to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
This fault code is set when the actual VGT actuator position does not meet the commanded position for more than 10 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The VGT actuator will continue to attempt to meet commanded position even when the CHECK ENGINE lamp is on.
Active and stationary regeneration of the aftertreatment system are disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes at initial key ON.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe™ Online for applicable fixes to the
calibration stored in the ECM. If necessary, calibrate the ECM.Refer to Procedure 019-032 in Section 19.
This fault code is set when the actual VGT actuator position does not meet the commanded position for more than 10
seconds.
Large boost pressure leaks can also cause this fault code.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system can possibly have occurred. Perform the aftertreatment initial check procedure
to test for a damaged diesel particulate filter.
For ISB engines, reference the ISB CM2150 Service Manual, Bulletin 4021578.Refer to Procedure 014-013 in Section 14.
For ISC and ISL engines reference the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer to Procedure 014-013
in Section 14.
Inspect the aftertreatment system for potential damage.
Refer to Troubleshooting Fault Code t05-2387
Last Modified: 20-Jul-2010
(08-fc2387) VGT Actuator Driver Circuit (Motor) - Mechanical System Not Responding Properly, or Out
285 of
/ 507
Adjustment
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2387) VGT Actuator Driver Circuit (Motor) - Mechanical System Not Responding Properly, or Out
286 of
/ 507
Adjustment
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2448
Coolant Level - Data Valid but Below Normal Operational Range - Least Severe
Level
Overview
CODE
Fault Code: 2448
PID:
SPN: 111
FMI: 1/17
LAMP: Maintenance
SRT:
REASON
Coolant Level - Data Valid but Below Normal Operational Range - Least Severe
Level. Low engine coolant level detected.
EFFECT
None on
performance.
ISB, ISC, and ISL - Electronic Control Module
Circuit Description
The coolant level sensor is a switch and is used to measure the level of the engine coolant in the radiator top tank. The coolant
level sensor is immersed in the coolant and returns a different signal voltage when immersed in coolant versus being out of
coolant. The electronic control module (ECM) monitors the change in the signal voltage to determine the level of the engine
coolant.
Component Location
The engine coolant level sensor is typically located in the radiator top tank or surge tank. Refer to the OEM troubleshooting and
repair manual for the location.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the coolant level is below the normal operating limits.
Action Taken When the Fault Code is Active
The ECM flashes the amber CHECK ENGINE light at initial key-on for 30 seconds when low engine coolant level has been
detected.
Conditions for Clearing the Fault Code
The ECM will stop flashing the amber CHECK ENGINE light at key-on when coolant has been added to the engine.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code goes active when the coolant level inside the radiator top tank or surge tank drops below the sensor level. Fill the
top tank with coolant.
Refer to Troubleshooting Fault Code t05-2448
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2448) Coolant Level - Data Valid but Below Normal Operational Range - Least Severe Level 287 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2449
VGT Actuator Controller - Out of Calibration
Overview
CODE
Fault Code: 2449
PID: S027
SPN: 641
FMI: 13/13
LAMP: Red
SRT:
REASON
EFFECT
VGT Actuator Controller - Out of Calibration. The VGT has failed the automatic
calibration procedure at initial key-ON.
Low intake manifold
pressure.
ISB, ISC, and ISL - VGT Actuator Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronic activated by the VGT actuator. The VGT actuator is a smart device that
receives information via the J1939 data link from the primary engine ECM. The VGT actuator performs its own diagnostics and
reports errors back to the primary engine ECM using the J1939 data link.
Component Location
The VGT actuator is located on the turbocharger bearing housing.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is initially turned to the ON position.
The keyswitch must be completely turned OFF for more than 30 seconds before this diagnostic will run at initial key on.
Conditions for Setting the Fault Codes
The internal position reference is not detected during the initial power-on due to mechanical system binding or internal condition.
The actual VGT actuator position is not known.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
VGT actuation will be disabled.
Active and stationary regeneration of the aftertreatment system is disabled.
Conditions for Clearing the Fault Code
The keyswitch must be completely turned OFF for more than 30 seconds before this diagnostic will run at initial key on.
The fault code will clear at key-ON if the error condition no longer exists. The ECM will turn off the red STOP ENGINE light and
enable VGT operation immediately after the diagnostic runs and passes.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe™ Online for applicable fixes to the
calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.
This fault code is logged when one of the following error conditions exists.
If the turbocharger actuator has just been replaced and this fault code is active, this usually indicates that the turbocharger
actuator has not been installed correctly. The gear alignment between the actuator and the turbocharger housing is
misaligned.
Foreign material in the VGT turbocharger can prevent the sliding nozzle from moving to the desired position at key-on.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Perform the aftertreatment initial check procedure to test for
a damaged diesel particulate filter.
For ISB engines, see the following procedure in the ISB CM2150 Service Manual, Bulletin 4021578. Refer to Procedure 014013 in Section 14.
For ISC and ISL engines, see the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569. Refer
to Procedure
014-013 in Controller
Section 14. - Out of Calibration
(08-fc2449)
VGT Actuator
288 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
to Procedure 014-013 in Section 14.
Refer to Troubleshooting Fault Code t05-2449
Last Modified: 04-Feb-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2449) VGT Actuator Controller - Out of Calibration
289 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2451
Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above
Normal Operational Range - Moderately Severe Level
Overview
CODE
Fault Code: 2451
PID:
SPN: 2789
FMI: 0/16
LAMP: None
SRT:
REASON
EFFECT
Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid
but Above Normal Operational Range - Moderately Severe Level.
Turbocharger turbine inlet temperature has exceeded the engine
protection limit.
Fuel is limited in an attempt to
decrease the calculated exhaust
gas temperature entering the
turbocharger.
ISB, ISC, and ISL - Electronic Control Module
Circuit Description
The exhaust gas temperature is calculated by the electronic control module (ECM). Exhaust gas temperature is derived by the
ECM, based on engine operating conditions such as intake manifold air temperature, engine speed, injection timing, intake
manifold pressure, and fuel flow.
Component Location
There is not a physical exhaust gas temperature sensor in the system. The exhaust gas temperature is a calculation of exhaust
gas temperature before the turbocharger and is also known as turbine inlet temperature.
Note: Some original equipment manufacturers (OEMs) have pyrometer gauges mounted in their chassis. Pyrometers measure
turbine outlet temperature or the exhaust gas leaving the turbocharger and will not equal the value monitored with the exhaust gas
temperature parameter in INSITE™ electronic service tool.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the calculated turbine inlet temperature is greater than a calibratible value.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the temperature threshold is exceeded.
Fuel is limited in an attempt to decrease the exhaust gas temperature entering the turbocharger.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
The most common cause of this fault code is low boost pressure. Low boost pressure can be caused by several factors; leaking
charge air cooler, damaged charge air cooler piping or hose, loose charge air cooler clamps, damaged intake manifold pressure
sensor, damaged variable geometry turbocharger, damaged turbocharger control valve, or damaged turbocharger control shutoff
valve.
This fault code can also be caused by a turbocharger fuel control derate which can be viewed in INSITE™ electronic service tool
under the Engine Operating State. Turbocharger fuel control derates can be caused by several factors: high exhaust
temperatures, high turbocharger compressor inlet temperatures, and high turbocharger compressor outlet temperatures.
Exhaust gas recirculation (EGR) system leaks can also cause this fault code. Inspect the EGR bellows and EGR connections for
signs of leaks.
Note: This fault code will most likely not be active with no load in the shop. The engine must be loaded to trip this fault code and
to determine if the malfunction has been found and fixed. Running units on the dynamometer can sometimes cause this fault code
(08-fc2451) Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above Normal Operational
290 / 507 Range - Mod
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
to determine if the malfunction has been found and fixed. Running units on the dynamometer can sometimes cause this fault code
to log due to the stationary nature and high temperatures.
Refer to Troubleshooting Fault Code t05-2451
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2451) Turbocharger Turbine Inlet Temperature (Calculated) - Data Valid but Above Normal Operational
291 / 507 Range - Mod
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2554
Exhaust Gas Pressure - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 2554
PID: P131
SPN: 1209
FMI: 2/2
LAMP: Amber
SRT:
REASON
Exhaust Gas Pressure - Data Erratic, Intermittent, or Incorrect. The
exhaust gas pressure sensor is reading an erratic value at initial Key On.
EFFECT
The ECM will estimate
the exhaust gas
pressure.
ISB, ISC, and ISL - Exhaust Gas Pressure Circuit
Circuit Description
The exhaust gas pressure sensor is used to measure exhaust gas pressure in the exhaust manifold. This information is used by
the electronic control module (ECM) to control exhaust gas recirculation (EGR) valve operation. The ECM provides a 5 volt supply
to the exhaust gas pressure sensor on the sensor supply circuit. The ECM also provides a ground on the sensor return circuit.
The exhaust gas pressure sensor provides a signal to the ECM on the exhaust gas pressure sensor signal circuit. This sensor
signal voltage changes based on the pressure in the exhaust manifold.
Component Location
The exhaust gas pressure sensor is located above the front section of the exhaust manifold and is plumbed into the exhaust
manifold. Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is initially turned ON.
The diagnostic will also run when the engine is running and lower than expected exhaust pressure is detected.
Conditions for Setting the Fault Codes
The ECM detects that the exhaust pressure reading is higher or lower than the other absolute pressure sensors on the
engine when the keyswitch is ON and the engine is not running.
The ECM detects that the exhaust pressure is lower than a calibratible value during normal engine operation.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value is used for the exhaust gas pressure reading.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the following procedure in the
corresponding Troubleshooting and Repair Manual for the engine being serviced. Refer to Procedure 019-032 in Section 19.
At KEY ON, before the engine starts, the sensor readings for intake manifold pressure, barometric air pressure, and exhaust gas
pressure are compared to each other. This fault code occurs if the exhaust gas pressure sensor reading is different from the other
sensor readings. This check is only done once after the keyswitch is turned ON.
Possible causes of this fault code include:
A stuck in-range exhaust gas pressure sensor reading
A high resistance in the exhaust gas pressure sensor signal or return lines
Plugging or restriction in the exhaust gas pressure sensor tube.
Refer to Troubleshooting Fault Code t05-2554
Last Modified: 20-Jul-2010
(08-fc2554) Exhaust Gas Pressure - Data Erratic, Intermittent, or Incorrect
292 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2554) Exhaust Gas Pressure - Data Erratic, Intermittent, or Incorrect
293 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2555
Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High Source
Overview
Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High Source
CODE
Fault Code: 2555
PID: S070
SPN: 729
FMI: 3
LAMP: Amber
SRT:
REASON
Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High
Source. High voltage detected at the intake air heater signal circuit.
EFFECT
The intake air heaters may
be ON or OFF all the time.
ISB, ISC, and ISL - Intake Air Heater 1 Circuit
Circuit Description
The intake air heater improves starting and white smoke control in cold ambient conditions. The electronic control module (ECM)
controls relays that switch power to the intake air heater. 12-volt systems will have two relays while 24-volt systems only require
one relay.
Component Location
The intake air heater is located at the air inlet connection into the intake manifold. The location of the intake air heater relays will
vary by original equipment manufacturer (OEM). Use the following procedure for a detailed component location. Refer to
Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated (PWM) device is activated. In
some cases the diagnostic can also run at some fixed intervals.
Conditions for Setting the Fault Codes
The intake air heater circuit PWM signal is detected to be greater than 0 volts when the PWM signal is turned off by the ECM.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Intake air heater operation will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. Use the following procedure to calibrate the ECM, if necessary.
Refer to Procedure 019-032 in Section 19.
Possible causes of this fault code include:
Intake air heater relay signal wire not connected to the relay
Intake air heater relay return wire not connected to the relay
Open circuit in the intake air heater relay signal wire
Open circuit in the intake air heater relay return wire
Intake air heater signal wire shorted to a voltage source.
Refer to Troubleshooting Fault Code t05-2555
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2555) Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High Source
294 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc2555) Intake Air Heater 1 Circuit - Voltage Above Normal or Shorted to High Source
295 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2556
Intake Air Heater 1 Circuit - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 2556
PID: S070
SPN: 729
FMI: 4
LAMP: Amber
SRT:
REASON
Intake Air Heater 1 Circuit - Voltage Below Normal or Shorted to Low
Source. Low voltage detected at the intake air heater signal circuit.
EFFECT
The intake air heater may
be ON or OFF all the time.
ISB, ISC, and ISL - Intake Air Heater 1 Circuit
Circuit Description
The intake air heater improves starting and white smoke control in cold ambient conditions. The electronic control module (ECM)
controls relays that switch power to the intake air heater. 12-volt systems will have two relays while 24-volt systems only require
one relay.
Component Location
The intake air heater is located at the air inlet connection into the intake manifold. The location of the intake air heater relays will
vary by original equipment manufacturer (OEM). Refer to Procedure 100-002 (Engine Diagrams) in Section F for a detailed
component location view.
Conditions for Running the Diagnostics
This diagnostic runs when the keyswitch is in the ON position and when the pulse width modulated (PWM) device is getting
energized or de-energized. In some cases the diagnostics can also run at some fixed intervals.
Conditions for Setting the Fault Codes
The intake air heater circuit PWM signal is not detected to be system voltage when the PWM signal is turned on.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The intake air heater circuit will be disabled.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light and the fault code state will become inactive immediately after the diagnostic
runs and passes. The fault code can also be cleared with INSITE™ electronic service tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Possible causes of this fault code include:
A shorted intake air heater relay
Intake air heater relay supply wire shorted to ground.
Refer to Troubleshooting Fault Code t05-2556
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2556) Intake Air Heater 1 Circuit - Voltage Below Normal or Shorted to Low Source
296 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2557 (QSB3.3)
Auxiliary PWM Driver 1 - Voltage Above Normal or Shorted to High Source
Overview
CODE
Fault Code: 2557
PID: S057
SPN: 697
FMI: 3
LAMP: Amber
SRT:
REASON
Auxiliary PWM Driver 1 - Voltage Above Normal or Shorted to High Source. High
signal voltage detected at the analog torque circuit.
EFFECT
Can not control
transmission.
Auxiliary Pulse Width Modulated (PWM) Driver 1 Circuit
Circuit Description
The transmission shift modulator uses this signal from the electronic control module (ECM) to determine when to shift the
transmission. The return circuit is dependent on original equipment manufacturer (OEM) wiring. It may be wired back to the ECM
on some vehicles or wired to chassis or block ground on others. Consult the OEM wiring diagram for return circuit details.
Component Location
Refer to the OEM wiring diagram for the location of the transmission shift modulator.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault can be caused by the following:
A faulty transmission shift modulator
An open circuit in the output device driver return wire
A pin-to-pin short circuit in the output device driver wire.
Refer to Troubleshooting Fault Code t05-2557
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2557) Auxiliary PWM Driver 1 Circuit - Voltage Above Normal or Shorted to High Source
297 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2558 (QSB3.3)
Auxiliary PWM Driver 1 - Voltage Below Normal or Shorted to Low Source
Overview
CODE
Fault Code: 2558
PID: S057
SPN: 697
FMI: 4
LAMP: Amber
SRT:
REASON
Auxiliary PWM Driver 1 - Voltage Below Normal or Shorted to Low Source. Low
signal voltage detected at the analog torque circuit.
EFFECT
Can not control
transmission.
Auxiliary Pulse Width Modulated (PWM) Driver 1 Circuit
Circuit Description
The transmission shift modulator uses this signal from the electronic control module (ECM) to determine when to shift the
transmission. The return circuit is dependent on original equipment manufacturer (OEM) wiring. It may be wired back to the ECM
on some vehicles or wired to chassis or block ground on others. Consult the OEM wiring diagram for return circuit details.
Component Location
Refer to the OEM diagram for the location of the transmission shift modulator.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault can be caused by the following:
A faulty transmission shift modulator
An short circuit to ground on the output device driver line
A short pin-to-pin in the output device driver line.
Refer to Troubleshooting Fault Code t05-2558
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2558) Auxiliary PWM Driver 1 Circuit - Voltage Below Normal or Shorted to Low Source
298 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2634
VGT Actuator Controller - Bad Intelligent Device or Component
Overview
CODE
Fault Code: 2634
PID: S027
SPN: 641
FMI: 12/12
LAMP: Red
SRT:
REASON
EFFECT
VGT Actuator Controller - Bad Intelligent Device or Component. An internal error
has been detected by the smart VGT controller.
VGT actuation will
be disabled.
ISB, ISC, and ISL - VGT Actuator Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart device
that receives information via the J1939 data link from the primary engine electronic control module (ECM). The VGT actuator
performs its own diagnostics and reports errors back to the primary engine ECM using the J1939 data link.
Component Location
The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The VGT actuator has detected an internal error in the VGT smart device.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
VGT actuation will be disabled.
Conditions for Clearing the Fault Code
The diagnostic will clear at initial key-on if the error condition no longer exists. The ECM will turn off the amber CHECK ENGINE
light and enable VGT operation immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code is logged when the VGT smart actuator detected an internal error within the VGT actuator. The VGT actuator will
stop controlling the turbocharger when this fault code is active.
Fault Code 2634 will become active if the VGT actuator is removed from the turbocharger and then the keyswitch is turned to the
on position or it may be possible for it to become active if the actuator fails the install/calibrate procedure. If this occurs, disconnect
the VGT actuator from the engine harness with the keyswitch on, and connect the VGT actuator to the engine harness. Fault
Code 2634 should go inactive. Follow the VGT actuator installation procedure to install the VGT actuator.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Perform the aftertreatment initial check procedure to test for
a damaged diesel particulate filter.
For ISB engines, see the following procedure in the ISB CM2150 Service Manual, Bulletin 4021578. Refer to Procedure 014-013 in
Section 14. For ISC and ISL engines, see the following procedure in the ISC and ISL CM2150 Service Manual, Bulletin 4021569.
Refer to Procedure 014-013 in Section 14.
Refer to Troubleshooting Fault Code t05-2634
(08-fc2634) VGT Actuator Controller - Bad Intelligent Device or Component
299 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2634) VGT Actuator Controller - Bad Intelligent Device or Component
300 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2635
VGT Actuator Driver Circuit - Condition Exists
Overview
CODE
Fault Code: 2635
PID: S027
SPN: 641
FMI: 11/31
LAMP: Red
SRT:
REASON
VGT Actuator Driver Circuit - Condition Exists. A calibration mismatch between
the VGT actuator and the ECM has been detected.
EFFECT
VGT actuation will
be disabled.
ISB, ISC, and ISL - VGT Actuator Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart device
that receives information via the J1939 datalink from the primary engine electronic control module (ECM). The VGT actuator
performs its own diagnostics and reports errors back to the primary engine ECM using the J1939 datalink.
Component Location
The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 (Engine Diagrams) in Section F
for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM has detected a calibration incompatibility between the VGT actuator and the ECM calibration.
The VGT actuator has detected that the system voltage is incorrect for the installed VGT actuator part number.
The ECM has detected an incorrect VGT actuator installed on the turbocharger.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
VGT actuation will be disabled.
Conditions for Clearing the Fault Code
The diagnostic will clear at initial key-on if the error condition no longer exists. The ECM will turn off the red STOP ENGINE light
and enable VGT operation immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM.Refer to Procedure 019-032
(ECM Calibration Code) in Section 19.
This fault code is logged when the ECM has detected that an incorrect VGT actuator has been installed on the turbocharger.
Refer to Troubleshooting Fault Code t05-2635
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2635) VGT Actuator Driver Circuit - Condition Exists
301 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2636
VGT Actuator Driver Circuit - Abnormal Update Rate
Overview
CODE
Fault Code: 2636
PID: S027
SPN: 641
FMI: 9/9
LAMP: Red
SRT:
REASON
VGT Actuator Driver Circuit - Abnormal Update Rate. No communications on
the J1939 data link between the engine ECM and the smart VGT controller.
EFFECT
The VGT will move to
the default open
position.
ISB, ISC, and ISL - VGT Actuator Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart device
that receives information via the J1939 data link from the primary engine electronic control module (ECM). The VGT actuator
performs its own diagnostics and reports malfunctions back to the primary engine ECM, using the J1939 data link.
Component Location
The VGT actuator is located on the turbocharger bearing housing. Refer to Procedure 100-002 in Section F.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The primary engine ECM does not receive a valid J1939 message from the VGT actuator for more than 1 second.
Action Taken When the Fault Code is Active
The ECM illuminates the red STOP ENGINE light immediately when the diagnostic runs and fails.
The VGT will move to the default open position.
Conditions for Clearing the Fault Code
The ECM will turn off the red STOP ENGINE light and enable VGT operation immediately after a valid J1939 message is received
from the VGT actuator.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM again. Refer to Procedure 019-032
in Section 19.
This fault code is logged when the primary engine ECM does not receive valid J1939 information from the VGT actuator.
Troubleshoot high inactive counts of Fault Code 2636 as an active fault code.
Possible causes of this fault code include:
The VGT actuator is not receiving power from the ECM. This could be caused by an open circuit in the power supply wire or
low voltage supplied by the primary engine ECM
An open return circuit on the VGT actuator circuit
An open or short circuit on the J1939 data link circuit between the ECM and VGT actuator
Intermittent communications between the VGT actuator and the primary engine ECM on the J1939 data link
Rapid cycling of the keyswitch
Connector pins are not installed in the appropriate locations specified by the wiring diagram.
A damaged termination resistor in the engine data link harness
A damaged engine ECM.
The aftertreatment system must be inspected after making the appropriate repair outlined in this fault code troubleshooting tree.
Progressive damage to the aftertreatment system may have occurred. Use the following procedures to perform the aftertreatment
initial check procedure to test for a damaged diesel particulate filter. Refer to Procedure 014-013 in Section 14, in the ISB CM2150
(08-fc2636) VGT Actuator Driver Circuit - Abnormal Update Rate
302 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
initial check procedure to test for a damaged diesel particulate filter. Refer to Procedure 014-013 in Section 14, in the ISB CM2150
Service Manual, Bulletin 4021578. Refer to Procedure 014-013 in Section 14, in the ISC and ISL CM2150 Service Manual, Bulletin
4021569.
Refer to Troubleshooting Fault Code t05-2636
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2636) VGT Actuator Driver Circuit - Abnormal Update Rate
303 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2637
Catalyst Face Plugged - Root Cause Not Known
Overview
CODE
Fault Code: 2637
PID:
SPN: 3050
FMI: 11/11
LAMP: None
SRT:
REASON
EFFECT
Catalyst Face Plugged - Root Cause Not Known. The front face of Active aftertreatment diesel
the aftertreatment diesel oxidation catalyst has been detected to be particulate filter regeneration
plugged with soot.
will be disabled.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
This fault code is set when the inlet face of the diesel oxidation catalyst is detected to be plugged with soot.
The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The temperature
sensors around the aftertreatment diesel oxidation catalyst are used to monitor the temperature differential across the catalyst
during active regeneration of the aftertreatment system.
Component Location
The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst may vary, depending on
the original equipment manufacturer (OEM). Refer to the OEM service manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running and an active regeneration of the aftertreatment is occurring.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the conditions for face plugging of the diesel oxidation catalyst are present and
that plugging may have occurred.
Action Taken When the Fault Code is Active
The fault code is logged immediately when the diagnostic runs and fails
Active aftertreatment diesel particulate filter regeneration will be disabled
The exhaust gas recirculation (EGR) valve operation will be disabled.
Conditions for Clearing the Fault Code
The fault code will be set to inactive after performing INSITE™ electronic service tool Diesel Oxidation Catalyst Maintenance Reset
procedure found under the Aftertreatment Maintenance section of Advanced ECM Data, or when the conditions for diesel oxidation
catalyst face plugging are no longer occurring.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe™ Online for applicable fixes to the
calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.
This fault code is set when the inlet face of the diesel oxidation catalyst is detected to be plugged with soot.
Possible causes of this fault code include:
Engine oil or fuel plugging the front face of the aftertreatment diesel oxidation catalyst.
Excessive automatic/stationary regenerations causing soot plugging on the front face of the aftertreatment diesel oxidation
catalyst.
Refer to Troubleshooting Fault Code t05-2637
Last Modified: 23-Feb-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2637) Catalyst Face Plugged - Root Cause Not Known
304 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc2637) Catalyst Face Plugged - Root Cause Not Known
305 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2638
Catalyst Efficiency - Out of Calibration
Overview
CODE
Fault Code: 2638
PID:
SPN: 3050
FMI: 13/13
LAMP: None
SRT:
REASON
Catalyst Efficiency - Out of Calibration. The temperature increase across the
aftertreatment diesel oxidation catalyst is lower than expected.
EFFECT
None on
performance.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet, at the inlet of the aftertreatment system.
The aftertreatment diesel particulate filter inlet temperature sensor is located between the aftertreatment diesel oxidation catalyst
and the aftertreatment diesel particulate filter. The aftertreatment diesel particulate filter outlet temperature sensor is located after
the aftertreatment diesel particulate filter. The temperature sensors around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active regeneration of the aftertreatment system.
Component Location
The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst may vary, depending on
the original equipment manufacturer (OEM). Refer to the OEM service manual.
Conditions for Running the Diagnostics
Active regeneration of the aftertreatment diesel particulate filter must be occurring before the diagnostic will run.
Conditions for Setting the Fault Codes
The ECM detects that the temperature differential across the aftertreatment diesel oxidation catalyst during active regeneration is
not matching the expected temperature increase.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The fault code will be set to inactive after performing INSITE™ electronic service tool Aftertreatment Diesel Particulate Filter
regeneration test and the Diesel Oxidation Catalyst efficiency is determined to be above a calibratible threshold.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
This fault code is logged when the temperature increase across the catalyst during an active regeneration of the aftertreatment
system is lower than expected.
Possible causes of this fault code include:
Soot plugging the front face of the aftertreatment diesel oxidation catalyst
Engine oil or fuel contamination of the aftertreatment diesel oxidation catalyst
Cracked or contaminated aftertreatment diesel oxidation catalyst
Damage in the aftertreatment fuel injection system
Leaking exhaust system between the turbocharger and the diesel oxidation catalyst
An in-range malfunction of the aftertreatment diesel oxidation catalyst or the aftertreatment diesel particulate filter inlet
temperature sensor can cause this fault code. Make sure there are not any fault codes related to the aftertreatment
temperature sensors before following this troubleshooting tree.
(08-fc2638) Catalyst Efficiency - Out of Calibration
306 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-2638
Last Modified: 15-Sep-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2638) Catalyst Efficiency - Out of Calibration
307 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2639
Aftertreatment Diesel Particulate Filter Differential Pressure - Data Valid but
Above Normal Operational Range - Least Severe Level
Overview
CODE
Fault Code: 2639
PID: S324
SPN: 3251
FMI: 0/15
LAMP: None
SRT:
REASON
EFFECT
Aftertreatment Diesel Particulate Filter Differential
Pressure - Data Valid but Above Normal Operational
Range - Least Severe Level. The soot load of the
aftertreatment diesel particulate filter has exceeded the
recommended limits.
The aftertreatment diesel particulate filter
lamp will be illuminated and will begin to
flash as the severity of the soot load
increases. Engine protection derate based
on severity.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, and
water. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment diesel
particulate filter. The soot load in the aftertreatment diesel particulate filter is estimated, using the aftertreatment differential
pressure sensor and the calculated soot output of the engine.
This fault code can be triggered if the application is not operating at a duty cycle high enough to regenerate the aftertreatment
diesel particulate filter. This fault code indicates that the exhaust temperatures exiting the turbocharger are not high enough to
actively regenerate the soot that is trapped in the aftertreatment diesel particulate filter. It may be necessary to increase the duty
cycle of the application in order to prevent plugging of the aftertreatment diesel particulate filter.
Component Location
The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer
(OEM). Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The electronic control module (ECM) detects that the soot load of the aftertreatment diesel particulate filter is above normal - least
severe. The aftertreatment system needs to be regenerated to remove the soot.
Action Taken When the Fault Code is Active
The ECM will illuminate the aftertreatment diesel particulate filter lamp immediately after the diagnostic is set.
The ECM will flash the aftertreatment diesel particulate filter lamp as the severity of the soot load increases.
A mild torque derate will be applied to the output of the engine after the aftertreatment diesel particulate filterlamp begins to
flash. (Note: There is no derate in emergency vehicle calibrations.)
Conditions for Clearing the Fault Code
The ECM will turn off the aftertreatment diesel particulate filter lamp immediately after the soot load in the aftertreatment diesel
particulate filter has dropped below the least severe level.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on Quickserve™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Note: This fault code indicates that the aftertreatment diesel particulate filter requires maintenance by performing a stationary
regeneration procedure. This is a maintenance procedure only and is not covered by Cummins Inc. warranty.
Possible causes of this fault code include:
The engine has been operating in light load operating conditions that prevent exhaust temperatures from being high
enoughAftertreatment
to regenerate theParticulate
aftertreatmentFilter
dieselDifferential
particulate filter
(08-fc2639)
Pressure - Data Valid but Above Normal Operational
308 / 507 Range - Lea
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
enough to regenerate the aftertreatment diesel particulate filter
Possible engine damage that causes excessive black smoke to be generated.
The aftertreatment diesel particulate filter soot loading can be classified into four different stages. As the soot load increases, the
aftertreatment diesel particulate filter lamp and the Cummins CHECK ENGINE (Amber) or STOP ENGINE (Red) lamp will operate
according to the table below. Inadequate temperature for the exhaust gases entering the aftertreatment system can be a cause of
high soot loads in the aftertreatment diesel particulate filter. The duty cycle of the application will need to be increased in order to
prevent excessive soot from accumulating in the filter.
Soot
Level
Stage
Cummins®
Fault Code
Aftertreatment Diesel
Particulate Filter Lamp
Status
Cummins®
Service Procedure
Lamp Status
1
2639
Solid
Off
Perform stationary
regeneration procedure
No Engine Protection
Derate
2
2639
Flashing
Off
Perform stationary
regeneration procedure
Mild engine torque derate.
3
1921
Flashing
Amber
Perform stationary
regeneration procedure
Moderate engine torque
and engine speed derate.
4
1922
Off
Red
Replace Aftertreatment
Diesel Particulate Filter
Severe engine torque and
engine speed derate.
Engine Protection
Strategy
Refer to Troubleshooting Fault Code t05-2639
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2639) Aftertreatment Particulate Filter Differential Pressure - Data Valid but Above Normal Operational
309 / 507 Range - Lea
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2646
Engine Coolant Temperature - Condition Exists
Overview
CODE
Fault Code: 2646
PID: P110
SPN: 110
FMI: 31
LAMP: Amber
SRT:
REASON
EFFECT
Engine Coolant Temperature - Condition Exists. The EGR valve was closed
to reduce engine coolant temperature.
EGR valve actuation will
be disabled.
ISB, ISC, ISL - Engine Coolant Temperature Circuit
Circuit Description
When the engine coolant temperature nears the engine protection limits, the exhaust gas recirculation (EGR) valve will be closed
to reduce the coolant temperature. This fault code is used as an information fault code, only indicating that the EGR valve has
closed.
Component Location
The engine coolant temperature sensor is located on the thermostat housing. Refer to Procedure 100-002 (Engine Diagrams) in
Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The fault code is set active when the EGR valve is closed to reduce engine coolant temperature.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The fault code is set inactive when the EGR valve actuation is re-activated.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
When the engine coolant temperature nears the engine protection limits, the EGR valve will be closed to reduce the coolant
temperature. This fault code is used as an information fault code, only indicating that the EGR valve has closed. No failure has
occurred to cause this fault code. Other engine protection fault codes will be active if the engine coolant temperature has
exceeded the engine protection limits.
Refer to Troubleshooting Fault Code t05-2646
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2646) Engine Coolant Temperature - Condition Exists
310 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2659
Engine Coolant Temperature - Condition Exists
Overview
CODE
Fault Code: 2659
PID: P110
SPN: 110
FMI: 31
LAMP: None
SRT:
REASON
EFFECT
Engine Coolant Temperature - Condition Exists. The EGR valve was closed
to reduce engine coolant temperature.
EGR valve actuation will
be disabled.
ISB, ISC, and ISL - Engine Coolant Temperature Circuit
Circuit Description
When the engine coolant temperature nears the engine protection limits, the exhaust gas recirculation (EGR) valve will be closed
to reduce the coolant temperature. This fault code is used as an information fault code, only indicating that the EGR valve has
closed.
Component Location
The engine coolant temperature sensor is located on the thermostat housing. Refer to Procedure 100-002 (Engine Diagrams) in
Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
The fault code is set active when the EGR valve is closed to reduce engine coolant temperature.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The fault code is set inactive when the EGR valve actuation is re-activated.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
When the engine coolant temperature nears the engine protection limits, the EGR valve will be closed to reduce the coolant
temperature. This fault code is used as an information fault code, only indicating that the EGR valve has closed. No failure has
occurred to cause this fault code. Other engine protection fault codes will be active if the engine coolant temperature has
exceeded the engine protection limits.
Refer to Troubleshooting Fault Code t05-2659
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2659) Engine Coolant Temperature - Condition Exists
311 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2728
Aftertreatment Fuel Injector 1 - Data Valid but Above Normal Operational Range Moderately Severe Level
Overview
CODE
Fault Code: 2728
PID:
SPN: 3556
FMI: 16
LAMP: None
SRT:
REASON
EFFECT
Aftertreatment Fuel Injector 1 - Data Valid but Above Normal Operational Range Moderately Severe Level. Active regeneration of the aftertreatment diesel particulate
filter has been detected to be ineffective.
None on
performance.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet, at the inlet of the aftertreatment system.
The aftertreatment diesel particulate filter inlet temperature sensor is located between the aftertreatment diesel oxidation catalyst
and the aftertreatment diesel particulate filter. The aftertreatment diesel particulate filter outlet temperature sensor is located after
the aftertreatment diesel particulate filter. The temperature sensors around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active regeneration of the aftertreatment system.
Component Location
The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst can vary depending on
the original equipment manufacturer (OEM).
Conditions for Running the Diagnostics
The diagnostics runs continuously when the engine is running and an active regeneration of the aftertreatment is occurring.
Conditions for Setting the Fault Codes
The aftertreatment system has detected that an active regeneration event has occurred longer than a calibratible time and that
the aftertreatment temperature have not reached a minimum temperature for a complete regeneration of the diesel particulate
filter to occur.
Action Taken When the Fault Code is Active
The fault code is set active immediately when the diagnostic runs and fails
Conditions for Clearing the Fault Code
The electronic control module (ECM) will disable the fault code immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The aftertreatment system will try to meet target temperatures at the outlet of the diesel oxidation catalyst during a regeneration
event. This fault code is activated when the control system detects that excessive fuel is entering the exhaust system, in an
attempt to meet the target temperatures at the diesel oxidation catalyst outlet temperature sensor.
Possible causes of this fault code include:
Soot plugging the front face of the aftertreatment diesel oxidation catalyst
Engine oil or fuel contamination of the aftertreatment diesel oxidation catalyst
A cracked or contaminated aftertreatment diesel oxidation catalyst
A leaking exhaust system between the turbocharger and the aftertreatment diesel oxidation catalyst
The duty cycle of the vehicle is not high enough to provide adequate exhaust temperatures for a complete regeneration
event.
(08-fc2728) Aftertreatment Fuel Injector 1 - Data Valid but Above Normal Operational Range - Moderately
312 / 507
Severe Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-2728
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2728) Aftertreatment Fuel Injector 1 - Data Valid but Above Normal Operational Range - Moderately
313 / 507
Severe Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2742
Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal
Operating Range - Least Severe Level
Overview
CODE
Fault Code: 2742
PID:
SPN: 3249
FMI: 17
LAMP: None
SRT:
REASON
EFFECT
Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operating
Range - Least Severe Level. The temperatures in the aftertreatment system can not
reach the required temperatures for stationary regeneration.
None on
performance.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet, at the inlet of the aftertreatment system.
The aftertreatment diesel particulate filter inlet temperature sensor is located between the aftertreatment diesel oxidation catalyst
and the aftertreatment diesel particulate filter. The aftertreatment diesel particulate filter outlet temperature sensor is located after
the aftertreatment diesel particulate filter. The temperature sensors around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active regeneration of the aftertreatment system.
Component Location
The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst can vary depending on
the original equipment manufacturer (OEM).
Conditions for Running the Diagnostics
The diagnostic runs during a stationary regeneration of the aftertreatment diesel particulate filter.
The diagnostic also runs during extended idle periods when the exhaust temperature can not be increased in the
aftertreatment system to remove water accumulation.
Conditions for Setting the Fault Codes
The ECM detects that the temperature measured at the Diesel Oxidation Catalyst inlet is not meeting the target temperature
required for stationary regeneration.
The ECM detects that the temperature entering the aftertreatment system is not high enough to remove water from the
system during extended idle periods.
Action Taken When the Fault Code is Active
This fault code is set active immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
Use INSITE™ electronic service tool to perform the Aftertreatment Diesel Particulate Filter Regeneration Test found under
ECM Diagnostics Test.
The ECM will disable the fault code immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The aftertreatment system will try to meet target temperatures at the inlet of the diesel oxidation catalyst prior to beginning a
stationary regeneration event. This fault code is activated if the engine is not able to meet the commanded minimum exhaust
temperature required at the inlet of the aftertreatment system. This is prior to any aftertreatment fuel injection into the exhaust
system.
Possible caused of this fault code include:
A leaking exhaust system between the turbocharger and the aftertreatment diesel oxidation catalyst
(08-fc2742) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operational 314
Range
/ 507
- Least Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Excessive exhaust temperature loss between the turbocharger outlet and the inlet of the aftertreatment system.
Refer to Troubleshooting Fault Code t05-2742
Last Modified: 28-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2742) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operational 315
Range
/ 507
- Least Severe
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2743
Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal
Operating Range - Moderately Severe Level
Overview
CODE
Fault Code: 2743
PID:
SPN: 3249
FMI: 18
LAMP: Amber
SRT:
REASON
EFFECT
Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operating
None on
Range - Moderately Severe Level. The temperatures in the aftertreatment system can performance.
not reach the required temperatures for stationary regeneration.
ISB, ISC, and ISL - Aftertreatment System
Circuit Description
The aftertreatment system is monitored by three temperature sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the turbocharger outlet at the inlet of the aftertreatment system.
The aftertreatment diesel particulate filter inlet temperature sensor is located between the aftertreatment diesel oxidation catalyst
and the aftertreatment diesel particulate filter. The aftertreatment diesel particulate filter outlet temperature sensor is located after
the aftertreatment diesel particulate filter. The temperature sensors around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active regeneration of the aftertreatment system.
Component Location
The aftertreatment diesel oxidation catalyst is located in the exhaust system. The location of the catalyst can vary depending on
the original equipment manufacturer (OEM).
Conditions for Running the Diagnostics
The diagnostic runs during a stationary regeneration of the aftertreatment diesel particulate filter.
The diagnostic also runs during extended idle periods when the exhaust temperature can not be increased in the
aftertreatment system to remove water accumulation.
Conditions for Setting the Fault Codes
The ECM detects that the temperature measured at the diesel oxidation catalyst inlet is not meeting the target temperatures
required for stationary regeneration.
The ECM detects that the temperature entering the aftertreatment system is not high enough to remove water from the
system during extended idle periods.
Action Taken When the Fault Code is Active
The set the fault code active immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
Use INSITE™ electronic service tool to perform the aftertreatment diesel particulate filter regeneration test found under ECM
Diagnostics Test.
The ECM will disable the fault code immediately after the diagnostic runs and passes or after a keyswitch cycle.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The aftertreatment system will try to meet target temperatures at the inlet of the diesel oxidation catalyst prior to beginning a
stationary regeneration event. This fault code is activated if the engine is not able to meet the commanded minimum exhaust
temperature required at the inlet of the aftertreatment system. This is prior to any aftertreatment fuel injection into the exhaust
system.
Possible caused of this fault code include:
A leaking exhaust system between the turbocharger and the aftertreatment diesel oxidation catalyst
(08-fc2743) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operational 316
Range
/ 507
- Moderately Se
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Excessive exhaust temperature loss between the turbocharger outlet and the inlet of the aftertreatment system.
Refer to Troubleshooting Fault Code t05-2743
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2743) Aftertreatment Exhaust Gas Temperature 2 - Data Valid but Below Normal Operational 317
Range
/ 507
- Moderately Se
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2754
Engine Particulate Filter Inlet Pressure - Data Valid but Above Normal Operational
Range - Moderately Severe Level
Overview
CODE
Fault Code: 2754
PID:
SPN: 81
FMI: 16
LAMP: Amber
SRT:
REASON
Engine Particulate Filter Inlet Pressure - Data Valid but Above Normal Operational
Range - Moderately Severe Level. Excessive black smoke has been detected exiting
the engine and entering the aftertreatment diesel particulate filter.
EFFECT
None on
performance
ISB, ISC, and ISL - Aftertreatment
Circuit Description
The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, and
water. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment diesel
particulate filter. The soot load in the aftertreatment diesel particulate filter is estimated using the aftertreatment differential
pressure sensor and the calculated soot output of the engine.
This fault code is logged when the sensors in the aftertreatment system indicates soot accumulation inside the diesel particulate
filter is happening at a higher rate than under normal conditions. This indicates that the smoke (soot) being produced by the
engine is higher than normal.
Component Location
The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer
(OEM).
Conditions for Running the Diagnostics
This diagnostic runs continuously when engine speed is greater than 500 rpm.
Conditions for Setting the Fault Codes
This fault code is logged when the soot accumulation inside the diesel particulate filter is happening at a higher rate than under
normal conditions.
Action Taken When the Fault Code is Active
The fault code is active immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The electronic control module (ECM) will disable the fault code immediately after the diagnostic runs and passes or after a
keyswitch cycle.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 (ECM
Calibration Code) in Section 19.
Possible causes of this fault code include:
Boost leaks in the charge air cooler plumbing
A malfunction of the variable geometry turbocharger (VGT)
A malfunction of the exhaust gas recirculation (EGR) valve
A faulty in-range EGR differential pressure sensor
A faulty in-range boost pressure sensor
A faulty in-range barometric pressure sensor
A cylinder misfire or overfueling.
(08-fc2754) Engine Particulate Filter Inlet Pressure - Data Valid but Above Normal Operational Range
318- /Moderately
507
Sever
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Refer to Troubleshooting Fault Code t05-2754
Last Modified: 15-Sep-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2754) Engine Particulate Filter Inlet Pressure - Data Valid but Above Normal Operational Range
319- /Moderately
507
Sever
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2765
Engine Injector Bank 1 Barcodes - Out of Calibration
Overview
CODE
Fault Code: 2765
PID: N/A
SPN: 2797
FMI: 13
LAMP: None
SRT:
REASON
Engine Injector Bank 1 Barcodes - Out of Calibration. Invalid injector barcode
information has been entered.
EFFECT
None on
performance.
ISC and ISL - Electronic Control Module
Circuit Description
The injector solenoid valves are actuated by the electronic control module (ECM) to control fuel metering and timing. Each injector
solenoid is connected to the ECM by a supply and a return wire. An electrical pulse is sent to the injector from the ECM on the
supply wire and returns to the ECM on the return wire, after actuating the solenoid. Each solenoid valve is normally open and is
only closed by an electrical pulse from the ECM during fuel injection and metering.
Component Location
The engine harness connects the ECM to three injector circuit pass-through connectors that are located in the rocker housing.
Internal injector harnesses are located under the valve cover and connect the injectors to the engine harness at the pass-through
connectors. Each pass-through connector provides power and return to two injectors.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the injector barcode values have not been entered correctly into the ECM.
Action Taken When the Fault Code is Active
The fault code will be set active when the injector barcode parameters are not adjusted correctly.
Conditions for Clearing the Fault Code
The fault code will clear immediately after the correct injector barcode values have been entered with INSITE™ electronic service
tool.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
Each fuel injector has a specific barcode. The barcode data contains specific injector information. This barcode information needs
to be entered into the ECM with INSITE™ electronic service tool. If an engine is found to have incorrect injector barcode values,
the correct injector barcode values must be entered. The engine symptom of incorrect barcode values can include rough idle.
The factory installed injector barcode values can be found in QuickServe™ Online by entering the correct engine serial number
(ESN), selecting Service, and then Engine Dataplate. The correct injector barcode values for that ESN are contained in the engine
dataplate section. If the engine has had a previous repair involving the replacement of injectors, the valve cover must be removed
to determine the injector barcodes values on the replacement injectors. Use INSITE™ electronic service tool to enter the barcode
values into the ECM for this fault code to go inactive.
Refer to Troubleshooting Fault Code t05-2765
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2765) Engine Injector Bank 1 Barcodes - Out of Calibration
320 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2777
Particulate Trap Active Regeneration Inhibited Due to Permit Switch - Condition
Exists
Overview
CODE
Fault Code: 2777
PID: 390
SPN: 3703
FMI: 11/31
LAMP: None
SRT:
REASON
EFFECT
Particulate Trap Active Regeneration Inhibited Due to Permit Switch - Condition Exists.
Regeneration of the diesel particulate filter has been prevented due to the permit
switch being disabled.
None on
performance.
Aftertreatment System
Circuit Description
The OEM truck manufacturer may install a permit switch in the dash or send an inhibit message via the J1939 datalink to the
engine ECM. The function of the inhibit message is to prevent the aftertreatment system from performing mobile regenerations.
The purpose of this fault code is to inform the technician that the permit switch was disabled when Fault Code 1921, 1922, or 2639
was set active. This fault code may indicate the reason that high aftertreatment soot load fault codes are logged.
Component Location
The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer
(OEM). The permit switch may be an actual switch in the vehicle dash or it may be a J1939 message sent via the J1939 datalink.
Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the on position.
Conditions for Setting the Fault Codes
This fault code is triggered if the permit switch is disabled when Fault Code 1921, 1922, or 2639 is activated for high soot load
levels in the diesel particulate filter.
Action Taken When the Fault Code is Active
The ECM will set the fault code active immediately after the diagnostic is set.
Conditions for Clearing the Fault Code
The fault code will be set inactive when Fault Code 1921, 1922, or 2639 are set inactive.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
If this fault code is active and there has been damage to the aftertreatment system, the permit switch may have prevented the
aftertreatment system from performing a mobile (active) regeneration. Consult with the OEM if the aftertreatment system has failed
due to the permit switch.
Refer to Troubleshooting Fault Code t05-2777
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2777) Particulate Trap Active Regeneration Inhibited Due to Permit Switch - Condition Exists 321 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2778
Aftertreatment Fuel Rate - Data Valid but Above Normal Operational Range Moderately Severe Level
Overview
CODE
Fault Code: 2778
PID: 289
SPN: 3481
FMI: 0/16
LAMP: Amber
SRT:
REASON
Aftertreatment Fuel Rate - Data Valid but Above Normal Operational Range Moderately Severe Level. The lubricating engine oil needs to be changed due to
possible fuel dilution.
EFFECT
None on
performance.
Aftertreatment System
Circuit Description
The aftertreatment system requires fuel from the engine to regenerate the aftertreatment diesel particulate filter. This fuel is
injected into the cylinder during a late post injection of the fuel injector. During this post injection event, it is possible that some fuel
will enter the crankcase. During extended regeneration events the engine oil can become diluted with diesel fuel. This fault code is
triggered when the electronic control system detects that fuel dilution of the lubricating oil is possible.
Component Location
The aftertreatment diesel particulate filter is located in the exhaust system and is installed by the original equipment manufacturer
(OEM). The inhibit switch may be an actual switch in the vehicle dash or it may be a J1939 message sent via the J1939 datalink.
Refer to the OEM troubleshooting and repair manual.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is running.
Conditions for Setting the Fault Codes
This fault code is triggered when fuel dilution of the lubricating oil is detected by the ECM.
Action Taken When the Fault Code is Active
The ECM will set the fault code active immediately after the diagnostic is set.
Conditions for Clearing the Fault Code
The fault code is cleared by resetting the Maintenance Monitor feature. The INSITE™ electronic service tool must be used to
reset the Maintenance Monitor feature.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
If this fault code can be triggered when fuel dilution of the lubricating oil is possible. Change the engine lubricating oil and clear the
fault code using INSITE™ electronic service tool to reset the Maintenance Monitor feature.
Refer to Troubleshooting Fault Code t05-2778
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2778) Aftertreatment Fuel Rate - Data Valid but Above Normal Operational Range - Moderately
322Severe
/ 507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2813
EGR Valve Control - Special Instructions
Overview
CODE
Fault Code: 2813
PID: 146
SPN: 2791
FMI: 14
LAMP: Amber
SRT:
REASON
EGR Valve Control - Special Instructions. The EGR valve has been closed
during regeneration of the aftertreatment diesel particulate filter.
EFFECT
EGR valve
operation will be
disabled.
Aftertreatment System
Circuit Description
The engine aftertreatment system monitors the soot load in the aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning, where soot is converted to carbon dioxide, nitrogen, and
water. Under light load operating conditions, it can be necessary to perform a stationary regeneration of the aftertreatment diesel
particulate filter. The soot load in the aftertreatment diesel particulate filter is estimated using the aftertreatment differential
pressure sensor and the calculated soot output of the engine.
This fault code is triggered when the EGR valve is closed during an active regeneration of the aftertreatment diesel particulate
filter. No failure of the aftertreatment system has occurred. Closing the EGR valve increases the exhaust temperature and
increasing the rate of regeneration of the aftertreatment diesel particulate filter. No troubleshooting of the aftertreatment system is
necessary. This fault code is for information only.
Component Location
The aftertreatment diesel particulate filter is located in the exhaust system. The location of the aftertreatment diesel particulate
filter varies depending on the original equipment manufacturer (OEM).
Conditions for Running the Diagnostics
Active regeneration of the diesel particulate filter must be occurring.
Conditions for Setting the Fault Codes
The aftertreatment control system has detected that the exhaust temperature is not high enough during an active
regeneration of the aftertreatment diesel particulate filter.
Action Taken When the Fault Code is Active
EGR valve operation is disabled.
The ECM illuminates the amber CHECK engine light immediately when the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The ECM will disable the fault code immediately after a complete regeneration of the aftertreatment diesel particulate filter.
Use INSITE™ electronic service tool to perform the Aftertreatment Diesel Particulate Filter Regeneration test found under ECM
Diagnostics Test.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
This fault code is triggered when the EGR valve is closed during an active regeneration of the aftertreatment diesel particulate
filter. No failure of the aftertreatment system has occurred. Closing the EGR valve increases the exhaust temperature and speeds
up the rate of regeneration of the aftertreatment diesel particulate filter. No troubleshooting of the aftertreatment system is
necessary. This fault code is for information only.
Refer to Troubleshooting Fault Code t05-2813
(08-fc2813) EGR Valve Control - Special Instructions
323 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2813) EGR Valve Control - Special Instructions
324 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2961
Exhaust Gas Recirculation Temperature - Data Valid But Above Normal
Operational Range - Least Severe Level
Overview
CODE
Fault Code: 2961
PID: P412
SPN: 412
FMI: 0/15
LAMP: None
SRT:
REASON
EFFECT
Exhaust Gas Recirculation Temperature - Data Valid But Above Normal Slight fueling derate to bring
Operational Range - Least Severe Level. EGR temperature has
EGR temperature under the
exceeded the engine protection limit.
maximum limit.
ISB, ISC, and ISL - Exhaust Gas Recirculation Temperature Sensor Circuit
Circuit Description
The exhaust gas recirculation (EGR) temperature sensor is a variable resistor sensor and is used to measure the temperature of
the EGR gas flow after it exits the EGR cooler. The electronic control module (ECM) supplies 5 volts to the EGR temperature signal
circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the coolant
temperature.
The EGR temperature value is used by the ECM for the engine protection system and engine emissions control.
Component Location
The EGR temperature sensor is located on the EGR connection tube between the EGR valve and the air intake connection. Refer
to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the EGR temperature is greater than 210°C [410°F] (for ISB) or 237°C [460°F] (for ISC & ISL) for more than
5 seconds.
Action Taken When the Fault Code is Active
The engine torque will be derated up to 40 percent to limit the EGR temperature.
Conditions for Clearing the Fault Code
The fault will go inactive immediately after the EGR temperature drops below 210°C [410°F] or 237°C [460°F] (for ISC & ISL).
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Possible causes of this fault code include:
Plugged or leaking EGR differential flow ports
A malfunctioning EGR valve
A stuck open turbocharger control valve
A low reading from the EGR differential pressure sensor
A low reading for the EGR valve position sensor
High exhaust temperatures
Low coolant level
High coolant temperature
An incorrect coolant/water mixture
A stuck closed variable geometry turbocharger
A fouled EGR cooler.
(08-fc2961) Exhaust Gas Recirculation Temperature - Data Valid but Above Normal Operational Range
325 /- 507
Least Severe Le
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Note: This fault code will most likely not be active with no load in the shop. The engine must be loaded to trigger this fault code.
Refer to Troubleshooting Fault Code t05-2961
Last Modified: 23-Sep-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2961) Exhaust Gas Recirculation Temperature - Data Valid but Above Normal Operational Range
326 /- 507
Least Severe Le
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2962
Exhaust Gas Recirculation Temperature - Data Valid But Above Normal
Operational Range - Moderately Severe Level
Overview
CODE
Fault Code: 2962
PID: P412
SPN: 412
FMI: 0/16
LAMP: Amber
SRT:
REASON
EFFECT
Exhaust Gas Recirculation Temperature - Data Valid But Above Normal Severe fueling derate to
Operational Range - Moderately Severe Level. EGR temperature has bring EGR temperature
exceeded the engine protection limit.
under the maximum limit.
ISB, ISC, and ISL - Exhaust Gas Recirculation Temperature Sensor Circuit
Circuit Description
The exhaust gas recirculation (EGR) temperature sensor is a variable resistor sensor that is used to measure the temperature of
the EGR gas flow after it exits the EGR cooler. The electronic control module (ECM) supplies 5 volts to the EGR temperature signal
circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the coolant
temperature.
The EGR temperature value is used by the ECM for the engine protection system and engine emissions control.
Component Location
The EGR temperature sensor is located on the EGR connection tube between the EGR valve and the air intake connection. Refer
to Procedure 100-002 in Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The ECM detects that the EGR temperature is greater than 246°C [475°F] for more than 5 seconds.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
The engine torque will be derated up to 40 percent to limit the EGR temperature.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the EGR temperature drops below 246°C [475°F].
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in
Section 19.
Possible causes of this fault code include:
A fouled EGR cooler
Plugged or leaking EGR differential flow ports
A damaged EGR valve
A stuck open turbocharger control valve
A low reading from the EGR differential pressure sensor
A low reading for the EGR valve position sensor
High exhaust temperatures
Low coolant level
High coolant temperature
An incorrect coolant/water mixture
A stuck closed variable geometry turbocharger.
(08-fc2962) Exhaust Gas Recirculation Temperature - Data Valid but Above Normal Operational Range
327 /- 507
Moderately Seve
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Note: This fault code will most likely not be active with no load in the shop. The engine must be loaded to trigger this fault code.
Refer to Troubleshooting Fault Code t05-2962
Last Modified: 31-Mar-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2962) Exhaust Gas Recirculation Temperature - Data Valid but Above Normal Operational Range
328 /- 507
Moderately Seve
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2963
Engine Coolant Temperature - Data Valid But Above Normal Operational Range Least Severe Level
Overview
CODE
Fault Code: 2963
PID: P110
SPN: 110
FMI: 0/15
LAMP: None
SRT:
REASON
Engine Coolant Temperature - Data Valid But Above Normal
Operational Range - Least Severe Level. Engine coolant
temperature is above the engine coolant temperature engine
protection warning limit.
EFFECT
Power derate and possible
engine shut down if engine
protection shut down feature is
enabled.
ISB, ISC, and ISL - Engine Coolant Temperature Sensor Circuit
Circuit Description
The coolant temperature sensor is a variable resistor sensor and is used to measure the temperature of the coolant of the engine.
The electronic control module (ECM) supplies 5 volts to the coolant temperature signal circuit. The ECM monitors the change in
voltage caused by changes in the resistance of the sensor to determine the coolant temperature.
The engine coolant temperature value is used by the ECM for the engine protection system and for engine emissions control. This
fault code indicates that the engine coolant temperature has exceeded the engine protection limit.
Component Location
The engine coolant temperature sensor is located on the exhaust side of the engine near the thermostat housing.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the coolant temperature is greater than a calibratible limit set in the ECM.
Action Taken When the Fault Code is Active
The ECM logs the fault code immediately when the diagnostic runs and fails.
The torque output of the engine will be reduced.
Conditions for Clearing the Fault Code
The ECM will turn off the fault code immediately after the coolant temperature decreases below the engine protection limit.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe® Online for applicable fixes to the
calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19
Refer to Troubleshooting Fault Code t05-2963
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2963) Engine Coolant Temperature - Data Valid but Above Normal Operational Range - Least329
Severe
/ 507Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2964
Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range
- Least Severe Level
Overview
CODE
Fault Code: 2964
PID: P105
SPN: 105
FMI: 0/15
LAMP: None
SRT:
REASON
Intake Manifold 1 Temperature - Data Valid but Above Normal Operational
Range - Least Severe Level. Intake manifold air temperature signal indicates
intake manifold air temperature is above engine protection warning limit.
EFFECT
Progressive power
derate increasing in
severity from time of
alert.
ISB, ISC, and ISL - Intake Manifold 1 Pressure/Temperature Sensor
Circuit Description
The intake manifold 1 temperature sensor is a variable resistor sensor and is used to measure the temperature of the air entering
the intake manifold of the engine. The electronic control module (ECM) supplies 5 volts to the intake manifold temperature signal
circuit. The ECM monitors the change in voltage caused by changes in the resistance of the sensor to determine the intake
manifold temperature.
When the intake air is cold, the sensor or thermistor resistance is high. The ECM signal voltage only pulls down a small amount
through the sensor to a ground. Therefore, the ECM senses a high signal voltage or low temperature. When the intake air is warm,
the sensor resistance is low. The signal voltage pulls down a large amount. Therefore, the ECM senses a low signal voltage, or a
high temperature.
This fault code indicates that the intake manifold temperature has exceeded the maximum engine protection limit.
Component Location
The intake manifold 1 temperature sensor is located in the air intake manifold. Refer to Procedure 100-002 (Engine Diagrams) in
Section E for a detailed component location view.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position or when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the intake manifold temperature is greater than a calibratible limit set in the ECM.
Action Taken When the Fault Code is Active
The torque output of the engine will be reduced.
Conditions for Clearing the Fault Code
The maximum torque output of the engine will return and the fault code will go inactive after the intake manifold air temperature
drops below a calibratible limit set in the ECM.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe®
Online for applicable fixes to the calibration stored in the ECM. If necessary, recalibrate the ECM. Refer to Procedure 019-032
(ECM Calibration Code) in Section 19 in the corresponding Troubleshooting and Repair Manual for the engine being serviced.
The intake manifold 1 temperature sensor measures the temperature of the charge-air as it passes through the intake manifold.
Possible causes of this fault code include:
Plugged charge air cooler fins
Restricted airflow through the charge air cooler
An undersized charge air cooler
High turbocharger compressor outlet temperature.
Refer to Troubleshooting Fault Code t05-2964
(08-fc2964) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Least
330Severe
/ 507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2964) Intake Manifold 1 Temperature - Data Valid but Above Normal Operational Range - Least
331Severe
/ 507 Level
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 2973
Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect
Overview
CODE
Fault Code: 2973
PID: P102
SPN: 102
FMI: 2/2
LAMP: Amber
SRT:
REASON
Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect. The ECM has
detected an intake manifold pressure signal that is too high or low for present engine
operating conditions.
EFFECT
Engine
power
derate.
ISB, ISC, and ISL - Intake Manifold 1 Pressure/Temperature Sensor Circuit
Circuit Description
The electronic control module (ECM) provides a 5 volt supply to the intake manifold pressure sensor on the sensor supply circuit.
The ECM also provides a ground on the sensor return circuit. The intake manifold pressure sensor provides a signal to the ECM
on the intake manifold pressure sensor signal circuit. This sensor signal voltage changes, based on the pressure in the intake
manifold.
This diagnostic checks the value of the intake manifold pressure sensor at key-on and while the engine is running. If the value of
the intake manifold pressure is not reading ambient pressure at key-on or is not changing with engine operating conditions, this
fault code is logged.
Component Location
The intake manifold 1 pressure/temperature sensor is located in the air intake horn. Refer to Procedure 100-002 in Section E.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position and when the engine is running.
Conditions for Setting the Fault Codes
The ECM detects that the intake manifold pressure signal reading is not changing with engine operating conditions or is reading
an erratic value at key ON.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light immediately when the diagnostic runs and fails.
A default value for the intake manifold pressure reading is used.
Conditions for Clearing the Fault Code
The ECM will turn off the amber CHECK ENGINE light immediately after the diagnostic runs and passes.
Shop Talk
Verify the electronic control module (ECM) calibration is correct. Check the calibration revision history found on QuickServe™
Online for applicable fixes to the calibration stored in the ECM. If necessary, calibrate the ECM. Use the corresponding
Troubleshooting and Repair Manual for the engine being serviced.Refer to Procedure 019-032 in Section 19.
The intake manifold 1 pressure sensor monitors pressure in the intake manifold. This fault is set active when the intake manifold
pressure is too high or low for the present engine operating conditions. The ECM compares the intake manifold pressure reading
to turbocharger speed to determine if the pressure reading is valid.
Possible causes of this fault are:
A damaged intake manifold pressure sensor
A malfunctioning barometric pressure sensor
Leaks in the air intake system between the turbocharger and intake manifold
Restriction in the charge-air cooler
A malfunctioning turbocharger speed sensor
Plugged or restricted exhaust system
A plugged intake manifold pressure sensor
(08-fc2973) Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect
332 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Air filter restriction.
Refer to Troubleshooting Fault Code t05-2973
Last Modified: 20-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc2973) Intake Manifold 1 Pressure - Data Erratic, Intermittent, or Incorrect
333 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 3548
Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime - Condition Exists
Overview
CODE
Fault Code: 3548
PID:
SPN: 5392
FMI: 31
LAMP: Amber
SRT:
REASON
EFFECT
Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime Diesel exhaust fluid injection into the
- Condition Exists. The dosing unit is unable to prime.
aftertreatment system is disabled.
ISB4.5, ISB6.7, ISD4.5 and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 Aftertreatment Diesel Exhaust Fluid Dosing Unit
ISM11 CM876 SM - Aftertreatment Diesel Exhaust Fluid Dosing Unit
Circuit Description
For an air-assisted SCR aftertreatment system, the aftertreatment diesel exhaust fluid dosing unit requires air pressure from the
OEM air tanks in order to prime and help carry the diesel exhuast fluid from the dosing unit to the aftertreatment nozzle. The diesel
exhaust fluid dosing unit precisely measures the amount of diesel exhaust fluid to be injected into the aftertreatment system. The
diesel exhaust fluid dosing unit has three primary cycles: priming, dosing, and purging. The priming cycle occurs at initial engine
start makes sure that diesel exhaust fluid is available at the diesel exhaust fluid dosing unit. During the dosing cycle, the diesel
exhaust fluid is being delivered to the aftertreatment nozzle. A purge cycle occurs when the engine is turned off. The purge cycle
confirms that all the diesel exhaust fluid is removed from the diesel exhaust fluid lines and aftertreatment nozzle.
Component Location
The aftertreatment diesel exhaust fluid dosing unit location is OEM dependent. Refer to the OEM service manual for more
information.
Conditions for Running the Diagnostics
This diagnostic runs when the engine is started and runs while the dosing unit is in the priming state, which could last up to 12
minutes after initial key-on.
Conditions for Setting the Fault Codes
The dosing unit will attempt to prime every 30 seconds for 20 attempts.
If the dosing unit has been unable to prime after completing all attempts, this fault code will become active.
The dosing unit can take up to 12 minutes to complete the priming cycle before a fault code will become active.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp and/or the MIL immediately after the diagnostic runs and fails.
Engine torque will be reduced.
Conditions for Clearing the Fault Code
This fault code can not be cleared with INSITE™ electronic service tool.
To validate the repair, it is necessary to use INSITE™ electronic service tool to perform the Diesel Exhaust Fluid Doser Pump
Override Test. Reference Procedure 019-440 in the appropriate service manual.
Make sure the diesel exhaust fluid dosing unit cycles through all phases successfully (priming, dosing, and purging) and
diesel exhaust fluid flows evenly from the aftertreatment nozzle.
The ECM will turn off the amber CHECK ENGINE lamp and/or MIL immediately after the diagnostic runs and passes.
Use INSITE™ electronic service tool to verify the fault code is inactive.
The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a re-occurrence.
Shop Talk
The diesel exhaust fluid dosing unit system consists of three phases. These phases occur in the following sequence: Priming,
dosing, and purging. This fault code is set when the dosing unit is unable to prime.
Fault Code 3548 is triggered by the following external failure modes:
(08-fc3548) Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime - Condition Exists
334 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Low aftertreatment diesel exhaust fluid level in the diesel exhaust fluid tank
Low air pressure is detected at the dosing control unit
Plugged or restricted inline air filter
Blocked, restricted, frozen, or leaking dosing unit supply line
Diesel exhaust fluid dosing unit drawing in air through loose or damaged lines or connectors.
Fault Code 3548 is triggered by the following internal diesel exhaust fluid dosing unit failure modes:
Build up of DEF crystals in the dosing unit restricts air flow to the aftertreatment nozzle
Internal pressure sensor or poppet valve failure causing the diesel exhaust fluid dosing unit to fail to prime. This will cause
diesel exhaust fluid to flow from the aftertreatment nozzle during priming.
If blocked diesel exhaust fluid lines due to build-ups are detected, make sure the dosing unit is purging correctly at key-off.
Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of INSITE™ electronic
service tool. If the vehicle is equipped with a battery isolation switch, it should have a built-in delay device to prevent power down
of the dosing unit until the purge sequence is complete.
Refer to Troubleshooting Fault Code 3548.
Last Modified: 07-Jan-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3548) Aftertreatment Diesel Exhaust Fluid Dosing Unit Loss of Prime - Condition Exists
335 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 08-fc3569
Fault Code Path Selection
Is the selective catalytic reduction (SCR)
dosing system air-assisted?
Go to 08fc3569air
Is the selective catalytic reduction (SCR)
dosing system airless?
Go to 08fc3569airless
Last Modified: 03-Feb-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3569) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Choice
336 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 3569 (Air-assisted)
Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System
Not Responding or Out of Adjustment
Overview
CODE
Fault Code: 3569
PID:
SPN: 3362
FMI: 7
LAMP: Amber
SRT:
REASON
EFFECT
Input Aftertreatment Diesel Exhaust Fluid Dosing UnitLines Mechanical System Not Responding or Out of Adjustment. An issue
with diesel exhaust fluid delivery has been detected.
System will be unable to spray
diesel exhaust fluid into the
aftertreatment system.
ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 Aftertreatment Diesel Exhaust Fluid Dosing Unit Circuit
ISM11 CM876 SN - Aftertreatment Diesel Exhaust Fluid Dosing Unit Circuit
Circuit Description
The diesel exhaust fluid dosing unit supplies diesel exhaust fluid to the aftertreatment nozzle through the nozzle supply line.
Component Location
There are three diesel exhaust fluid lines. One line is between the dosing unit and aftertreatment nozzle, and the other two lines
are between the dosing unit and diesel exhaust fluid tank. These lines can be partially hidden from view by the Selective Catalytic
Reduction (SCR) system and other vehicle components. Line routing will vary, based on aftertreatment architecture and the OEM.
Conditions for Running the Diagnostics
This diagnostic runs continuously while the SCR system is dosing diesel exhaust fluid into the aftertreatment system.
Conditions for Setting the Fault Codes
The diesel exhaust fluid dosing unit has detected a blockage in the nozzle supply line (between the dosing unit and the
aftertreatment nozzle).
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp and/or the MIL immediately after the diagnostic runs and fails.
Engine torque will be reduced.
Conditions for Clearing the Fault Code
The “active” fault code can not be cleared with INSITE™ electronic service tool.
To validate the repair, it is necessary to use the INSITE™ electronic service tool to perform the Diesel Exhaust Fluid Doser
Pump Override Test. Go to procedure 019-440 in Section 19.
Make sure that the diesel exhaust fluid dosing unit is able to successfully cycle through all phases (priming, dosing, and
purging) and that diesel exhaust fluid flows evenly from the aftertreatment nozzle.
The ECM will turn off the amber CHECK ENGINE lamp and/or Malfunction Indicator Lamp (MIL) immediately after the
diagnostic runs and passes.
Use INSITE™ electronic service tool to verify that the fault code is inactive.
The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.
Shop Talk
This fault indicates that the diesel exhaust fluid dosing unit was able to build pressure, but not able to spray diesel exhaust fluid
into the exhaust stream.
Possible causes of this fault code are:
Blocked or restricted aftertreatment nozzle
Blocked or restricted aftertreatment nozzle supply line
Malfunctioning diesel exhuast fluid dosing unit.
If blocked diesel exhaust fluid lines due to buildups are detected, make sure that the dosing unit is purging correctly at key OFF.
(08-fc3569air) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System Not337
Responding
/ 507
or Out o
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
If blocked diesel exhaust fluid lines due to buildups are detected, make sure that the dosing unit is purging correctly at key OFF.
Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of INSITE™ electronic
service tool. If the vehicle is equipped with a battery isolation switch, it should have a built-in delay device to prevent powering
down of the dosing unit until the purge sequence is complete.
Refer to Troubleshooting Fault Code 3569 (Air-assisted).
Last Modified: 07-Jan-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3569air) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System Not338
Responding
/ 507
or Out o
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 3569 (Airless)
Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System
Not Responding or Out of Adjustment
Overview
CODE
REASON
Fault
Code: 3569airless
PID:
SPN: 3362
FMI: 7
LAMP: Amber
SRT:
Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines Mechanical System Not Responding or Out of Adjustment. An issue with
diesel exhaust fluid delivery has been detected.
EFFECT
Diesel exhaust fluid
injection into the
aftertreatment system is
disabled.
ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Dosing Circuit
Circuit Description
The diesel exhaust fluid dosing unit lines are responsible for transporting diesel exhaust fluid between the dosing unit, dosing
valve, and diesel exhaust fluid tank.
Component Location
There are three diesel exhaust fluid lines. One line is between the dosing unit and dosing valve, and the other two lines are
between the dosing unit and diesel exhaust fluid tank. These lines can be partially hidden from view by the Selective Catalytic
Reduction (SCR) system and other vehicle components. Line routing will vary, based on the aftertreatment architecture and OEM.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position and dosing is being commanded.
Conditions for Setting the Fault Codes
The diesel exhaust fluid controller has detected a mechanical failure of the dosing input lines, and diesel exhaust fluid is not being
delivered to the dosing valve.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp and/or the Malfunction Indicator Lamp (MIL) immediately when the
diagnostic runs and fails.
Conditions for Clearing the Fault Code
This fault code cannot be cleared with INSITE™ electronic service tool.
To validate the repair, use INSITE™ electronic service tool to perform the "Diesel Exhaust Fluid Doser Override Test" under
the "ECM Diagnostics Test" menu.
The ECM will turn off the amber CHECK ENGINE lamp and/or MIL immediately after the diagnostic runs and passes.
Use INSITE™ electronic service tool to verify the fault code is inactive.
The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.
Shop Talk
This fault indicates that the diesel exhaust fluid dosing unit was able to build pressure, but could not complete the priming cycle.
Troubleshoot all other active SCR related faults before this fault.
Possible causes of this fault code are:
Blocked or restricted aftertreatment dosing valve.
Blocked or restricted aftertreatment dosing valve supply line
Refer to Troubleshooting Fault Code 3569 (Airless).
Last Modified: 07-Jan-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3569airless) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System339
Not/ 507
Responding or O
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
(08-fc3569airless) Aftertreatment Diesel Exhaust Fluid Dosing Unit Input Lines - Mechanical System340
Not/ 507
Responding or O
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 08-fc3575
Fault Code Path Selection
Is the selective catalytic reduction (SCR)
dosing system air-assisted?
Go to 08fc3575air
Is the selective catalytic reduction (SCR)
dosing system airless?
Go to 08fc3575airless
Last Modified: 03-Feb-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3575) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Choice
341 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 3575 (Air-assisted)
Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid But Above
Normal Operating Range - Moderately Severe Level
Overview
CODE
Fault Code: 3575
PID:
SPN: 4334
FMI: 16
LAMP: Amber
SRT:
REASON
EFFECT
Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid But
Above Normal Operating Range - Moderately Severe Level. Pressure has
been detected in the diesel exhaust fluid dosing system when no pressure
was expected.
System will be unable to
spray diesel exhaust
fluid into the
aftertreatment system.
ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 Aftertreatment Diesel Exhaust Fluid Pressure Sensor Circuit
ISM11 CM876 SN - Aftertreatment Diesel Exhaust Fluid Pressure Sensor Circuit
Circuit Description
The diesel exhaust fluid dosing unit returns diesel exhaust fluid to the tank through the return line.
Component Location
There are three diesel exhaust fluid lines. One line is between the dosing unit and aftertreatment nozzle, and the other two lines
are between the dosing unit and diesel exhaust fluid tank. These lines can be partially hidden from view by the Selective Catalytic
Reduction (SCR) system and other vehicle components. Line routing will vary, based on aftertreatment architecture and the OEM.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the engine is initially started and the SCR system is priming.
Conditions for Setting the Fault Codes
The diesel exhaust fluid dosing unit has detected a blockage in the return line (between the dosing unit and the tank).
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE light or the malfunction illuminating light (MIL) immediately after the
diagnostic runs and fails.
Engine torque will be reduced.
Conditions for Clearing the Fault Code
This fault code can not be cleared with INSITE™ electronic service tool.
To validate the repair, it is necessary to start and idle the engine for up to 5 minutes to allow the diagnostic to run.
Make sure that the diesel exhaust fluid dosing unit is able to successfully prime.
The ECM will turn off the amber CHECK ENGINE light or MIL immediately after the diagnostic runs and passes.
Use INSITE™ electronic service tool to verify that the fault code is inactive.
The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.
Shop Talk
This fault indicates that the diesel exhaust fluid dosing unit was unable to return diesel exhaust fluid to the tank.
Possible causes of this fault code include:
Blocked or restricted diesel exhaust fluid return line
Malfunctioning diesel exhaust fluid dosing unit.
By the operation of the SCR aftertreatment system in environments where the ambient temperature falls below -11 degrees
C, without suitable line and tank heating protection. This can lead to the freezing f the dosing control unit (DCU), and can
cause permanent internal damage to the DCU.
If diesel exhaust fluid lines blocked by buildup are detected, make sure that the dosing unit is purging correctly at key OFF.
Incomplete purging of the dosing unit can also result in dosing unit damage caused by the freezing of the leftover diesel exhaust
fluid in the system. Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of
(08-fc3575air) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid but Above Normal 342
Operating
/ 507 Range - Mo
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
fluid in the system. Incomplete purge counts can be viewed using the Data Monitor/Logger menu in the aftertreatment section of
INSITE™ electronic service tool. If the vehicle is equipped with a battery isolation switch, it must have a built-in delay device to
prevent powering down of the dosing unit until the purge sequence is complete. If an OEM issue is identified as the cause of the
malfunction, it must be documented and reported to the OEM as appropriate.
Refer to Troubleshooting Fault Code 3575 (Air-assisted).
Last Modified: 17-Jan-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3575air) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid but Above Normal 343
Operating
/ 507 Range - Mo
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 3575 (Airless)
Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid But Above
Normal Operating Range - Moderately Severe Level
Overview
CODE
REASON
Fault Code: 3575
PID:
SPN: 4334
FMI: 16
LAMP: Amber
SRT:
Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid But
Above Normal Operating Range - Moderately Severe Level. The diesel
exhaust fluid dosing unit has detected a blockage in the diesel exhaust
fluid return flow.
EFFECT
Diesel exhaust fluid
injection into the
aftertreatment system
can be disabled.
ISF2.8 CM2220 AN/ISF3.8 CM2220 AN - Aftertreatment Diesel Exhaust Fluid Pressure Sensor
Circuit
Circuit Description
The diesel exhaust fluid controller provides a 5 volt supply and a ground to the diesel exhaust fluid pressure sensor. The pressure
sensor provides a signal to the diesel exhaust fluid controller on the sensor signal circuit. This sensor signal voltage changes
based on the diesel exhaust fluid pressure supplied by the dosing unit. The diesel exhaust fluid controller will detect a low signal
voltage at low diesel exhaust fluid pressures, and high signal voltage at high diesel exhaust fluid pressures. The aftertreatment
diesel exhaust fluid pressure sensor reading is communicated to the ECM via the engine data link.
Component Location
The aftertreatment diesel exhaust fluid pressure sensor is internal to the aftertreatment diesel exhaust fluid dosing unit and cannot
be serviced separately.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is in the ON position.
Conditions for Setting the Fault Codes
The pressure sensor in the diesel exhaust fluid dosing unit has detected pressure, when no diesel exhaust fluid pressure is
expected.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp and/or the Malfunction Indicator Lamp (MIL) immediately when the
diagnostic runs and fails.
Conditions for Clearing the Fault Code
This fault code can not be cleared with INSITE™ electronic service tool.
To validate the repair, start the engine and let it idle for 1 minute.
The ECM will turn off the amber CHECK ENGINE lamp and/or MIL immediately after the diagnostic runs and passes.
Use INSITE™ electronic service tool to verify the fault code is inactive.
The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.
Shop Talk
Troubleshoot other active SCR related faults before this fault.
Refer to Troubleshooting Fault Code 3575 (Airless).
Last Modified: 07-Jan-2011
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3575airless) Aftertreatment Diesel Exhaust Fluid Pressure Sensor - Data Valid but Above Normal
344 /Operating
507
Range
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 3616
VGT Actuator Position - Special Instructions
Overview
CODE
Fault Code: 3616
PID:
SPN: 2633
FMI:
LAMP: None
SRT:
REASON
VGT Actuator Position - Special Instructions.
EFFECT
Engine power may be derated.
ISB, ISC, and ISL - VGT Actuator Circuit
Circuit Description
The variable geometry turbocharger (VGT) is electronically activated by the VGT actuator. The VGT actuator is a smart device
that receives information via the J1939 data link from the primary engine electronic control module (ECM). The VGT actuator
performs its own diagnostics and reports errors back to the primary engine ECM using the J1939 data link.
Component Location
The VGT actuator is located on the turbocharger bearing housing.
Conditions for Running the Diagnostics
This diagnostic runs continuously when the keyswitch is initially turned to the ON position.
The keyswitch must be completely turned OFF for more than 30 seconds before this diagnostic will run at initial key ON.
Conditions for Setting the Fault Codes
The ECM has detected an abnormal VGT position at key ON.
Action Taken When the Fault Code is Active
The ECM logs the fault code 10 seconds after the diagnostic runs and fails.
Conditions for Clearing the Fault Code
The keyswitch must be completely turned OFF for more than 30 seconds before this diagnostic will run at initial key ON.
The fault code will become inactive if the error condition no longer exists.
Shop Talk
Verify the ECM calibration is correct. Check the calibration revision history found on QuickServe™ Online for applicable
corrections to the calibration stored in the ECM. If necessary, calibrate the ECM. Refer to Procedure 019-032 in Section 19.
This is an informational fault code indicating that the VGT actuator was unable to go to the desired position at key ON. While
active, the ECM will continuously attempt to restore normal VGT operation until the engine coolant temperature reaches 74°C
[165°F].
If the condition continues to exist after the coolant reaches 74°C [165°F], Fault Code 2387 will become active and Fault Code
3616 will become inactive. Fault Code 2346 may set due to a resulting fueling derate.
Refer to Troubleshooting Fault Code t05-3616
Last Modified: 01-Aug-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3616) VGT Actuator Position - Special Instructions
345 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
FAULT CODE 3738
FAULT CODE 3738 - Air Supply Actuator - Data Valid But Below Normal Operating
Range - Moderately Severe Level
Overview
CODE
REASON
Fault Code: 3738
PID:
SPN: 3489
FMI: 18
LAMP: Amber
SRT:
Air Supply Actuator - Data Valid But Below Normal Operating
Range - Moderately Severe Level. The air or diesel exhaust
fluid supply to the dosing unit has been lost.
EFFECT
Diesel exhaust fluid injection into the
Selective Catalytic Reduction
aftertreatment system is disabled.
ISB4.5, ISB6.7, ISD4.5, and ISD6.7 CM2150 SN/ISL8.9 CM2150 SN/ISZ13 CM2150 - Air Supply
Actuator Circuit
ISM11 CM876 SN - Air Supply Actuator Circuit
Circuit Description
The aftertreatment diesel exhaust fluid dosing unit air solenoid is used to enable and disable the truck air supply to the diesel
exhaust fluid dosing unit. The air is used to transport the diesel exhaust fluid to the aftertreatment nozzle.
Component Location
The aftertreatment diesel exhaust fluid dosing unit air solenoid is mounted to the back of the diesel exhaust fluid dosing unit. The
mounting location of the diesel exhaust fluid dosing unit is OEM specific.
Conditions for Running the Diagnostics
This diagnostic runs continuously while the Selective Catalytic Reduction (SCR) system is dosing diesel exhaust fluid into the
aftertreatment system.
Conditions for Setting the Fault Codes
The dosing unit detects that the air supply has been lost while dosing diesel exhaust fluid into the aftertreatment system.
Action Taken When the Fault Code is Active
The ECM illuminates the amber CHECK ENGINE lamp and/or the MIL immediately after the diagnostic runs and fails.
Engine torque will be reduced.
Conditions for Clearing the Fault Code
This fault code can not be cleared with INSITE™ electronic service tool.
To validate the repair, it is necessary to use INSITE™ electronic service tool to perform the Diesel Exhaust Fluid Doser Pump
Override Test.
Make sure that the diesel exhaust fluid dosing unit is able to successfully cycle through all phases (priming, dosing, and
purging) and that diesel exhaust fluid flows evenly from the aftertreatment nozzle.
The ECM will turn off the amber CHECK ENGINE lamp and/or MIL immediately after the diagnostic runs and passes.
Use INSITE™ electronic service tool to verify that the fault code is inactive.
The inactive fault code will be cleared from the memory after 9600 hours of engine operation without a reoccurrence.
Shop Talk
Possible causes of this fault code include:
OEM air supply tubing damaged or leaking
Malfunctioning air solenoid
Malfunctioning aftertreatment diesel exhaust fluid dosing unit.
Refer to Troubleshooting Fault Code 3738.
Last Modified: 07-Jan-2011
(08-fc3738) Air Supply Actuator - Data Valid but Below Normal Operating Range - Moderately Severe
346Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(08-fc3738) Air Supply Actuator - Data Valid but Below Normal Operating Range - Moderately Severe
347Level
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
Troubleshooting Procedures and Techniques
(t00-001)
General Information
A thorough analysis of the customer's complaint is the key to successful troubleshooting. The more information known
about a complaint, the faster and easier the problem can be solved.
The Troubleshooting Symptom Charts are organized so that a problem can be located and corrected by doing the easiest
and most logical things first. Complete all steps in the sequence shown from top to bottom.
It is not possible to include all the solutions to problems that can occur; however, these charts are designed to stimulate a
thought process that will lead to the cause and correction of the problem.
Follow these basic troubleshooting steps:
Get all the facts concerning the complaint
Analyze the problem thoroughly
Relate the symptoms to the basic engine systems and components
Consider any recent maintenance or repair action that can relate to the complaint
Double-check before beginning any disassembly
Solve the problem by using the symptom charts and doing the easiest things first
Determine the cause of the problem and make a thorough repair
After repairs have been made, operate the engine to make sure the cause of the complaint has been corrected
Last Modified: 17-Nov-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(t00-001) Troubleshooting Procedures and Techniques
348 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
Troubleshooting Symptoms Charts
(t00-002)
General Information
Use the charts on the following pages of this section to aid in diagnosing specific engine symptoms. Read each row of
blocks from top to bottom. Follow through the chart to identify the corrective action.
WARNING
Troubleshooting presents the risk of equipment damage, personal injury or death.
Troubleshooting must be performed by trained, experienced technicians.
Last Modified: 03-Apr-2002
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(t00-002) Troubleshooting Symptoms Charts
349 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
Communication Error - Electronic Service Tool or Control Device
This is symptom tree t016
Cause
Correction
Error 5023: No connection to the ECM was established or
detected
Refer to Procedure 019-472 in Section 19.
Error 5080: ECM is ROM Booted and must be recalibrated
Calibrate ECM with the appropriate ECM code. Refer to
Procedure 019-032 in Section 19.
Error 5081: ECM is ROM Booted and must be recalibrated
Calibrate ECM with the appropriate ECM code. Refer to
Procedure 019-032 in Section 19.
Error 5089: ECM is in an invalid state must be recalibrated
Power OFF for 30 seconds and reconnect. Refer to
Procedure 019-472 in Section 19.
Error 5091: ECM is seeded and must be recalibrated
Calibrate ECM with the appropriate ECM code. Refer to
Procedure 019-032 in Section 19.
Error 5092: INSITE™ electronic service tool has detected
some ECM(s) can not operate and must be recalibrated.
INSITE™ electronic service tool has detected the following
ECM(s) are currently calibrated: ECM NAME, Service ECM
Marketing Name, INSITE™ electronic service tool has
detected some ECM(s) can not operate and must be
calibrated. INSITE™ electronic service tool has detected the
following ECM(s) have incompatible calibrations: ECM Name,
Source Address
Recalibrate the ECM(s) that are not currently calibrated.
Refer to Procedure 019-032 in Section 19.
Error 5200: Communication between the PC and the data
link has been lost
Refer to Procedure 019-472 in Section 19.
(t016) Communication Error - Electronic Service Tool or Control Device
350 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Error 5201: Communication between the data link and the
ECM has been lost
Refer to Procedure 019-472 in Section 19.
Error 5202: Communication between the data link and the
ECM has been lost
Refer to Procedure 019-472 in Section 19.
Error 5204: Communication between the data link adapter
and the ECM could not be established
Refer to Procedure 019-472 in Section 19.
Last Modified: 23-Jun-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(t016) Communication Error - Electronic Service Tool or Control Device
351 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Engine Fan Does Not Operate or Operates Erratically
This is symptom tree t046
Cause
Correction
Programmable parameters or selected features are not
correct
Check the programmable parameters and the selected
features with an electronic service tool. Set the parameters
and features again if necessary. Refer to Procedure 019078.
Manual fan ON/OFF switch and circuit is malfunctioning
Check the manual fan ON/OFF switch and circuit. Refer to
Manual Fan ON/OFF Switch, Resistance Check, and Short
Circuit to Ground Check in Procedure 019-045.
Air conditioner sensor or circuit is malfunctioning
Check the air conditioner sensor and circuit. Refer to Air
Conditioner Pressure Switch, Resistance Check, and Short
Circuit to Ground Check in Procedure 019-262.
Fan clutch actuator or circuit is malfunctioning
Check the fan clutch actuator circuit. Refer to Procedure
019-045.
Engine electrical ground is malfunctioning
Check engine ground to chassis and chassis ground to
battery negative (-) post. Refer to the OEM troubleshooting
and repair manual and Procedure 013-009 in the ISB
Series 6.7L Engines (CM2100 and CM2150 Common Rail
Fuel Systems) Service Manual, Bulletin 4021578, or the
ISC and ISL CM2150 Service Manual, Bulletin 4021569.
Last Modified: 03-Jan-2007
Copyright© 2007
Cummins, Inc.
All rights reserved
(t046) Engine Fan Does Not Operate or Operates Erratically
352 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Engine Will Not Crank — (Electric Starter)
This is symptom tree t074-005
Cause
Correction
Electronic fault codes active or high counts of inactive fault
codes
Read the fault codes with an electronic service tool. Refer
to Section TF.
Battery voltage is low
Check the battery connections. Refer to Procedure 013007 in Section 13. Use the approrpriate Service Manual or
Troubleshooting and Repair Manual for the correct
procedure.
Broken, loose, or corroded starting circuit connections
Inspect, clean, and tighten both the positive and negative
connections between the starting motor and battery,
including the magnetic switch. Refer to Procedure 013-009
in Section 13. Use the approrpriate Service Manual or
Troubleshooting and Repair Manual for the correct
procedure.
Battery capacity is below specification
Refer to Procedure 013-007 in Section 13. Use the
approrpriate Service Manual or Troubleshooting and
Repair Manual for the correct procedure. Replace the
batteries if necessary.
OEM starter interlock devices engaged
Check the starter interlock devices. Refer to the OEM
service manual.
Starting circuit component is malfunctioning
Check the starting circuit components. Refer to the OEM
service manual.
(t074-005) (Engine Will Not Crank - (Electric Starter)
353 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Starter solenoid does not make an audible sound
Check the magnetic switch and starter solenoid. Refer to
Procedures 013-017 and 013-019 in Section 13. Use the
approrpriate Service Manual or Troubleshooting and
Repair Manual for the correct procedure.
Battery cables are not the correct gauge or length
Replace the battery cables with larger gauge or shorter
length cables. Refer to the OEM service manual.
Engine-driven units are engaged
Disengage engine-driven units.
Starter motor malfunction
Check the voltage drop at the starting motor. Refer to
Procedure 013-020 in Section 13. Use the approrpriate
Service Manual or Troubleshooting and Repair Manual for
the correct procedure.
Starting motor pinion or ring gear is damaged
Remove the starting motor, and inspect the gear. Refer to
Procedure 013-020 in Section 13. Use the approrpriate
Service Manual or Troubleshooting and Repair Manual for
the correct procedure.
Crankshaft rotation is impaired
Check the crankshaft for ease of rotation. Refer to
Procedure 001-016 in Section 1. Use the approrpriate
Service Manual or Troubleshooting and Repair Manual for
the correct procedure.
Hydraulic lock in a cylinder
Remove the injectors and rotate the crankshaft. Look for
the source of fluid in the cylinder. Refer to Procedure 006026 in Section 6. Use the approrpriate Service Manual or
Troubleshooting and Repair Manual for the correct
procedure.
(t074-005) (Engine Will Not Crank - (Electric Starter)
354 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Internal engine damage
Analyze the oil and inspect the filters to locate an area of
probable damage. Refer to Procedure 007-083 in Section
7. Use the approrpriate Service Manual or Troubleshooting
and Repair Manual for the correct procedure.
Last Modified: 30-Apr-2009
Copyright© 2009
Cummins, Inc.
All rights reserved
(t074-005) (Engine Will Not Crank - (Electric Starter)
355 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Engine Cranks Slowly — (Electric Starter)
This is symptom tree t074-010
Cause
Correction
Batteries are cold
Check the battery heater. Refer to the OEM service
manual.
Electronic fault codes active or high counts of inactive fault
codes
Read the fault codes with an electronic service tool. Refer
to Section TF.
Battery voltage is low
Check the batteries and the unswitched battery supply
circuit. Refer to Procedure 013-007 in Section 13. Use the
approrpriate Service Manual or Troubleshooting and
Repair Manual for the correct procedure.
Broken, loose, or corroded starting circuit connections
Inspect, clean, and tighten both the positive and negative
connections between the starting motor and battery,
including the magnetic switch. Refer to Procedure 013-009
in Section 13. Use the approrpriate Service Manual or
Troubleshooting and Repair Manual for the correct
procedure.
Battery capacity is below specification
Refer to Procedure 013-007 in Section 13. Use the
approrpriate Service Manual or Troubleshooting and
Repair Manual for the correct procedure. Replace the
batteries if necessary.
OEM starter interlock devices engaged
Check the starter interlock devices. Refer to the OEM
service manual.
(t074-010) (Engine Cranks Slowly - (Electric Starter)
356 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Lubricating oil pressure switch, gauge, or sensor is
malfunctioning or is not in the correct location
Check the oil pressure switch, gauge, or sensor for correct
operation and location. Refer to the OEM service manual.
Battery cables are not the correct gauge or length
Replace the battery cables with larger gauge or shorter
length cables. Refer to the OEM service manual.
Engine-driven units are engaged
Disengage engine-driven units.
Starting circuit component is malfunctioning
Check the starting circuit components. Refer to the OEM
service manual.
Starter motor malfunction
Check the voltage drop at the starting motor. Refer to
Procedure 013-020 in Section 13. Use the approrpriate
Service Manual or Troubleshooting and Repair Manual for
the correct procedure.
Starting motor pinion or ring gear is damaged
Remove the starting motor, and inspect the gear. Refer to
Procedure 013-020 in Section 13. Use the approrpriate
Service Manual or Troubleshooting and Repair Manual for
the correct procedure.
Lubricating oil level is above specification
Check the oil level. Verify the dipstick calibration and oil
pan capacity. Fill the system to the specified level. Refer to
Procedure 007-009 in Section 7. Use the approrpriate
Service Manual or Troubleshooting and Repair Manual for
the correct procedure.
(t074-010) (Engine Cranks Slowly - (Electric Starter)
357 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Lubricating oil does not meet specifications for operating
conditions
Change the oil and filters. Refer to Procedure 018-003 in
Section V. This procedure can be found in the appropriate
Operation and Maintenance Manual or the Owners Manual,
to verify the correct lubricating oil is being used.
Crankshaft rotation is impaired
Check the crankshaft for ease of rotation. Refer to
Procedure 001-016 in Section 1. Use the approrpriate
Service Manual or Troubleshooting and Repair Manual for
the correct procedure.
Internal engine damage
Analyze the oil and inspect the filters to locate an area of
probable damage. Refer to Procedure 007-083 in Section
7. Use the approrpriate Service Manual or Troubleshooting
and Repair Manual for the correct procedure.
Last Modified: 30-Apr-2009
Copyright© 2009
Cummins, Inc.
All rights reserved
(t074-010) (Engine Cranks Slowly - (Electric Starter)
358 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Engine Will Not Shut Off
This is symptom tree t081
Cause
Correction
Keyswitch circuit is malfunctioning
Check the vehicle keyswitch circuit. Refer to Procedure
019-064.
Engine is running on fumes drawn into the air intake
Check the air intake ducts. Locate and isolate the source of
the fumes. Repair as necessary. Refer to the OEM
troubleshooting and repair manual.
Turbocharger oil seal is leaking
Check the turbocharger compressor and turbine seals.
Refer to Procedure 010-033 in the ISB Series 6.7L Engines
(CM2100 and CM2150 Common Rail Fuel Systems)
Service Manual, Bulletin 4021578, or the ISC and ISL
Series Engines, (CM2150 Common Rail Fuel System)
Service Manual, Bulletin 4021469.
Last Modified: 24-Jul-2006
Copyright© 2006
Cummins, Inc.
All rights reserved
(t081) Engine Will Not Shut Off
359 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Fault Code Warning Lamps Do Not Illuminate
This is symptom tree t084
Cause
Correction
Keyswitch is in the OFF position
Turn the keyswitch to the ON position.
Fault code warning lamps are burned out
Check the warning lamps for voltage. Replace the bulbs if
necessary. Refer to Procedure 019-046.
Fault code warning lamp circuit is malfunctioning
Check the fault code warning lamp circuit. Refer to
Procedure 019-047.
Keyswitch circuit is malfunctioning
Check the vehicle, equipment, or vessel keyswitch circuit.
Refer to Procedure 019-064.
Last Modified: 24-Jul-2006
Copyright© 2006
Cummins, Inc.
All rights reserved
(t084) Fault Code Warning Lamps Do Not Illuminate
360 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Low Idle Adjust Switch Does Not Work
This is symptom tree t099
Cause
Correction
Engine idle speed is set at either the minimum or the
maximum allowable value
The idle adjust switch will not adjust the idle speed outside
the allowable range. Refer to Procedure 019-052.
Low-idle adjust switch feature is not enabled
Check the low-idle adjust switch feature with an electronic
service tool. Refer to Procedure 019-078.
Low-idle adjust switch and circuit is malfunctioning
Check the idle adjust switch and circuit. Refer to
Procedures 019-052 and 019-053.
Last Modified: 24-Jul-2006
Copyright© 2006
Cummins, Inc.
All rights reserved
(t099) Low Idle Adjust Switch Does Not Work
361 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
PTO or Cruise Control Does Not Operate
This is symptom tree t112
Cause
Programmable parameters or selected features are not
correct
Correction
Check the programmable parameters and the selected
features with an electronic service tool. Set the parameters
and features again if necessary. Refer to Procedure 019078.
Verify the electronic control module (ECM) calibration is
correct. Check the calibration revision history for applicable
fixes to the calibration stored in the ECM. Refer to the
calibration history spreadsheet Click here to see
ecm_calibration_rev_history.xls
Electronic control module (ECM) calibration is
malfunctioning
on QuickServe® Online Internet Website or the INCAL™
calibration CD. Compare the calibration stored in the ECM
with the engine rating and the Control Parts List (CPL),
Bulletin 4021326 or 4021327. If necessary, recalibrate the
ECM. Refer to the appropriate electronic service tool
manual and Procedure 019-032.
Vehicle speed sensor (VSS) or circuit is malfunctioning
Use an electronic service tool to monitor the vehicle speed
while the vehicle is not moving. Refer to the appropriate
electronic service tool manual. If the monitor shows speed,
check the sensor and circuit. Refer to Procedure 019-090,
019-091, and 019-093.
Clutch switch or circuit is malfunctioning
Check the clutch switch adjustment, switch, and circuit.
Refer to Procedure 019-009 or 019-010.
Engine brake on/off switch or circuit is malfunctioning
Check the engine brake on/off switch and circuit. Refer to
Procedure 019-034 and 019-035.
Vehicle brake switch or circuit is malfunctioning
Check the vehicle brake switch and circuit. Refer to
Procedure 019-088 and 019-089.
(t112) PTO or Cruise Control Does Not Work
362 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Vehicle brake switch or circuit is malfunctioning
Procedure 019-088 and 019-089.
Cruise control/PTO on/off switch or circuit is malfunctioning
Check the cruise control/PTO on/off switch and the circuit.
Refer to Procedure 019-021 and 019-022.
Cruise control/PTO selector switch or circuit is
malfunctioning
Check the cruise control/PTO selector switch and circuit.
Refer to Procedure 019-023 and 019-024.
Last Modified: 24-Jul-2006
Copyright© 2006
Cummins, Inc.
All rights reserved
(t112) PTO or Cruise Control Does Not Work
363 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
Engine Brake Does Not Operate
This is symptom tree t036
Cause
Correction
Engine brake on/off switch is off
Turn on the switch.
Programmable parameters or selected features are not
correct
Check the programmable parameters and the selected
features with an electronic service tool. Set the parameters
and features again, if necessary. Refer to Procedure
Procedure 019-079 in Section 19.
Electronic fault codes active or high counts of inactive fault
codes
Refer to Section TF for fault code troubleshooting.
Engine brake on/off switch or circuit is malfunctioning
Check the engine brake on/off switch and circuit. Refer to
Procedures Procedure 019-034 and Procedure 019-035 in
Section 19.
Clutch switch or circuit is malfunctioning
Check the clutch switch adjustment, switch, and circuit.
Refer to Procedures Procedure 019-009, Procedure 019010 in Section 19.
Accelerator pedal or lever position sensor or circuit is
malfunctioning
Check for foot pedal restriction. Check the accelerator pedal
or lever position sensor and circuit. Refer to Procedure
Procedure 019-009 in Section 19. Procedure Refer to
Procedure 019-010 in Section 19..
Service brake pressure switch or circuit is malfunctioning
Check the service brake pressure switch and circuit. Refer
to the OEM troubleshooting and repair manual.
(t036) Engine Brake Does Not Operate
Check engine ground to chassis and chassis ground to
battery negative (-) post. Refer to the ISB Series 6.7L
364 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Engine electrical ground is malfunctioning
battery negative (-) post. Refer to the ISB Series 6.7L
Engines (CM2100 and CM2150 Common Rail Fuel Systems)
Service Manual, Bulletin 4021578, or the ISC and ISL Series
Engines, (CM2150 Common Rail Fuel System) Service
Manual, Bulletin 4021569.
Lubricating oil leak (internal)
Check the engine brake control valve and the engine brake
piston. Refer to Procedures 020-017 and 020-019 in
Section 20 in the ISB Series 6.7L Engines (CM2100 and
CM2150 Common Rail Fuel Systems) Service Manual,
Bulletin 4021578, or the ISC and ISL Series Engines,
(CM2150 Common Rail Fuel System) Service Manual,
Bulletin 4021569.
Engine brake lubricating oil passage is restricted
Check the engine brake assembly for restriction. Refer to
Procedure 020-004 in the ISB Series 6.7L Engines (CM2100
and CM2150 Common Rail Fuel Systems) Service Manual,
Bulletin 4021578, or the ISC and ISL Series Engines,
(CM2150 Common Rail Fuel System) Service Manual,
Bulletin 4021569.
Engine brake adjustment is not correct
Adjust the engine brakes. Refer to Procedure 020-004 in
the ISB Series 6.7L Engines (CM2100 and CM2150
Common Rail Fuel Systems) Service Manual, Bulletin
4021578, or the ISC and ISL Series Engines, (CM2150
Common Rail Fuel System) Service Manual, Bulletin
4021569.
Last Modified: 24-Mar-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(t036) Engine Brake Does Not Operate
365 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
View Related Topic
ECM - No Communication Troubleshooting Tree
Symptoms
No communication and engine will not start
No communication and engine will start
No communication related INSITE™ electronic service tool errors
Communication with some ECMs but not all ECMs on a multi-module engine.
How To Use This Tree
This troubleshooting procedure can be used to troubleshoot J1939 and J1587 data link communication issues between the
electronic service tool and the ECM. There are four procedures that can be used to support this troubleshooting tree:
Procedure 022-999 (Service Tools and Hardware - Overview) in Section F, in the appropriate electronic control system
troubleshooting and repair manual.
Procedure 019-165 (Data Link Circuit, SAE J1939) in Section 19 in the appropriate electronic control system
troubleshooting and repair manual.
Procedure 019-166 (Data Link Circuit, SAE J1587) in Section 19 in the appropriate electronic control system
troubleshooting and repair manual.
The troubleshooting steps in this procedure build upon information obtained in previous steps. The troubleshooting steps must be
performed in the sequence specified in the troubleshooting procedure.
This troubleshooting procedure supports several engine families, therefore some instructions are stated in a general manner.
Apply the requested procedures and actions to the specific engine family with the support of engine specific documentation that
can be found in the Troubleshooting and Repair manuals for the specific engine family.
Shop Talk
Three basic principles were used to define and sequence the troubleshooting steps that are listed in this tree.
Verify high level system operation prior to troubleshooting individual components of the system. The purpose for this is to
learn from the behavior of the system in order to direct the next steps for troubleshooting.
Use the Bench Top Harness to separate the ECM from the vehicle so the ECM can be isolated from vehicle issues that could
be causing no communication.
Use a second vehicle or a second ECM to isolate high level system issues before troubleshooting individual components of
the system.
Troubleshooting Steps
STEPS
STEP 1.
STEP 2.
SPECIFICATIONS
INSITE™ electronic service tool error code check
STEP 1A. Check for INSITE™ electronic service
tool error code 5023.
Is INSITE™ electronic service tool error code 5023
present?
STEP 1B. INSITE™ electronic service tool error
code 5080 or 5081 check.
Is INSITE™ electronic service tool error code 5080 or
5081 present?
STEP 1C. INSITE™ electronic service tool other
error code checks.
Are any INSITE™ electronic service tool error codes
present other than 5023, 5080, or 5081?
STEP 1D. ECM password check
Does INSITE™ electronic service tool indicate the ECM is
password protected?
Initial data link adapter and INSITE™ electronic
service tool check
STEP 2A. Initial data link adapter check
Are the communication lights on the data link adapter
flashing?
STEP 2B. data link adapter reset check
Does the ECM communicate?
STEP 2C. Initial INSITE™ electronic service tool
check
Does the ECM communicate?
STEP 2D. data link adapter verification check
Is an Inline or Inline I being use to communicate with the
ECM?
STEP 2E. data link adapter firmware check
Is firmware version compatible with ECM?
(00-ttecm) ECM - No Communication Troubleshooting Tree
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
STEP 3.
Bench communication setup checks
STEP 3A. Bench setup availability check
Is a bench setup available?
STEP 3A-1. Engine start check
STEP 3B. Initial bench setup communication check Does the ECM communicated using bench setup?
STEP 3B-1. Engine start check
STEP 4.
STEP 3C. Second vehicle or second ECM
availability check for bench setup
Is second vehicle or second ECM available to connect to
the bench setup?
STEP 3D. Initial bench setup functionality check
Does the second ECM communicate using bench setup?
STEP 3E. Troubleshoot bench setup
Does bench setup check OK?
STEP 3F. data link adapter replacement check
Does bench setup communicate with the second ECM
using a replacement data link adapter?
ECM power up circuit check
STEP 4A. Engine configuration check
Is the engine equipped with a fuel shutoff valve?
STEP 4A-1. Check fuel shutoff valve voltage
STEP 4A-2. Coolant temperature sensor signal
voltage check
STEP 5.
STEP 6.
STEP 4B. ECM keyswitch voltage check
Is the keyswitch voltage within 1-VDC or vehicle system
voltage?
STEP 4C. Check the ECM power and ground
Is the ECM battery supply voltage equal to the battery
voltage?
Initial electronic tool check
STEP 5A. Bench setup previously used for
troubleshooting check
In Step 3 checks, was bench setup used to successfully
communicate with the ECM?
STEP 5B. Second vehicle availability check for
electronic tool
Is a second vehicle available to connect to the electronic
tool?
STEP 5C. Initial electronic tool functionality check
Does the second ECM communicate using electronic
tool?
data link adapter power check
STEP 6A. data link adapter determination check
Is an Inline I data link adapter being used to
communicate with INSITE™ electronic service tool?
STEP 6B. Check data link adapter power
Is the data link adapter power light on?
STEP 6C. Determination if communication is being Is the communication being attempted at the OEM data
attempted at OEM dash connector
link dash connector?
STEP 7.
STEP 6D. OEM data link dash connector voltage
check
Is the voltage equal to or greater than 9-VDC?
STEP 6E. Check voltage at data link adapter
auxiliary power supply
Is the voltage equal to or greater than 9-VDC?
STEP 6F. Check voltage at vehicle battery
Is the voltage equal or greater than 11-VDC?
STEP 6G. Computer serial port voltage check
Is a minimum of 5 VDC available?
data link circuit check
STEP 7A. Check J1939 or J1587 circuits
STEP 8.
STEP 9.
Initial electronic tool check
STEP 8A. Second vehicle availability check for
electronic tool
Is a second vehicle available to connect to the electronic
tool?
STEP 8B. Initial electronic tool functionality check
Does the second ECM communicate using the electronic
tool?
Detailed electronic tool check
STEP 9A. Troubleshoot electronic tool hardware
STEP 10.
Does the electronic tool hardware check OK?
Serial cable and computer check
STEP 10A. Troubleshoot serial cable and
computer
STEP 11.
Does the circuit check OK?
Do the serial cable and computer check OK?
ROM boot ECM
(00-ttecm) ECM - No Communication Troubleshooting Tree
367 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
STEP 11A. ROM boot tool availability check
Is the ROM boot tool available?
STEP 11B. ROM boot ECM
Does the ECM communicate?
Guided Step 1 - INSITE™ electronic service tool error code check
Guided Step 1A - INSITE™ electronic service tool error code 5023 check
Conditions
Connect INSITE™ electronic service tool.
Turn keyswitch ON.
Action
Check for INSITE™ electronic service tool error code 5023.
Use INSITE™ electronic service tool to read the error
codes.
Is INSITE™ electronic service tool error code 5023 present?
Is INSITE™ electronic service tool error code 5023 present?
YES
NO
No Repair
No Repair
Go to 2A
Go to 1B
Guided Step 1B - INSITE™ electronic service tool error code 5080 or 5081 check
Conditions
Connect INSITE™ electronic service tool.
Turn keyswitch ON.
Action
Check for INSITE™ error code 5080 or 5081.
Use INSITE™ electronic service tool to read the error
codes.
Is INSITE™ electronic service tool error code 5080 or 5081
present?
Is INSITE™ electronic service tool error code 5080 or 5081
present?
YES
NO
Perform the ECM calibration download
No Repair
Repair complete
Go to 1C
Guided Step 1C - INSITE™ electronic service tool other error code checks.
Conditions
Connect Is INSITE™ electronic service tool.
Turn keyswitch ON.
(00-ttecm) ECM - No Communication Troubleshooting Tree
368 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Turn keyswitch ON.
Action
Are any INSITE™ electronic service tool error codes present
other than 5023, 5080, or 5081?
Use INSITE™ electronic service tool to read the error
codes.
Are any INSITE™ electronic service tool error codes present
other than 5023, 5080, or 5081?
Are any INSITE™ electronic service tool error codes present
other than 5023, 5080, or 5081?
YES
NO
See the INSITE™ Electronic Service Tool manual for
troubleshooting guidelines.
No Repair
Repair Complete
Go to 1D
Guided Step 1D - ECM password check
Conditions
Connect INSITE™ electronic service tool.
Turn keyswitch ON.
Action
Does INSITE™ electronic service tool indicate the ECM is
password protected?
Use INSITE™ electronic service tool.
Does INSITE™ electronic service tool indicate the ECM is
password protected?
Does INSITE™ electronic service tool indicate the ECM is
password protected?
YES
NO
Enter correct password
If password is unavailable, contact customer to request
password information. If customer can not supply password
No Repair
information, see the INSITE™ electronic service tool manual for
password removal information. Normal warranty guidelines will
apply if ECM password removal is required.
Repair complete
Go to 2A
Guided Step 2 - Initial data link adapter and INSITE™ electronic service tool check
Guided Step 2A - Initial data link adapter check
Conditions
data link adapter connected to OEM data link connector
in vehicle.
INSITE™ electronic service tool computer must not be
connected.
Note: If connected to the 3 pin engine data link
connector the communication lights will not blink,
continue to Step 2B.
(00-ttecm) ECM - No Communication Troubleshooting Tree
369 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Action
Turn keyswitch on.
Are the communication lights on the data link adapter flashing? Are the communication lights on the data link adapter flashing?
J1708 light for Inline
J1708 or J1939 for Inline II, Inline 4, and Inline 5.
J1708 light for Inline
J1708 or J1939 for Inline II, Inline 4, and Inline 5.
YES
NO
No Repair
No Repair
Go to 2C
Go to 2B
Guided Step 2B - data link adapter reset check
Conditions
INSITE™ electronic service tool connected to vehicle.
Action
Data link adapter reset check
Disconnect power from the data link adapter.
Leave disconnected for 30 seconds
Connect power again to the Inline adapter
Turn keyswitch ON.
Does the ECM communicate?
Does the ECM communicate?
YES
NO
No Repair
No Repair
Repair complete
Go to 3A
Guided Step 2C - Initial INSITE™ electronic service tool check
Conditions
INSITE™ electronic service tool connected to vehicle
Turn keyswitch ON.
Action
Reboot INSITE™ electronic service tool PC.
Launch INSITE™ electronic service tool
Check for communication.
Does the ECM communicate?
Does the ECM communicate?
YES
NO
No Repair
No Repair
Repair complete
Go to 2D
Guided Step 2D - data link adapter verification check
(00-ttecm) ECM - No Communication Troubleshooting Tree
370 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Conditions
None
Action
Verify if an Inline or Inline I data link adapter is being used to
communicate with ECM.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, for General Information - data link
Adapters, in the appropriate electronic control system
troubleshooting and repair manual for data link adapter
identification information.
Is an Inline or Inline I being used to communicate with the ECM? Is an Inline or Inline I being used to communicate with the ECM?
YES
NO
No Repair
No Repair
Go to 8A
Go to 2E
Guided Step 2E - data link adapter firmware check
Conditions
None
Action
Verify data link adapter firmware version is compatible with
ECM.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, for General Information - data link
Adapters, in the appropriate Electronic Control System
Troubleshooting and Repair manual for data link adapter
identification information.
Is firmware version compatible with the ECM?
Is firmware version compatible with the ECM?
YES
NO
No Repair
Load correct firmware version
Go to 8A
Go to 2C
Guided Step 3 - Bench communication setup checks
Guided Step 3A - Bench setup availability check
Conditions
Bench setup available.
Action
Verify bench setup is available.
Is a bench setup available?
Is a bench setup available?
YES
No Repair
NO
No Repair
(00-ttecm) ECM - No Communication Troubleshooting Tree
371 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Go to 3B
Go to 3A-1
Guided Step 3A-1 - Engine start check
Conditions
None
Action
Verify if engine will start.
Will engine start?
Will engine start?
YES
NO
No Repair
No Repair
Go to 5A
Go to 4A
Guided Step 3B - Initial bench setup communication check.
Conditions
Use the same INSITE™ electronic service tool PC as
was used for the previous checks
Bench setup connected to ECM
Bench top calibration harness keyswitch ON.
Action
Attempt to comunicate with the ECM using bench setup.
Does the ECM communicate with bench setup?
Does the ECM communicate with bench setup?
YES
NO
No Repair
No Repair
Go to 3B-1
Go to 3C
Guided Step 3B-1 - Engine start check
Conditions
None
Action
Disconnect the bench top calibration cable from the ECM.
Reconnect the ECM to the original engine or OEM wiring
harness connector. Verify if the engine will start.
Will the engine start?
Will the engine start?
YES
NO
No Repair
No Repair
Go to 5A
(00-ttecm) ECM - No Communication Troubleshooting Tree
Go to 4A
372 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Guided Step 3C - Second vehicle or second ECM availability check for bench setup
Conditions
Second vehicle or second ECM available for testing.
Action
Verify if a second vehicle or second ECM is available to
connect to the bench setup.
Is a second vehicle or second ECM available to connect to the
bench setup?
Is a second vehicle or second ECM available to connect to the
bench setup?
YES
NO
No Repair
No Repair
Go to 3D
Go to 3E
Guided Step 3D - Initial bench setup functionality check
Conditions
Use the same INSITE™ electronic service tool PC and
bench setup tools that were originally used on the
problem vehicle.
Bench setup connected to second vehicle or second
ECM
Bench top calibration harness keyswitch ON.
Action
Attempt to communicate with the ECM on the second vehicle
or a spare ECM using bench setup.
Does the second ECM communicate using bench setup?
Does the second ECM communicate using bench setup?
YES
NO
No Repair
No Repair
Go to 11A
Go to 3E
Guided Step 3E - Troubleshoot bench setup hardware
Conditions
None
Action
Troubleshoot bench calibration cable, bench calibration
harness, and serial cable.
Perform troubleshooting procedures for evaluating the
bench calibration cable, bench calibration harness, and
serial cable. Reference Procedure 022-999 (Service
Tools and Hardware - Overview) in Section F, for
Resistance Check - Serial Cable, Benchtop Calibration
Harness, Benchtop Calibration Cable, in the appropriate
Electronic Control System Troubleshooting and Repair
manual.
(00-ttecm) ECM - No Communication Troubleshooting Tree
373 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Does bench setup check OK?
Does bench setup check OK?
YES
NO
Repair or replace bench calibration cable, bench calibration
harness, or serial cable.
No Repair
Go to 3F
Go to 3B
Guided Step 3F - data link adapter replacement check
Conditions
None
Action
Try to communicate with the bench setup using a replacement
datalink.
Does bench setup communicate with the second ECM using a
replacement data link adapter?
Does bench setup communicate with the second ECM using a
replacement data link adapter?
YES
NO
Issue with bench setup should have been found. Troubleshoot
the bench setup again.
Use replacement data link adapter.
Go to 3B
Go to 3E
Guided Step 4 - ECM power up circuit check
Guided Step 4A - Engine configuration check
Conditions
None
Action
Determine if the engine is equipped with a fuel shutoff valve
Is the engine equipped with a fuel shutoff valve?
Is the engine equipped with a fuel shutoff valve?
YES
NO
No Repair
No Repair
Go to 4A-1
Go to 4A-2
Guided Step 4A-1 - Check fuel shutoff valve voltage
Conditions
Turn keyswitch ON.
Action
Measure the voltage from the fuel shutoff valve post to engine
block ground.
(00-ttecm)
ECM - No Communication Troubleshooting Tree
374 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
block ground.
There are 12 and 24 volt systems, the fuel shutoff valve
voltage needs to be within 1-VDC of the vehicle system
voltage.
Is the fuel shutoff valve voltage within 1-VDC of vehicle system
voltage?
Is the fuel shutoff valve voltage within 1 VDC of vehicle system
voltage?
YES
NO
No Repair
No Repair
Go to 5A
Go to 4B
Guided Step 4A-2 - Coolant temperature sensor signal voltage check
Conditions
Turn keyswitch ON.
Disconnect the coolant temperature sensor connector.
Action
Measure the voltage across the two pins of the coolant
temperature sensor on the wiring harness connector.
Reference the wiring diagram or circuit diagram for connector
pin identification.
Is the coolant temperature signal voltage greater than 4.5VDC?
Is the coolant temperature signal voltage greater than 4.5VDC?
YES
NO
No Repair
No Repair
Go to 5A
Go to 4B
Guided Step 4B - ECM keyswitch voltage check
Conditions
Turn keyswitch OFF.
Disconnect the wiring harness connector that contains
the keyswitch signal from the ECM.
Turn the keyswitch ON.
Action
Measure the voltage from the keyswitch input SIGNAL wire of
the wiring harness to engine block ground.
Reference the wiring diagram or circuit diagram for connector
pin identification.
Is the keyswitch voltage within 1-VDC of vehicle system
voltage?
Is the keyswitch voltage within 1-VDC of vehicle system
voltage?
YES
No Repair
NO
Repair or replace the wiring harness that contains the
keyswitch signal, or repair or replace the keyswitch, or check
the battery connection. Reference Procedure 019-064 (Key
Switch Battery Supply Circuit) in Section 19 in the appropriate
troubleshooting and repair manual.
See the Engine Performance Troubleshooting Tree in the
appropriate troubleshooting and repair manual, if the no start
condition is still present.
(00-ttecm) ECM - No Communication Troubleshooting Tree
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condition is still present.
Go to 4C
Repair complete
Guided Step 4C - Check the ECM power and ground
Conditions
Turn keyswitch OFF
Disconnect from the ECM the wiring harness connector
that contains the ECM battery SUPPLY (-) and SUPPLY
(+) wiring.
Action
Measure the voltage from each ECM battery SUPPLY (+) pin
to all battery SUPPLY (-) pins in the wiring harness connector.
Reference the wiring diagram or circuit diagram for connector
pin identification.
Is the ECM battery supply voltage equal to the battery voltage? Is the ECM battery supply voltage equal to the battery voltage?
YES
NO
Call for authorization.
Repair or replace the wiring harness that contains the ECM
battery SUPPLY (+) and battery SUPPLY (-) wiring.
Replace the ECM. Reference Procedure 019-031 (Electronic
Control Module (ECM)) in Section 19 in the appropriate
troubleshooting and repair manual.
See the Engine Performance Troubleshooting Tree if no start
condition is still present.
Repair complete
Repair complete
Guided Step 5 - Initial electronic tool check
Guided Step 5A - Bench setup previously used for troubleshooting check
Conditions
None
Action
In Step 3 checks, was bench setup used to successfully
communicate with the ECM?
In Step 3 checks, was bench setup used to successfully
communicate with the ECM?
In Step 3 checks, was bench setup used to successfully
communicate with the ECM?
YES
NO
ECM is OK, repair complete if communication is not required
through OEM data link connector or harness.
No Repair
If communication is required through the OEM data link
connector or harness continue to Step 6A.
Go to 6A
(00-ttecm) ECM - No Communication Troubleshooting Tree
Go to 5B
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Guided Step 5B - Second vehicle availability check for electronic tool
Conditions
Second vehicle available for testing
Action
Verify a second vehicle is available to connect to the
electronic tool.
Is a second vehicle available to connect to the electronic tool?
Is a second vehicle available to connect to the electronic tool?
YES
NO
No Repair
No Repair
Go to 5C
Go to 6A
Guided Step 5C - Initial electronic tool functionality check
Conditions
Electronic tool connected to a second vehicle.
Keyswitch ON.
Action
Attempt to communicate with the ECM on the second vehicle
using the same electronic tool hardware used on the problem
vehicle.
Does the second ECM communicate using electronic tool?
Does the second ECM communicate using electronic tool?
YES
NO
No Repair
No Repair
Go to 6A
Go to 9A
Guided Step 6 - data link adapter power check
Guided Step 6A - data link adapter determination check
Conditions
None
Action
Determine if an Inline I datalink adapter is being used to
communicate with INSITE™ electronic service tool.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, for General Information - data link
adapter, in the appropriate electronic control system
troubleshooting and repair manual.
Is an Inline I data link adapter being used to communicate with
INSITE™ electronic service tool?
Is an Inline I data link adapter being used to communicate with
INSITE™ electronic service tool?
YES
(00-ttecm) ECM - No Communication Troubleshooting Tree
NO
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No Repair
No Repair
Go to 6G
Go to 6B
Guided Step 6B - Check data link adapter power
Conditions
Do not use an Inline I
Electronic tool hardware connected to the vehicle.
INSITE™ electronic service tool launched
Keyswitch ON.
Action
Note: For all datalink adapters except Inline I.
Attempt to communicate with INSITE™ electronic service tool
and check to see if the data link adapter power light is on.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, for General Information - data link
Adapter, in the appropriate electronic control system
troubleshooting and repair manual.
Is the data link adapter power light on?
Is the data link adapter power light on?
YES
NO
No Repair
No Repair
Go to 7A
Go to 6C
Guided Step 6C - Determination if communication is being attempted at the OEM data link dash connector
Conditions
None
Action
Check to see if communication is being attempted at the OEM
datalink dash connector.
Is communication being attempted at the OEM data link dash
connector?
Is communication being attempted at the OEM data link dash
connector?
YES
NO
No Repair
No Repair
Go to 6D
Go to 6E
Guided Step 6D - OEM data link dash connector voltage check
Conditions
Turn keyswitch ON.
Action
Measure voltage across the SUPPLY and ground pins of the
OEM datalink connector.
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OEM datalink connector.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, for In Cab data link Connector or 6-pin
In Cab data link connector, in the appropriate Electronic
Control System Troubleshooting and Repair manual for pin
locations.
Is the voltage equal to or greater than 9 VDC?
Is the voltage equal to or greater than 9 VDC?
YES
NO
Replace data link adapter
No Repair
Repair complete
Go to 6F
Guided Step 6E - Check voltage at data link adapter auxiliary power supply
Conditions
Turn keyswitch ON.
Action
Measure the data link adapter supply voltage at the datalink
adapter harness connector.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, for 3-pin data link Cable, in the
appropriate Electronic Control System Troubleshooting and
Repair manual for pin locations.
Is the voltage equal to or greater than 9-VDC?
Is the voltage equal to or greater than 9-VDC?
YES
NO
Replace data link adapter.
No Repair
Repair complete
Go to 6F
Guided Step 6F - Check voltage at vehicle battery
Conditions
None
Action
Measure vehicle battery voltage in all cases except if using an
Inline I.
If using an Inline I measure data link adapter voltage supply
from computer.
Is the voltage equal to or greater than 11-VDC?
Is the voltage equal to or greater than 11-VDC?
YES
NO
Repair or replace damaged wiring.
Clean the battery connections or replace the batteries.
Repair complete
Repair complete
Guided Step 6G - Computer serial port voltage check
Conditions
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None
Action
Note: For Inline I only.
Measure voltage across the SIGNAL ground pin and the data
terminal ready pin and the SIGNAL ground pin and the
request to send pin on the computer serial port.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, for Serial Cable, in the appropriate
Electronic and Control System Troubleshooting and Repair
manual for pin locations.
Is a minimum of 5 VDC available?
Is a minimum of 5 VDC available?
YES
NO
Replace data link adapter
Contact PC administration support.
Repair complete
Repair complete
Guided Step 7 - data link circuit check
Guided Step 7A - Check J1939 or J1587 circuits
Conditions
None
Action
Use the following procedures to perform J1939 or J1587 circuit
checks depending on the datalink circuit being used.
Reference Procedure 019-165 (Data Link Circuit, SAE J1939)
in Section 19 in the appropriate troubleshooting and repair
manual.
This procedure gives information for a complete resistance
check, check for short circuit to ground, and check for short
circuit from pin-to-pin.
Reference Procedure 019-166 (Data Link Circuit, SAE J1587)
in Section 19 in the appropriate troubleshooting and repair
manual.
This procedure gives information for a complete resistance
check, check for short circuit to ground, check for short circuit
from pin-to-pin, and voltage check.
Reference Procedure 019-428 (Engine data links) in Section
19 in the appropriate troubleshooting and repair manual.
Complete resistance check, check for short circuit to ground,
and check for short circuit from pin-to-pin.
Does the circuit check OK?
Does the circuit check OK?
YES
NO
Repair or replace the harness with the data link problem, either
the engine or OEM harness.
No Repair
Go to 11A
(00-ttecm) ECM - No Communication Troubleshooting Tree
Repair complete
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Guided Step 8 - Initial electronic tool check
Guided Step 8A - Second vehicle availability check for electronic tool
Conditions
Second vehicle available for testing
Action
Verify if a second vehicle is available to connect to electronic
tool?
Is a second vehicle available to connect to the electronic tool?
Is a second vehicle available to connect to the electronic tool?
YES
NO
No Repair
No Repair
Go to 8B
Go to 10A
Guided Step 8B - Initial electronic tool functionality check
Conditions
Electronic tool connected to second vehicle
Action
Attempt to communicate with the ECM on the second vehicle
using the electronic tool.
Does the second ECM communicate using the electronic tool?
Does the second ECM communicate using the electronic tool?
YES
NO
No Repair
No Repair
Go to 11A
Go to 10A
Guided Step 9 - Detailed electronic tool check
Guided Step 9A - Troubleshoot electronic tool hardware
Conditions
None
Action
Perform troubleshooting procedures for evaluating electronic
tool hardware:
data link adapter cable
data link adapter power supply cable
data link adapter
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Serial cable
Computer.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, in the appropriate troubleshooting and
repair manual.
Complete the following checks:
Initial Check - INSITE™ electronic service tool
Initial Check - data link Adapters
Resistance Check - Serial Cable
Resistance Check for data link adapter cable and data
link adapter power supply cable.
Does the electronic tool hardware check OK?
Does the electronic tool hardware check OK?
YES
NO
Communication issue found.
Repair or replace damaged hardware.
Go to 11A
Repair complete
Guided Step 10 - Serial cable and computer check
Guided Step 10A - Troubleshoot serial cable and computer
Conditions
None
Action
Perform troubleshooting procedures for evaluating the serial
cable and computer.
Reference Procedure 022-999 (Service Tools and Hardware Overview) in Section F, in the appropriate troubleshooting and
repair manual.
Complete the following checks:
Initial Check - INSITE™ electronic service tool
Resistance Check - Serial Cable.
Do the serial cable and computer check OK?
Do the serial cable and computer check OK?
YES
NO
Communication issue found
Repair or replace damaged hardware.
Go to 11A
Repair complete
Guided Step 11 - ROM boot ECM
Guided Step 11A - ROM boot tool availability check
Conditions
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None
Action
Verify if ROM boot tool is available for specific ECM.
Is the ROM boot tool available?
Is the ROM boot tool available?
YES
NO
Call for pre-authorization
Replace the ECM.
No Repair
Reference Procedure 019-031 (Electronic Control Module
(ECM)) in Section 19 in the appropriate troubleshooting and
repair manual.
Go to 11B
Repair complete
Guided Step 11B - ROM boot the ECM
Conditions
None
Action
ROM boot the ECM.
Reference Procedure 019-427 (ECM ROM Boot) in Section 19
in the appropriate troubleshooting and repair manual.
Does the ECM communicate?
Does the ECM communicate?
YES
NO
Call for pre-authorization
Replace the ECM.
Calibrate the ECM again.
Reference Procedure 019-031 (Electronic Control Module
(ECM)) in Section 19 in the appropriate troubleshooting and
repair manual.
Repair complete
Repair complete
Last Modified: 07-Dec-2007
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(00-ttecm) ECM - No Communication Troubleshooting Tree
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
Multimeter Usage
(019-359)
General Information
On most meters, the negative (-), (black) meter probe must be
plugged into the COM position and the positive (+), (red) meter probe
must be plugged into one of the positions marked for amperage,
resistance, or voltage. Refer to the manufacturer's procedures for
more detail.
NOTE: When measuring to a block ground, use a clean,
unpainted metal surface to make sure a good measurement
exists.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit for this control system.
Refer to the appropriate wiring repair kit for specific test leads used on
this application.
Make an open circuit at the place where the current is to be measured.
Select the AC current (A ˜) or DC current (A-) function on the meter.
Turn on the power in the circuit being measured.
Put the probes of the meter across the open circuit to measure the
amperage.
Read the displayed measurement.
Select the AC voltage (V ˜) or DC voltage (V-) function on the meter.
Turn on the power in the circuit being measured.
Touch the positive (+) probe of the multimeter to the terminal or pin
that is being measured for voltage. Touch the other probe to a clean,
unpainted metal surface that is connected to battery ground or to the
negative (-) post of the battery.
Read the displayed measurement.
Select the resistance function on the meter.
Verify that there is no power to the components being tested.
Disconnect both ends of the circuit or component to be measured.
Touch one probe to one end of the circuit or component terminal.
Touch the other probe to the other end of the circuit or the other
component terminal.
Read the displayed measurement.
(019-359) Multimeter Usage
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It is important to know the internal resistance of the meter when
measuring small resistances. To measure small resistances accurately,
the internal resistance of the meter must be subtracted from the
measured resistance.
Turn the meter ON.
Set the meter to the lowest ohm scale.
Measure the resistance of the meter by touching the test probes
together and reading the resistance value (including special test
leads, if they are being used).
ZERO the meter or subtract this value when taking measurements.
Select the continuity function on the meter (usually marked with a
diode symbol).
Make sure there is no power to the component being measured.
Disconnect both ends of the circuit or component to be measured.
Touch one probe to one end of the circuit or component terminal.
Touch the other probe to the other end of the circuit or the other
component terminal.
Read the displayed measurement.
The meter will beep if the resistance is less than about 150 ohms. If
there is an open circuit, the meter does not beep.
Short circuit to ground is a condition where a connection from a circuit
to ground exists when it is not intended.
The procedure for checking for a short circuit to ground is as follows:
Turn keyswitch OFF.
Disconnect the connectors that are to be tested.
When testing a sensor, only the sensor connection is required to be
disconnected.
When testing a harness, the harness connector at the ECM and the
connector at the sensor or multiple sensors should be disconnected.
Identify the pins that need to be tested.
Inspect the connector pins. 019-361.
Adjust the multimeter to measure resistance.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit for this control system.
Touch one of the multimeter probes to the correct pin to be tested.
Touch the other probe of the multimeter to a clean, unpainted surface
on the engine block ground.
Read the value on the multimeter display.
The multimeter must read greater than 100k ohms, which is an open
circuit.
(019-359) Multimeter Usage
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If the circuit is not open, the wire being checked has a short circuit to
ground or the engine block.
Repair or replace the component or wire.
Short circuit from pin to pin is a condition in which an electrical path
exists between two pins where it is not intended to exist.
The procedure for checking short circuit from pin to pin is as follows:
1.
2.
3.
4.
Turn keyswitch OFF.
Disconnect the connector that are to be tested.
Identify the pins that are to be tested.
Adjust the multimeter to measure resistance.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit for this control system.
1. Touch one of the multimeter probes to the correct pin to be
tested on the harness side of the connector.
2. Touch the other probe of the multimeter to all other pins on the
harness side of the connector.
1. Read the value on the multimeter display.
2. The multimeter must read greater than 100k ohms, which is an
open circuit.
3. If the circuit is not open, the pins being checked are electrically
connected.
NOTE: Refer to the wiring diagram to verify that the wires in
question are not supposed to be connected.
1. Inspect the harness connectors for moisture that can be the
cause of an inappropriate electrical connection.
2. Repair or replace the harness.
Voltage check is a procedure to measure the difference in voltage
potential between two points.
The procedure for checking voltage is as follows:
1.
2.
3.
4.
Disconnect the connectors that are to be tested.
Turn keyswitch ON.
Identify the pins that are to be tested.
Adjust the multimeter to AC voltage (V ˜) or DC voltage (V-).
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit for this control system.
1. Touch one of the multimeter test probes to the correct lead to be
tested.
2. Touch the other multimeter probe to a clean, unpainted surface
(019-359) Multimeter Usage
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
on the engine block or to the appropriate return pin.
1. Read the value on the multimeter display. Compare the
measured value to the range of voltage given in the
specifications.
2. If the measured value falls outside of the specified range, check
the repair procedure for the electrical system that is being
checked for the appropriate action.
A battery will be used as an example to check polarity of a circuit.
The terminals of a battery are marked for polarity. The multimeter
displays the voltage difference of the positive (+) probe (red) to the
negative (-) probe (black).
The polarity is correct when the positive (red) probe of the multimeter
is on the positive (+) terminal of the battery and the negative (black)
probe of the multimeter is on the negative (-) terminal of the battery.
The multimeter will display positive voltage if the polarity is correct.
If the multimeter probes are reversed, the multimeter displays negative
voltage.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit for this control system.
Continuity is an electrical connection between two pins that is less than
a certain resistance value. For harness wires, the specification is less
than 10 ohms.
The procedure for checking continuity is as follows:
1. Turn keyswitch OFF.
2. Disconnect the harness connectors that are to be tested.
3. Adjust the multimeter to measure resistance.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit for this control system.
1. Insert test lead to the pin of the wire being tested and connect
the alligator clip to the multimeter probe.
2. Insert the other test lead to the pin at the other end of the wire
being tested and connect the alligator clip to the other
multimeter probe.
3. Read the value on the multimeter display.
The multimeter must display less than 10 ohms for wire continuity.
(019-359) Multimeter Usage
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If the multimeter displays greater than 10 ohms, the wire must be
repaired or the harness replaced.
Turn keyswitch OFF.
Disconnect the harness from the coil.
Adjust the multimeter to measure resistance.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit for this control system.
Insert test lead to the coil connector pin, and connect the alligator clip
to the multimeter probe.
Insert the other test lead to the other coil connector pin, and connect
the alligator clip to the other multimeter probe.
NOTE: For internally grounded coils, touch one multimeter lead
to the coil terminal and the other multimeter lead to a clean,
unpainted surface on the engine block.
Read the measured resistance on the multimeter display.
Check the measured resistance against the resistance specification
for the coil.
NOTE: The internal resistance of the multimeter is significant in
some coil resistance checks.
Last Modified: 02-Dec-2009
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(019-359) Multimeter Usage
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
Resistance Measurement Using a Multimeter
(019-360)
General Information
Use this procedure only if the harness or connector can be repaired.
After performing any of the checks below, and it is necessary to repair
or replace a harness or connector, refer to the table of contents in
section 19 for the appropriate repair or replacement procedure.
Fault code troubleshooting trees will refer to this procedure when it is
necessary to measure resistance on a harness, connector, or
component that the fault code applies to. Each fault code
troubleshooting tree will troubleshoot a particular component and the
associated circuitry such as a pressure sensor, wiring harness and
connectors that connect the sensor to the ECM.
When troubleshooting to determine if a short or open exists in a
particular circuit, all of the associated connectors, pins, circuit names
and connections that apply to this component can be viewed on the
applicable wiring diagram.
Use the following procedures to determine how to make the necessary
resistance checks on components, connectors and circuits that apply
to the fault code that referred you to this procedure.
Resistance Check
Turn the key switch off.
Disconnect the appropriate connector from the component.
Adjust the multimeter to measure resistance.
Use the wiring diagram to determine the pins that apply to the
component you are measuring.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit.
Connect the appropriate connector test leads to the connector pins
and connect the alligator clips to the multimeter probe. Measure the
resistance.
Compare this value to the applicable fault code specification or
applicable Electrical or Sensor Specification on the wiring diagram. If
the value is not correct, the component is malfunctioning. Refer to the
applicable fault code procedure for instructions.
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Continuity Check
Continuity is an electrical connection between two pins that is less than
a certain value. For harness wires, the specification is less than 10
ohms.
Turn the key switch to the OFF position.
Disconnect the harness connectors that are to be tested.
Adjust the multimeter to measure resistance.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit.
Connect the appropriate connector test leads to the connector pins
and connect the alligator clips to the multimeter probe. Measure the
resistance.
The multimeter must display less than 10 ohms for wire continuity. If
the multimeter displays greater than 10 ohms, the wire must be
repaired or the harness replaced.
Refer to the applicable fault code procedure for instructions.
Check for Short Circuit from Pin to Pin
Short circuit from pin to pin check is a condition in which an electrical
connection exists between two pins where it is not intended to exist.
Turn the key switch to the OFF position.
Disconnect the harness connectors that are to be tested.
Adjust the multimeter to measure resistance.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit.
Connect the appropriate connector test leads to the connector pins
and connect the alligator clips to the multimeter probes. Measure the
resistance.
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The multimeter must read greater than 100k ohms, which is an open
circuit. If the circuit is not open, the pins being checked are electrically
connected. Refer to the wiring diagram to verify that the wires are
intended to be connected.
Inspect the harness connectors for moisture that can cause an
inappropriate electrical connection. Refer to procedure 019-361.
Refer to the applicable fault code procedure for instructions.
Check for Short Circuit to Ground
Short circuit to ground is a condition where a connection from a circuit
to ground exists when it is not intended.
Turn the key switch to the OFF position.
Disconnect the harness connectors that are to be tested.
When testing a sensor, only the sensor connection is required to be
disconnected.
When testing a harness, the harness connector at the ECM and the
connector at the sensor or multiple sensors must be disconnected.
Identify the pins that need to be tested.
Inspect the connector pins. Refer to procedure 019-361.
CAUTION
To reduce the possibility of pin and harness damage, use the
appropriate test lead for the connector. Refer to the Service Tools
listing or the appropriate wiring repair kit.
Connect the appropriate connector test lead to a connector pin and
connect the alligator clip to the multimeter probe.
Touch the other multimeter probe to a clean, unpainted surface on the
engine block or ground. Measure the resistance.
The multimeter must read greater than 100k ohms, which is an open
circuit. If the circuit is not open, the wire being checked has a short
circuit to ground or the engine block.
Refer to the applicable fault code procedure for instructions.
Last Modified: 28-Jan-2008
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(019-360) Resistance Measurement Using a Multimeter
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
General Cleaning Instructions
(204-008)
Definition of Clean
Parts must be free of debris that can contaminate any engine system. This does not necessarily mean they have to appear
as new.
Sanding gasket surfaces until the factory machining marks are disturbed adds no value and is often harmful to forming a
seal. It is important to maintain surface finish and flatness tolerances to form a quality sealing surface. Gaskets are
designed to fill small voids in the specified surface finish.
Sanding gasket surfaces where edge-molded gaskets are used is most often unnecessary. Edge-molded gaskets are those
metal carriers with sealing material bonded to the edges of the gasket to seal while the metal portion forms a metal to metal
joint for stability. Any of the small amounts of sealing material that can stick to the parts are better removed with a bluntedged scraper on the spots rather than spending time polishing the whole surface with an air sander or disc.
For those gaskets that do not have the edge molding, nearly all have a material that contains release agents to prevent
sticking. Certainly this is not to say that some gaskets are not difficult to remove because the gasket has been in place a
long time, has been overheated or the purpose of the release agent has been defeated by the application of some sealant.
The object however is just to remove the gasket without damaging the surfaces of the mating parts without contaminating
the engine (don't let the little bits fall where they can not be removed).
Bead blasting piston crowns until the dark stain is removed is unnecessary. All that is required is to remove the carbon
build-up above the top ring and in the ring grooves. There is more information on bead blasting and piston cleaning later in
this document.
Cummins Inc. does not recommend sanding or grinding the carbon ring at the top of cylinder liners until clean metal is
visible. The liner will be ruined and any signs of a problem at the top ring reversal point (like a dust-out) will be destroyed. It
is necessary to remove the carbon ring to provide for easier removal of the piston assembly. A medium bristle, high quality,
steel wire wheel that is rated above the rpm of the power tool being used will be just as quick and there will be less damage.
Yes, one must look carefully for broken wires after the piston is removed but the wires are more visible and can be
attracted by a magnet.
Oil on parts that have been removed from the engine will attract dirt in the air. The dirt will adhere to the oil. If possible,
leave the old oil on the part until it is ready to be cleaned, inspected and installed, and then clean it off along with any
attracted dirt. If the part is cleaned then left exposed it can have to be cleaned again before installation. Make sure parts
are lubricated with clean oil before installation. They do not need to be oiled all over but do need oil between moving parts
(or a good lube system priming process conducted before cranking the engine).
Bead blasting parts to remove exterior paint is also usually unnecessary. The part will most likely be painted again so all that
needs happen is remove any loose paint.
Abrasive Pads and Abrasive Paper
The keyword here is "abrasive". There is no part of an engine designed to withstand abrasion. That is they are all supposed
to lock together or slide across each other. Abrasives and dirt particles will degrade both functions.
WARNING
Abrasive material must be kept out of or removed from oil passages and parts wear points.
Abrasive material in oil passages can cause bearing and bushing failures that can progress to
major component damage beyond reuse. This is particularly true of main and rod bearings.
Cummins Inc. does not recommend the use of emery cloth or sand paper on any part of an assembled engine or
component including but not limited to removing the carbon ridge from cylinder liners or to clean block decks or
counterbores.
Great care must be taken when using abrasive products to clean engine parts, particularly on partially assembled engines.
Abrasive cleaning products come in many forms and sizes. All of them contain aluminum oxide particles, silicon carbide, or
sand or some other similar hard material. These particles are harder than most of the parts in the engine. Since they are
harder, ifGeneral
they are pressed
against
softer material they will either damage the material or become embedded in it. These
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Instructions
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harder, if they are pressed against softer material they will either damage the material or become embedded in it. These
materials fall off the holding media as the product is used. If the products are used with power equipment the particles are
thrown about the engine. If the particles fall between two moving parts, damage to the moving parts is likely.
If particles that are smaller than the clearance between the parts while they are at rest (engine stopped), but larger than the
running clearance then damage will occur when the parts move relative to each other (engine started). While the engine is
running and there is oil pressure, particles that are smaller than the bearing clearance are likely to pass between the parts
without damage and be trapped in the oil filter. However, particles larger than the bearing clearance will remove material
from one part and can become embedded in one of the parts. Once embedded in one part it will abrade the other part until
contact is no longer being made between the two parts. If the damage sufficiently degrades the oil film, the two parts will
come into contact resulting in early wear-out or failure from lack of effective lubrication.
Abrasive particles can fly about during cleaning it is very important to block these particles from entering the engine as
much as possible. This is particularly true of lubricating oil ports and oil drilling holes, especially those located downstream
of the lubricating oil filters. Plug the holes instead of trying to blow the abrasive particles and debris with compressed air
because the debris is often simply blown further into the oil drilling.
All old gasket material must be removed from the parts gasket surfaces. However, it is not necessary to clean and polish
the gasket surface until the machining marks are erased. Excessive sanding or buffing can damage the gasket surface.
Many newer gaskets are of the edge molded type (a steel carrier with a sealing member bonded to the steel). What little
sealing material that can adhere is best removed with a blunt-edged scraper or putty knife. Cleaning gasket surfaces where
an edge-molded gasket is used with abrasive pads or paper is usually a waste of time.
WARNING
Excessive sanding or grinding the carbon ring from the top of the cylinder liners can damage
the liner beyond reuse. The surface finish will be damaged and abrasive particles can be
forced into the liner material which can cause early cylinder wear-out or piston ring failures.
Tape off or plug all openings to any component interior before using abrasive pads or wire brushes. If really necessary
because of time to use a power tool with abrasive pads, tape the oil drillings closed or use plug and clean as much of the
surface as possible with the tool but clean around the oil hole/opening by hand so as to prevent contamination of the
drilling. Then remove the tape or plug and clean the remaining area carefully and without the tool. DO NOT use
compressed air to blow the debris out of oil drilling on an assembled engine! More likely than not, the debris can be blown
further into the drilling. Using compressed air is fine if both ends of the drilling are open but that is rarely the case when
dealing with an assembled engine.
Gasket Surfaces
The object of cleaning gasket surfaces is to remove any gasket material, not refinish the gasket surface of the part.
Cummins Inc. does not recommend any specific brand of liquid gasket remover. If a liquid gasket remover is used, check
the directions to make sure the material being cleaned will not be harmed.
Air powered gasket scrapers can save time but care must be taken to not damage the surface. The angled part of the
scraper must be against the gasket surface to prevent the blade from digging into the surface. Using air powered gasket
scrapers on parts made of soft materials takes skill and care to prevent damage.
Do not scrape or brush across the gasket surface if at all possible.
Solvent and Acid Cleaning
Several solvent and acid-type cleaners can be used to clean the disassembled engine parts (other than pistons. See
Below). Experience has shown that the best results can be obtained using a cleaner that can be heated to 90° to 95°
Celsius (180° to 200° Fahrenheit). Kerosene emulsion based cleaners have different temperature specifications, see below.
A cleaning tank that provides a constant mixing and filtering of the cleaning solution will give the best results. Cummins Inc.
does not recommend any specific cleaners. Always follow the cleaner manufacturer's instructions. Remove all the gasket
material, o-rings, and the deposits of sludge, carbon, etc., with a wire brush or scraper before putting the parts in a cleaning
tank. Be careful not to damage any gasket surfaces. When possible, steam clean the parts before putting them in the
cleaning tank.
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WARNING
When using solvents, acids, or alkaline materials for cleaning, follow the manufacturers
recommendations for use. Wear goggles and protective clothing to reduce the possibility of
personal injury.
Experience has shown that kerosene emulsion based cleaners perform the best to clean pistons. These cleaners should
not be heated to temperature in excess of 77°C (170°F). The solution begins to break down at temperatures in excess of
82°C (180°F) and will be less effective.
Do not use solutions composed mainly of chlorinated hydrocarbons with cresols, phenols and/or cresylic components. They
often do not do a good job of removing deposits from the ring groove and are costly to dispose of properly.
Solutions with a pH above approximately 9.5 will cause aluminum to turn black; therefore do not use high alkaline solutions.
Chemicals with a pH above 7.0 are considered alkaline and those below 7.0 are acidic. As you move further away from the
neutral 7.0, the chemicals become highly alkaline or highly acidic.
Remove all the gasket material, o-rings, and the deposits of sludge, carbon, etc., with a wire brush or scraper before putting
the parts in a cleaning tank. Be careful to not damage any gasket surfaces. When possible use hot high pressure water or
steam clean the parts before putting them in the cleaning tank. Removing the heaviest dirt before placing in the tank will
allow the cleaner to work more effectively and the cleaning agent will last longer.
Rinse all the parts in hot water after cleaning. Dry completely with compressed air. Blow the rinse water from all the
capscrew holes and the oil drillings.
If the parts are not to be used immediately after cleaning, dip them in a suitable rust proofing compound. The rust proofing
compound must be removed from the parts before assembly or installation on the engine.
Steam Cleaning
Steam cleaning can be used to remove all types of dirt that can contaminate the cleaning tank. It is a good method for
cleaning the oil drillings and coolant passages
WARNING
When using a steam cleaner, wear safety glasses or a face shield, as well as protective
clothing. Hot steam can cause serious personal injury.
Do not steam clean the following components:
Electrical Components
Wiring Harnesses
Injectors
Fuel Pump
Belts and Hoses
Bearings (ball or taper roller)
Electronic Control Module (ECM)
ECM Connectors
Dosing Control Unit
NOx Sensor.
Plastic Bead Cleaning
Cummins Inc. does not recommend the use of glass bead blast or walnut shell media on any engine part. Cummins Inc.
recommends using only plastic bead media, Part Number 3822735 or equivalent on any engine part. Never use sand as a
blast media to clean engine parts. Glass and walnut shell media when not used to the media manufacturer's
recommendations can cause excess dust and can embed in engine parts that can result in premature failure of components
through abrasive wear.
Plastic bead cleaning can be used on many engine components to remove carbon deposits. The cleaning process is
controlled by the use of plastic beads, the operating pressure and cleaning time.
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CAUTION
Do not use bead blasting cleaning methods on aluminum pistons skirts or the pin bores in any
piston, piston skirt or piston crown. Small particles of the media will embed in the aluminum or
other soft metal and result in premature wear of the cylinder liner, piston rings, pins and pin
bores. Valves, turbocharger shafts, etc., can also be damaged. Follow the cleaning directions
listed in the procedures.
CAUTION
Do not contaminate wash tanks and tank type solvent cleaners with the foreign material and
plastic beads. Remove the foreign material and plastic beads with compressed air, hot high
pressure water or steam before placing them in tanks or cleaners. The foreign material and
plastic beads can contaminate the tank and any other engine parts cleaned in the tank.
Contaminated parts may cause failures from abrasive wear.
Plastic bead blasting media, Part Number 3822735, can be used to clean all piston ring grooves. Do not sure any bead
blasting media on piston pin bores or aluminum skirts.
Follow the equipment manufacturer's cleaning instructions. Make sure to adjust the air pressure in the blasting machine to
the bead manufacturer's recommendations. Turning up the pressure can move material on the part and cause the plastic
bead media to wear out more quickly. The following guidelines can be used to adapt to manufacturer's instructions:
0. Bead size: U.S. size Number 16 — 20 for piston cleaning with plastic bead media, Part Number 3822735
1. Operating Pressure — 270 kPa (40 psi) for piston cleaning. Pressure should not cause beads to break.
2. Steam clean or wash the parts with solvent to remove all of the foreign material and plastic beads after cleaning.
Rinse with hot water. Dry with compressed air.
CAUTION
The bead blasting operation must not disturb the metal surface. If the metal surface is disturbed
the engine can be damaged due to increased parts clearance or inadequate surface finish on
parts that move against other parts.
When cleaning pistons, it is not necessary to remove all the dark stain from the piston. All that is necessary is to remove the
carbon on the rim and in the ring grooves. This is best done by directing the blast across the part as opposed to straight at
the part. If the machining marks are disturbed by the blasting process, then the pressure is too high or the blast is being
held on one spot too long. The blast operation must not disturb the metal surface.
Walnut shell bead blast material is sometimes used to clean ferrous metals (iron and steel). Walnut shell blasting produces
a great amount of dust particularly when the pressure if the air pressure on the blasting machine is increased above media
manufacturer's recommendation. Cummins Inc. recommends not using walnut shell media to clean engine parts due to the
risk media embedment and subsequent contamination of the engine.
Cummins Inc. now recommends glass bead media NOT used to clean any engine parts. Glass media is too easily
embedded into the material particularly in soft materials and when air pressures greater than media manufacturer's
recommend are used. The glass is an abrasive so when it is in a moving part, that part is abrading all the parts in contact
with it. When higher pressures are used the media is broken and forms a dust of a very small size that floats easily in the
air. This dust is very hard to control in the shop, particularly if only compressed air (and not hot water) is used to blow the
media after it is removed from the blasting cabinet (blowing the part off inside the cabinet may remove large accumulations
but never removes all the media).
Bead blasting is best used on stubborn dirt/carbon build-up that has not been removed by first steam/higher pressure
washing then washing in a heated wash tank. This is particularly true of pistons. Steam and soak the pistons first then use
the plastic bead method to safely remove the carbon remaining in the grooves (instead of running the risk of damaging the
surface finish of the groove with a wire wheel or end of a broken piston ring. Make sure the parts are dry and oil free before
bead blasting to prevent clogging the return on the blasting machine.
Always direct the bead blaster nozzle "across" rather than directly at the part. This allows the bead to get under the
unwanted material. Keep the nozzle moving rather than hold on one place. Keeping the nozzle directed at one-place too
long causes the metal to heat up and be moved around. Remember that the spray is not just hitting the dirt or carbon. If the
machining marks on the piston groove or rim have been disturbed then there has not been enough movement of the nozzle
and/or the air pressure is too high.
Never bead blast valve stems. Tape or use a sleeve to protect the stems during bead blasting. Direct the nozzle across the
seat surface and radius rather than straight at them. The object is to remove any carbon build up and continuing to blast to
(204-008) General Cleaning Instructions
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remove the stain is a waste of time.
Fuel System
When servicing any fuel system components, which can be exposed to potential contaminants, prior to disassembly, clean
the fittings, mounting hardware, and the area around the component to be removed. If the surrounding areas are not
cleaned, dirt or contaminants can be introduced into the fuel system.
The internal drillings of some injectors are extremely small and susceptible to plugging from contamination. Some fuel
injection systems can operate at very high pressures. High pressure fuel can convert simple particles of dirt and rust into a
highly abrasive contaminant that can damage the high pressure pumping components and fuel injectors.
Electrical contact cleaner can be used if steam cleaning tools are not available. Use electrical contact cleaner rather than
compressed air, to wash dirt and debris away from fuel system fittings. Diesel fuel on exposed fuel system parts attracts
airborne contaminants.
Choose lint free towels for fuel system work.
Cap and plug fuel lines, fittings, and ports whenever the fuel system is opened. Rust, dirt, and paint can enter the fuel
system whenever a fuel line or other component is loosened or removed from the engine. In many instances, a good
practice is to loosen a line or fitting to break the rust and paint loose, and then clean off the loosened material.
When removing fuel lines or fittings from a new or newly-painted engine, make sure to remove loose paint flakes/chips that
can be created when a wrench contacts painted line nuts or fittings, or when quick disconnect fittings are removed.
Fuel filters are rated in microns. The word micron is the abbreviation for a micrometer, or one millionth of a meter. The
micron rating is the size of the smallest particles that will be captured by the filter media. As a reference, a human hair is
0.003 mm [3/1000 in] in diameter. One micron measures 0.00004 mm [4/100,000 in]. The contaminants being filtered out
are smaller than can be seen with the human eye, a magnifying glass, or a low powered microscope.
The tools used for fuel system troubleshooting and repair are to be cleaned regularly to avoid contamination. Like fuel
system parts, tools that are coated with oil or fuel attract airborne contaminants. Remember the following points regarding
your fuel system tools:
Fuel system tools are to be kept as clean as possible.
Clean and dry the tools before returning them to the tool box.
If possible, store fuel system tools in sealed containers.
Make sure fuel system tools are clean before use.
Last Modified: 24-Jul-2007
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(204-008) General Cleaning Instructions
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
General Repair Instructions
(204-007)
General Information
This engine incorporates the latest technology at the time it was manufactured; yet, it is designed to be repaired using
normal repair practices performed to quality standards.
CAUTION
Cummins Inc. does not recommend or authorize any modifications or repairs to engines or
components except for those detailed in Cummins Service Information. In particular,
unauthorized repair to safety-related components can cause personal injury or death. Below is
a partial listing of components classified as safety-related:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Air Compressor
Air Controls
Air Shutoff Assemblies
Balance Weights
Cooling Fan
Fan Hub Assembly
Fan Mounting Bracket(s)
Fan Mounting Capscrews
Fan Hub Spindle
Flywheel
Flywheel Crankshaft Adapter
Flywheel Mounting Capscrews
Fuel Shutoff Assemblies
Fuel Supply Tubes
Lifting Brackets
Throttle Controls
Turbocharger Compressor Casing
Turbocharger Oil Drain Line(s)
Turbocharger Oil Supply Line(s)
Turbocharger Turbine Casing
Vibration Damper Mounting Capscrews
Follow all safety instructions noted in the procedures
Follow the manufacturer's recommendations for cleaning solvents and other substances used during the repair of the
engine. Some solvents and used engine oil have been identified by government agencies as toxic or carcinogenic.
Avoid excessive breathing, ingestion and contact with such substances. Always use good safety practices with tools
and equipment.
Provide a clean environment and follow the cleaning instructions specified in the procedures
The engine and its components must be kept clean during any repair. Contamination of the engine or components
will cause premature wear.
Perform the inspections specified in the procedures
Replace all components or assemblies which are damaged or worn beyond the specifications
Use genuine Cummins new or ReCon® service parts and assemblies
The assembly instructions have been written to use again as many components and assemblies as possible. When it
is necessary to replace a component or assembly, the procedure is based on the use of new Cummins or Cummins
ReCon® components. All of the repair services described in this manual are available from all Cummins Distributors
and most Dealer locations.
Follow the specified disassembly and assembly procedures to reduce the possibility of damage to the components
Welding on a Vehicle with an Electronic Controlled Fuel System
(204-007) General Repair Instructions
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CAUTION
Disconnect both the positive (+) and negative (-) battery cables from the battery before welding
on the vehicle. Attach the welder ground cable no more than 0.61 meters [2 feet] from the part
being welded. Do not connect the ground clamp of the welder to any of the sensors, wiring
harness, the ECM or the engine. Direct welding of any electronic engine component or engine
mounted component must not be attempted. Sensors, wiring harness, and ECM should be
removed if nearby welding will expose these components to temperatures beyond normal
operation. Additionally, all ECM connectors must be disconnected..
Last Modified: 14-Jul-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(204-007) General Repair Instructions
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
General Safety Instructions
(204-006)
Important Safety Notice
WARNING
Improper practices, carelessness, or ignoring the warnings can cause burns, cuts, mutilation,
asphyxiation or other personal injury or death.
Read and understand all of the safety precautions and warnings before performing any repair. This list contains the general
safety precautions that must be followed to provide personal safety. Special safety precautions are included in the
procedures when they apply.
Work in an area surrounding the product that is dry, well lit, ventilated, free from clutter, loose tools, parts, ignition
sources and hazardous substances. Be aware of hazardous conditions that can exist.
Always wear protective glasses and protective shoes when working.
Rotating parts can cause cuts, mutilation or strangulation.
Do not wear loose-fitting or torn clothing. Remove all jewelry when working.
Disconnect the battery (negative [-] cable first) and discharge any capacitors before beginning any repair work.
Disconnect the air starting motor if equipped to prevent accidental engine starting. Put a "Do Not Operate" tag in the
operator's compartment or on the controls.
Use ONLY the proper engine barring techniques for manually rotating the engine. Do not attempt to rotate the
crankshaft by pulling or prying on the fan. This practice can cause serious personal injury, property damage, or
damage to the fan blade(s) causing premature fan failure.
If an engine has been operating and the coolant is hot, allow the engine to cool before slowly loosening the filler cap
to relieve the pressure from the cooling system.
Always use blocks or proper stands to support the product before performing any service work. Do not work on
anything that is supported ONLY by lifting jacks or a hoist.
Relieve all pressure in the air, oil, fuel, and cooling systems before any lines, fittings, or related items are removed or
disconnected. Be alert for possible pressure when disconnecting any device from a system that utilizes pressure. Do
not check for pressure leaks with your hand. High pressure oil or fuel can cause personal injury.
To reduce the possibility of suffocation and frostbite, wear protective clothing and ONLY disconnect liquid refrigerant
(Freon) lines in a well ventilated area. To protect the environment, liquid refrigerant systems must be properly
emptied and filled using equipment that prevents the release of refrigerant gas (fluorocarbons) into the atmosphere.
Federal law requires capturing and recycling refrigerant.
To reduce the possibility of personal injury, use a hoist or get assistance when lifting components that weigh 23 kg [50
lb] or more. Make sure all lifting devices such as chains, hooks, or slings are in good condition and are of the correct
capacity. Make sure hooks are positioned correctly. Always use a spreader bar when necessary. The lifting hooks
must not be side-loaded.
Corrosion inhibitor, a component of SCA and lubricating oil, contains alkali. Do not get the substance in eyes. Avoid
prolonged or repeated contact with skin. Do not swallow internally. In case of contact, immediately wash skin with
soap and water. In case of contact, immediately flood eyes with large amounts of water for a minimum of 15 minutes.
IMMEDIATELY CALL A PHYSICIAN. KEEP OUT OF REACH OF CHILDREN.
Naptha and Methyl Ethyl Ketone (MEK) are flammable materials and must be used with caution. Follow the
manufacturer's instructions to provide complete safety when using these materials. KEEP OUT OF REACH OF
CHILDREN.
To reduce the possibility of burns, be alert for hot parts on products that have just been turned off, exhaust gas flow,
and hot fluids in lines, tubes, and compartments.
Always use tools that are in good condition. Make sure you understand how to use the tools before performing any
service work. Use ONLY genuine Cummins® or Cummins ReCon® replacement parts.
Always use the same fastener part number (or equivalent) when replacing fasteners. Do not use a fastener of lesser
quality if replacements are necessary.
When necessary, the removal and replacement of any guards covering rotating components, drives, and/or belts
should only be carried out be a trained technician. Before removing any guards the engine must be turned off and
any starting mechanisms must be isolated. All fasteners must be replaced on re-fitting the guards.
Do not perform any repair when fatigued or after consuming alcohol or drugs that can impair your functioning.
Some state and federal agencies in the United States of America have determined that used engine oil can be
carcinogenic and can cause reproductive toxicity. Avoid inhalation of vapors, ingestion, and prolonged contact with
used engine oil.
Do not connect the jumper starting or battery charging cables to any ignition or governor control wiring. This can
cause electrical damage to the ignition or governor.
Always torque fasteners and fuel connections to the required specifications. Overtightening or undertightening can
allow leakage. This is critical to the natural gas and liquefied petroleum gas fuel and air systems.
Always test for fuel leaks as instructed, as odorant can fade.
(204-006) General Safety Instructions
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Close the manual fuel valves prior to performing maintenance and repairs, and when storing the vehicle inside.
Coolant is toxic. If not reused, dispose of in accordance with local environmental regulations.
The catalyst reagent contains urea. Do not get the substance in your eyes. In case of contact, immediately flood
eyes with large amounts of water for a minimum of 15 minutes. Avoid prolonged contact with skin. In case of contact,
immediately wash skin with soap and water. Do not swallow internally. In the event the catalyst reagent is ingested,
contact a physician immediately.
The catalyst substrate contains Vanadium Pentoxide. Vanadium Pentoxide has been determined by the State of
California to cause cancer. Always wear protective gloves and eye protection when handling the catalyst assembly.
Do not get the catalyst material in your eyes. In Case of contact, immediately flood eyes with large amounts of water
for a minimum of 15 minutes. Avoid prolonged contact with skin. In case of contact, immediately wash skin with soap
and water.
The Catalyst substrate contains Vanadium Pentoxide. Vanadium Pentoxide has been determined by the State of
California to cause cancer. In the event the catalyst is being replaced, dispose of in accordance with local regulations.
California Proposition 65 Warning - Diesel engine exhaust and some of its constituents are known to the State of
California to cause cancer, birth defects, and other reproductive harm.
Last Modified: 25-Jan-2010
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(204-006) General Safety Instructions
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Service Tools
(022-001)
Electronic Engine Controls
Tool Number
Data Link Adapter Kit
INLINE II adapter and associated cables are used to
connect a computer to an engine data link.
3163682
Engine Controller
Tool Number
3163890
Used in conjunction with the engine controller adapter
harness to provide fault lamps, throttle control, and
keyswitch.
Tool Bosch® Male Test
Number Lead
3164110 Used to test electrical
circuits.
Tool Bosch® Female
Number Test Lead
3164111 Used to test electrical
circuits.
ECM Bench Top Calibration
Tool Number Harness
4918583
Used to calibrate electronic control
modules off the engine.
Tool Number
3164242
Tool Number
3164488
Engine Controller Adapter Harness
Used to separate engine wiring issues from chassis
issues. Also used on the dynometer.
Multimeter
Used to measure voltage (volts), resistance (ohms),
and current (amperes) in electrical circuits.
(022-001_19) Electronic Engine Controls
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Framatome Male
Tool
Number Test Lead
3164596
Used to test electrical
circuits.
Tool Framatome Female
Test Lead
Number
Used to test electrical
circuits.
3164597
Tool Number Data Link Power Adapter Harness
3164653
Used to provide power straight from the
ECM for the INLINE II kit.
Wiring Repair Kit
Tool Number
3165117
Contains a variety of connectors, pins, seals, terminals, test
leads, and other tools used to repair connectors. Use with
base Wiring Repair Kit, Part Number 3164573.
Weather-Pack Terminal
Tool
Removal Tool
Number
3822608 Used to repair WeatherPack connectors.
Tool
Deutsch/AMP/Metri-Pack
Number Male Test Lead
3822758 Used to test electrical circuits.
AMP Terminal
Tool
Number Removal Tool
3822759
Used to repair AMP
connectors.
Deutsch Terminal
Tool
Number Removal Tool (Blue)
3822760
Used to repair Deutsch
connectors.
(022-001_19) Electronic Engine Controls
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Tool Heat Gun
Number
Used to repair
3822860 connector wires.
Tool
Number
Deutsch/AMP/Metri-Pack
Female Test Lead
3822917
Used to test electrical circuits.
Tool Wire Crimping Pliers
Number
Used when repairing
3822930 connector wires.
Tool
Number
3823843
Tool
Number
3824510
Deep Well Socket (1.25 inch)
Used to remove and install
sensors and actuators.
Electrical Contact Cleaner
Used to clean electrical contacts
and connectors.
Tool Deutsch Male Test
Lead
Number
3824811 Used to test electrical
circuits.
Deutsch Female
Tool
Number Test Lead
3824812 Used to test electrical
circuits.
Deutsch Terminal
Tool
Removal Tool (Red)
Number
3824815 Used to repair Deutsch
connectors.
(022-001_19) Electronic Engine Controls
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Last Modified: 15-Jan-2007
Copyright© 2007
Cummins, Inc.
All rights reserved
(022-001_19) Electronic Engine Controls
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
View Related Topic
Service Tools
(022-001)
Table of Contents
Fuel System
Fuel System
TOC
Tool Number Standard Puller
ST 647
Used to remove pulleys, impellers,
and/or counterweights.
Digital Multimeter
Tool Number
3164488
Used to measure electrical circuits. Voltage (volts),
resistance (ohms), and current (amperage). Part Number
3164488 is a standard meter.
Digital Multimeter
Tool Number
3164489
Tool Number
3164491
Used to measure electrical circuits. Voltage (volts),
resistance (ohms), and current (amperage). Part Number
3164489 is an automotive meter with built in temperature
adapter and tachometer.
Pressure/Vacuum Module
Used to measure fuel pressure and restriction. Use with
multimeter, Part Number 3164488 or 3164489.
Tool Bearing Separator Tool
Number
Used to remove the fuel
3375326 pump gear.
Digital Optical Tachometer
Tool Number
3377462
This digital tachometer is a non-contact tachometer used to
measure any rotating member speed. The tachometer can
be used to measure engine speed and/or any shaft speed
(022-001_05) Fuel System
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ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
3377462
be used to measure engine speed and/or any shaft speed
by placing a short piece of reflective tape on the rotating
member. Point the tachometer at the reflective tape and the
rpm is displayed on the hand held tachometer.
Tool Graduated Beaker
Number
Used to measure fuel
3823705 return flows.
QD Contact Cleaner
Tool Number
3824510
This cleaner is an alcohol based cleaner that is 100 percent
free of CFC's. This cleaner is ideal for application where
lower flash-point solvents can be used. It evaporates rapidly
and completely and is harmless to most plastics. Use this
cleaner when cleaning electrical or electronic connections.
Tool Number Engine Barring Gear
3824591
Used to engage the flywheel ring gear
to rotate the crankshaft.
Tool Number
4918193
Tool Number
4818677
Tool Number
4918679
Injection Timing Gauge Kit
This kit can be used as another check of the fuel pump
timing before replacing the fuel injection pump.
Fuel Pump Drive Gear Retention Tool
Used to secure the fuel pump gear drive while removing
or installing the drive gear retaining nut.
Fuel Return Flow Hose (Fuel Pump)
The tool uses a special fitting to connect to the fuel return
circuits to measure return flow from the fuel pump.
Last Modified: 18-Feb-2008
Copyright© 2008
Cummins, Inc.
All rights reserved
(022-001_05) Fuel System
406 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
Service Tools
(022-001)
Fuel System
Tool
Number
3164491
Pressure/Vacuum Module
Used to measure fuel
pressure and restriction.
Digital Multimeter
Tool Number
3164488 or 3164489
Used to measure electrical circuits: Voltage (volts),
resistance (ohms), and current (amperes). 3164488 Standard meter. 3164489 - Automotive meter with built in
temperature adapter and tachometer.
Tool
Number
Quick Dry (QD)
Cleaner
3824510
Used to clean parts and
tools safely.
Tool
Number
3823705
Graduated Beaker
Used to measure fuel
return flows.
Fuel Return Flow Hose (injector and fuel pump, M12)
Tool Number
3164618
The tool uses a special fitting to connect to the fuel return
circuits to measure return flow from the injectors and fuel
pump.
Lift Pump Performance Test Orifice
Tool Number
3164621
This tool connects to the diagnostic fitting on the inlet to
the fuel filter. It is used to measure flow from the lift pump
through an orifice without the engine running. The tool
consists of a 0.043-inch orifice, Part Number 3045018, and
a Compuchek™ coupling, Part Number 3376859.
Compuchek™ Quick-Connect Coupling
(022-001_05) Fuel System
407 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Tool Number
3376859
Tool Number
3164617
Tool Number
3164025
Tool Number
3823208
Tool Number
3164707
This tool connects to the diagnostic fitting on the inlet to
the fuel filter. It is used when measuring inlet restriction
when running the lift pump and does not contain an orifice.
Fuel Return Flow Hose (fuel rail pressure relief
valve, M14)
The tool uses a special banjo fitting to connect to the fuel
return circuit to measure return flow from the rail pressure
relief valve.
Fuel Connector Remover
Used to remove the high-pressure fuel
connector from the cylinder head.
Torque Wrench (injector terminal nuts)
This 1.47 N•m [13 in-lb] torque wrench is used to
tighten the injector solenoid terminal nuts.
Fuel Pump Drive Gear Retention Tool
Use to secure fuel pump gear drive while removing
or installing drive gear retaining nut.
Tool
Number
Bearing Separator
Tool
3375326
Use to remove the fuel
pump gear.
Tool Number
4918354
Tool Number
4918433
Tool Number
Fuel Return Flow Tester Kit
Used to check injector and HPCR pump drain flow.
Connects to 5/8 inch and 3/8 inch fittings.
Fuel Drain Hose
Used with 5/16 inch quick disconnect fittings male
connector (hose included in kit, Part Number 4918354).
Fuel Drain Hose
(022-001_05) Fuel System
408 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Used with 5/16 inch quick disconnect fittings female
connector (hose included in kit, Part Number 4918354).
4918434
Tool
Number
4918464
Fuel Tube Plug
Used to plug low
pressure fuel lines.
Tool Number
3824842
Compucheck™ Fitting
Used to check fuel pressure/restriction.
10 mm O-ring connection.
Fuel Pressure Gauge Adapter Kit
Tool Number
4918462
Used to check fuel
pressure/restriction. For 5/16 inch
fittings.
Tool Number
3163381
Tool Number
4918317
Fuel Pump Gear Puller
Used to pull the fuel pump gear. Includes
Part Number 3900633 capscrews.
Spacer
Used with the fuel pump gear pullers, Part
Number 3824469 or Part Number 3163381.
Fuel System Leak Tester
Tool Number
4918298
Tool Number
4918679
Tool Number
4918697
Used to cut off injector supply when diagnosing injector
leakage or malfunction. (Used on fuel rails with 18 mm
threads).
Fuel Return Flow Hose (M12)
The tool uses a special banjo fitting to connect
the fuel circuit to measure return flow.
Fuel Drain Hose
Used with 3/8 inch quick disconnect fittings male connector
(hose included in kit, Part Number 4918354).
(022-001_05) Fuel System
409 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Tool Number
4918698
Fuel Drain Hose
Used with 3/8 inch quick disconnect fittings female
connector (hose included in kit, Part Number 4918354).
Fuel Pressure Gauge Adapter Kit
Tool Number
4918696
Used to check fuel
pressure/restriction. For 3/8 inch
fittings.
Last Modified: 13-Nov-2008
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(022-001_05) Fuel System
410 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Service Tools
(022-001)
Fuel System
Fuel Pressure Gauge Adapter
Tool Number
3164044
Tool
Number
Used to measure fuel pressure and detect air in the fuel
system. Use with Pressure/Vacuum Module, Part Number
3164491 (engines without EGR only)
Pressure/Vacuum Module
Used to measure fuel pressure
3164491 and restriction.
Digital Multimeter
Tool Number
Used to measure electrical circuits: Voltage (volts),
3164488 or 3164489 resistance (ohms), and current (amps). 3164488 —
Standard meter. 3164489 — Automotive meter with built in
temperature adapter and tachometer.
Tool Quick Dry (QD) Cleaner
Number
Used to clean parts and
3824510 tools safely.
Fuel System Leak Tester
Tool Number
3164325
Used to cut off the fuel supply to the injector to diagnose it
for leakage and malfunction. Used on fuel rails with 14 mm
threads.
Tool Graduated Beaker
Number
Used to measure fuel
3823705 return flows.
Fuel Return Flow Hose (injector and fuel pump)
Tool Number
3164618
The tool uses a special fitting to connect to the fuel return
circuits to measure return flow from the injectors and fuel
pump (EGR engines only).
(022-001_05) Fuel System
411 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Lift Pump Performance Test Orifice
Tool Number
3164621
This tool connects to the diagnostic fitting on the inlet to the
fuel filter. It is used to measure flow from the lift pump
through an orifice without the engine running. The tool
consists of a 0.043-inch orifice, Part Number 3045018, and
a Compuchek® coupling, Part Number 3376859 (EGR
engines only).
Compuchek® Quick-Connect Coupling
Tool Number
3376859
This tool connects to the diagnostic fitting on the inlet to the
fuel filter. It is used when measuring inlet restriction when
running the lift pump and does not contain an orifice (EGR
engines only).
Fuel Line Cap
Tool Number
This tool is used to cap a quick-connect fuel line that has
been disconnected from the engine. This prevents back-flow
out of the line (engines without EGR only).
3164583
Fuel Return Flow Hose (fuel rail pressure relief valve)
Tool Number
3164617
Tool Number
3164025
Tool Number
The tool uses a special banjo fitting to connect to the fuel
return circuit to measure return flow from the rail pressure
relief valve.
Fuel Connector Remover
Used to remove the high-pressure fuel
connector from the cylinder head.
Torque Wrench (injector terminal nuts)
3823208
This 13 in-lb torque wrench is used to tighten
the injector solenoid terminal nuts.
Tool Number
Fuel Pump Drive Gear Retention Tool
3164707
Use to secure fuel pump gear drive while removing
or installing drive gear retaining nut.
Tool Bearing Separator
Number Tool
(022-001_05) Fuel System
412 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Number
3375326 Use to remove the fuel
pump gear.
Tool
Number
4918354
Fuel Return Flow Tester Kit
Used to check injector and
HPCR pump drain flow.
Tool Number
Used with 5/16 quick disconnect fittings male connector
(hose included in kit Part Number 4918354).
4918433
Tool Number
4918434
Fuel Drain Hose
Fuel Drain Hose
Used with 5/16 quick disconnect fittings female connector
(hose included in kit Part Number 4918354).
Tool Fuel Tube Plug
Number
Used to plug low
4918464 pressure fuel lines.
Tool Number
3824842
Compucheck® Fitting
Used to check fuel pressure/restriction.
10 mm O-ring connection.
Last Modified: 21-Jul-2005
Copyright© 2005
Cummins, Inc.
All rights reserved
(022-001_05) Fuel System
413 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
:
Service Tools
(022-001)
Fuel System
Multimeter
Tool Number
Used to measure voltage, resistance, and
current in electrical circuits.
3164488
Tool Number
Pressure and Vacuum Module
Used with multimeter, Part Number 3164488 to measure
pressures and restriction in the fuel system.
3164499
Tool Number
0.043-Inch Diagnostic Fuel Line
Used to create rated fuel flows through the lowpressure fuel system without loading the engine.
3164621
Tool Number
1000 cc Graduated Cylinder
Not Applicable
Used to measure high-pressure
pump drain flow (leakage).
Tool Number
M10 Compucheck® Fitting
3824842
Tool Number
3163381
Tool Number
3824510
Used when measuring fuel system
pressure at the fuel filter head.
Fuel Pump Gear Puller
Used to pull the fuel pump gear. Includes
Part Number 3900633 capscrews.
QD Contact Cleaner
Use this non-petroleum cleaner to clean electrical
connections and fuel pump internal parts.
Fuel Pump Mounting Plate
(022-001_05) Fuel System
414 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Tool Number
3162897
Fuel Pump Mounting Plate
Used to hold the fuel pump in the ball
joint vise during service.
Tool Number
ST 302
Ball Joint Vise
Used with the fuel pump mounting plate for
holding the fuel pump during service.
12 mm Banjo Adapter Fitting (Leakage Flow Adapter)
Tool Number
3164618
Used to isolate drain flow from the fuel drain lines where
they connect to the fuel drain manifold. Allows fuel leakage
measurement from the fuel pump, injector, or fuel rail
pressure relief valve drain lines.
Last Modified: 09-Nov-2006
Copyright © 2000-2009 Cummins Inc. All rights reserved.
(022-001_05) Fuel System
415 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Fuel System Location and Description Listing
Component (click to
view Engine
Diagrams)
Fault Code Component Descriptions
Description
Accelerator Pedal or
Lever Idle Validation
Circuit - Data
Erratic, Intermittent,
or Incorrect
The integrated sensor switch (ISS) is
located on the accelerator pedal or
lever assembly.
The idle validation switch is used by the electronic control module
(ECM) to indicate when the accelerator pedal or lever is released
(on-idle) or depressed (off-idle). The switch is adjusted at the factory
to switch from on-idle to off-idle at the correct accelerator pedal or
lever position. The switch return is a shared return with other OEM
cab switches.
The accelerator pedal or lever
position sensor is located on the
accelerator pedal or lever.
The accelerator pedal or lever position sensor is attached to the
accelerator pedal or lever. The accelerator pedal or lever position
sensor sends a signal to the electronic control module (ECM) when
the accelerator pedal or lever is depressed and released. The
accelerator pedal or lever position circuit contains three wires:
accelerator pedal or lever position supply, accelerator pedal or lever
position return, and accelerator pedal or lever position signal. The
switch return circuit for the on-idle and off-idle validation circuit is a
shared return with other original equipment manufacturer (OEM)
switches.
The accelerator pedal or lever
position sensor is located on the
accelerator pedal or lever.
The accelerator position sensor is a hall-effect sensor attached to the
accelerator pedal. The accelerator position sensor varies the signal
voltage to the electronic control module (ECM) as the accelerator
pedal is depressed and released. Low signal voltage is received by
the ECM when the accelerator pedal is at 0 percent. A high signal
voltage is received by the ECM when the accelerator pedal is at 100
percent. The accelerator pedal position circuit contains an
accelerator pedal position 5 volt supply, accelerator pedal position
return, and accelerator pedal position signal. The accelerator pedal
contains two position sensors. These position sensors are used to
measure the throttle position. Both position sensors receive a 5 volt
supply from the ECM. A corresponding signal voltage, based on the
accelerator pedal position, is then received from the ECM. The signal
voltage for accelerator position 1 is twice as much as the signal
voltage from the accelerator position 2. When the ECM senses a
signal voltage lower than the normal operating range of the sensor,
this fault code is set.
The accelerator pedal or lever
position sensor is mounted to the
accelerator pedal assembly.
The accelerator position sensor is a hall-effect sensor attached to the
accelerator pedal. The accelerator position sensor varies the signal
voltage to the electronic control module (ECM) as the accelerator
pedal is depressed and released. Low signal voltage is received by
the ECM when the accelerator pedal is at 0 percent. A high signal
voltage is received by the ECM when the accelerator pedal is at 100
percent. The accelerator pedal position circuit contains an
accelerator pedal position 5 volt supply, accelerator pedal position
return, and accelerator pedal position signal. The accelerator pedal
contains two position sensors. These position sensors are used to
measure the throttle position. Both position sensors receive a 5 volt
supply from the ECM. A corresponding signal voltage, based on the
accelerator pedal position, is then received from the ECM. The signal
voltage for accelerator position 1 is twice as much as the signal
voltage from the accelerator position 2. When the ECM senses a
signal voltage lower than the normal operating range of the sensor,
this fault code is set.
Accelerator Pedal or
Lever Idle Validation
Circuit - Out of
Calibration
Accelerator Pedal or
Lever Position
Sensor 1 Circuit Voltage Above
Normal or Shorted
to High Source
Accelerator Pedal or
Lever Position
Sensor 1 Circuit Voltage Below
Normal or Shorted
to Low Source
Accelerator Pedal or
Lever Position
Sensor 1 and 2 Data Erratic,
The accelerator pedal position sensor
is located on the accelerator pedal.
Locations and Descriptions
The accelerator position sensor is a hall-effect sensor attached to the
accelerator pedal. The accelerator position sensor varies the signal
voltage to the electronic control module (ECM) as the accelerator
pedal is depressed and released. Low signal voltage is received by
the ECM when the accelerator pedal is at 0 percent. A high signal
voltage is received by the ECM when the accelerator pedal is at 100
percent. The accelerator pedal position circuit contains an
accelerator pedal position 5 volt supply, accelerator pedal position
416 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Data Erratic,
Intermittent, or
Incorrect
is located on the accelerator pedal.
accelerator pedal position 5 volt supply, accelerator pedal position
return, and accelerator pedal position signal. The accelerator pedal
contains two position sensors. These position sensors are used to
measure the throttle position. Both position sensors receive a 5 volt
supply from the ECM. A corresponding signal voltage based on the
position of the accelerator pedal is then received from the ECM. The
signal voltage for accelerator position 1 is twice as much as the
signal voltage from accelerator position 2.
The accelerator pedal position sensor
is located on the accelerator pedal.
The accelerator position sensor is a hall-effect sensor attached to the
accelerator pedal. The accelerator position sensor varies the signal
voltage to the electronic control module (ECM) as the accelerator
pedal is depressed and released. Low signal voltage is received by
the ECM when the accelerator pedal is at 0 percent. A high signal
voltage is received by the ECM when the accelerator pedal is at 100
percent. The accelerator pedal position circuit contains an
accelerator pedal position 5 volt supply, accelerator pedal position
return, and accelerator pedal position signal. The accelerator pedal
contains two position sensors. These position sensors are used to
measure the throttle position. Both position sensors receive a 5 volt
supply from the ECM. A corresponding signal voltage based on the
position of the accelerator pedal is then received from the ECM. The
signal voltage for accelerator position 1 is twice as much as the
signal voltage from the accelerator position 2. When the ECM senses
a signal voltage lower than the normal operating range of the sensor,
this fault code is set.
Accelerator Pedal or
Lever Position
Sensor 2 Circuit Voltage Below
Normal or Shorted
to Low Source
The accelerator pedal position sensor
is located on the accelerator pedal.
The accelerator position sensor is a hall-effect sensor attached to the
accelerator pedal. The accelerator position sensor varies the signal
voltage to the electronic control module (ECM) as the accelerator
pedal is depressed and released. Low signal voltage is received by
the ECM when the accelerator pedal at 0 percent. A high signal
voltage is received by the ECM when the accelerator pedal is at 100
percent. The accelerator pedal position circuit contains an
accelerator pedal position 5 volt supply, accelerator pedal position
return, and accelerator pedal position signal. The accelerator pedal
contains two position sensors. These position sensors are used to
measure the throttle position. Both position sensors receive a 5 volt
supply from the ECM. A corresponding signal voltage based on the
position of the accelerator pedal is then received from the ECM. The
signal voltage for accelerator position 1 is twice as much as the
signal voltage from accelerator position 2. When the ECM senses a
signal voltage lower than the normal operating range of the sensor,
this fault code is set.
Adaptive Cruise
Control Mode - Data
Erratic, Intermittent,
or Incorrect
The location of the adaptive cruise
control unit will vary by original
equipment manufacturer (OEM).
The adaptive cruise control unit communicates with the electronic
control module (ECM) sending and receiving vehicle speed control
messages through the SAE J1939 data link.
Aftertreatment
Diesel Exhaust Fluid
Dosing Unit Input
Lines - Condition
Exists
The aftertreatment DEF dosing unit
location is OEM dependent.
For an air assisted SCR aftertreatment system, the aftertreatment
diesel exhaust fluid (DEF) dosing unit requires air pressure from the
OEM air tanks. The DEF dosing unit precisely measures the amount
of DEF (DEF or Urea) to be injected into the aftertreatment system.
The DEF dosing unit has three primary cycles. A priming cycle at
initial engine start makes sure that DEF is available at the DEF dosing
unit. During the dosing cycle, the DEF is being delivered to the
aftertreatment nozzle. A purge cycle occurs when the engine is
turned off. The purge cycle makes sure that all the DEF is removed
from the DEF line and aftertreatment nozzle.
Aftertreatment
Diesel Exhaust Fluid
Dosing Unit Input
Lines - Condition
Exists
There are three diesel exhaust fluid
lines. One line is between the dosing
unit and dosing valve, and the other
two lines are between the dosing unit
and diesel exhaust fluid tank. These
lines can be partially hidden from
view by the SCR system and other
vehicle components. Line routing will
vary, based on aftertreatment
architecture and OEM.
The diesel exhaust fluid dosing unit input lines are responsible for
transporting diesel exhaust fluid between the dosing unit, dosing
valve, and diesel exhaust fluid tank.
Accelerator Pedal or
Lever Position
Sensor 2 Circuit Voltage Above
Normal or Shorted
to High Source
Locations and Descriptions
417 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Aftertreatment
Diesel Exhaust Fluid
Dosing Unit Input
Lines - Mechanical
System Not
Responding or Out
of Adjustment
There are three diesel exhaust fluid
lines. One line is between the dosing
unit and aftertreatment nozzle, and
the other two lines are between the
dosing unit and diesel exhaust fluid
tank. These lines can be partially
hidden from view by the Selective
Catalytic Reduction (SCR) system and
other vehicle components. Line
routing will vary, based on
aftertreatment architecture and the
OEM.
The diesel exhaust fluid dosing unit supplies diesel exhaust fluid to
the aftertreatment nozzle through the nozzle supply line.
Aftertreatment
Diesel Exhaust Fluid
Dosing Unit Input
Lines - Mechanical
System Not
Responding or Out
of Adjustment
There are three diesel exhaust fluid
lines. One line is between the dosing
unit and dosing valve, and the other
two lines are between the dosing unit
and diesel exhaust fluid tank. These
lines can be partially hidden from
view by the Selective Catalytic
Reduction (SCR) system and other
vehicle components. Line routing will
vary, based on the aftertreatment
architecture and OEM.
The diesel exhaust fluid dosing unit lines are responsible for
transporting diesel exhaust fluid between the dosing unit, dosing
valve, and diesel exhaust fluid tank.
Aftertreatment
Diesel Exhaust Fluid
Dosing Unit Loss of
Prime - Condition
Exists
The aftertreatment diesel exhaust
fluid dosing unit location is OEM
dependent.
For an air-assisted SCR aftertreatment system, the aftertreatment
diesel exhaust fluid dosing unit requires air pressure from the OEM
air tanks in order to prime and help carry the diesel exhuast fluid
from the dosing unit to the aftertreatment nozzle. The diesel exhaust
fluid dosing unit precisely measures the amount of diesel exhaust
fluid to be injected into the aftertreatment system. The diesel
exhaust fluid dosing unit has three primary cycles: priming, dosing,
and purging. The priming cycle occurs at initial engine start makes
sure that diesel exhaust fluid is available at the diesel exhaust fluid
dosing unit. During the dosing cycle, the diesel exhaust fluid is being
delivered to the aftertreatment nozzle. A purge cycle occurs when
the engine is turned off. The purge cycle confirms that all the diesel
exhaust fluid is removed from the diesel exhaust fluid lines and
aftertreatment nozzle.
Aftertreatment
Diesel Exhaust Fluid
Pressure Sensor Data Valid But Above
Normal Operating
Range - Moderately
Severe Level
There are three diesel exhaust fluid
lines. One line is between the dosing
unit and aftertreatment nozzle, and
the other two lines are between the
dosing unit and diesel exhaust fluid
tank. These lines can be partially
hidden from view by the Selective
Catalytic Reduction (SCR) system and
other vehicle components. Line
routing will vary, based on
aftertreatment architecture and the
OEM.
The diesel exhaust fluid dosing unit returns diesel exhaust fluid to the
tank through the return line.
The aftertreatment diesel exhaust
fluid pressure sensor is internal to the
aftertreatment diesel exhaust fluid
dosing unit and cannot be serviced
separately.
The diesel exhaust fluid controller provides a 5 volt supply and a
ground to the diesel exhaust fluid pressure sensor. The pressure
sensor provides a signal to the diesel exhaust fluid controller on the
sensor signal circuit. This sensor signal voltage changes based on
the diesel exhaust fluid pressure supplied by the dosing unit. The
diesel exhaust fluid controller will detect a low signal voltage at low
diesel exhaust fluid pressures, and high signal voltage at high diesel
exhaust fluid pressures. The aftertreatment diesel exhaust fluid
pressure sensor reading is communicated to the ECM via the engine
data link.
Aftertreatment
Diesel Exhaust Fluid
Pressure Sensor Data Valid But Above
Normal Operating
Range - Moderately
Severe Level
Aftertreatment
Diesel Particulate
Locations and Descriptions
The engine aftertreatment system monitors the soot load in the
aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning,
where soot is converted to carbon dioxide, nitrogen, and water.
Under light load operating conditions, it can be necessary to perform
a stationary regeneration of the aftertreatment diesel particulate
418 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Filter Differential
Pressure - Data
Valid But Above
Normal Operational
Range - Moderately
Severe Level
Aftertreatment
Diesel Particulate
Filter Differential
Pressure - Data
Valid But Above
Normal Operational
Range - Most
Severe Level
Aftertreatment
Diesel Particulate
Filter Differential
Pressure - Data
Valid but Above
Normal Operational
Range - Least
Severe Level
Aftertreatment
Diesel Particulate
Filter Differential
Pressure Sensor Data Erratic,
Intermittent, or
Incorrect
Aftertreatment
Exhaust Gas
Temperature 1 Data Erratic,
Intermittent, or
Incorrect
The aftertreatment diesel particulate
filter is located in the exhaust system
and is installed by the original
equipment manufacturer (OEM).
filter. The soot load in the aftertreatment diesel particulate filter is
estimated, using the aftertreatment differential pressure sensor and
the calculated soot output of the engine. This fault code can be
triggered if the application is not operating at a duty cycle high
enough to actively regenerate the aftertreatment diesel particulate
filter. This fault code indicates that the exhaust temperatures exiting
the turbocharger are not high enough to actively regenerate the soot
that is trapped in the aftertreatment diesel particulate filter. It can be
necessary to increase the duty cycle of the application in order to
prevent plugging of the aftertreatment diesel particulate filter.
The aftertreatment diesel particulate
filter is located in the exhaust system,
and is installed by the original
equipment manufacturer (OEM).
The engine aftertreatment system monitors the soot load in the
aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning,
where soot is converted to carbon dioxide, nitrogen, and water.
Under light load operating conditions, it can be necessary to perform
a stationary regeneration of the aftertreatment diesel particulate
filter. The soot load in the aftertreatment diesel particulate filter is
estimated, using the aftertreatment differential pressure sensor and
the calculated soot output of the engine. This fault code can be
triggered if the application is not operating at a duty cycle that is high
enough to actively regenerate the aftertreatment diesel particulate
filter. This fault code indicates that the exhaust temperatures exiting
the turbocharger are not high enough to actively regenerate the soot
that is trapped in the aftertreatment diesel particulate filter. It can be
necessary to increase the duty cycle of the application in order to
prevent plugging of the aftertreatment diesel particulate filter.
The aftertreatment diesel particulate
filter is located in the exhaust system
and is installed by the original
equipment manufacturer (OEM).
The engine aftertreatment system monitors the soot load in the
aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning,
where soot is converted to carbon dioxide, nitrogen, and water.
Under light load operating conditions, it can be necessary to perform
a stationary regeneration of the aftertreatment diesel particulate
filter. The soot load in the aftertreatment diesel particulate filter is
estimated, using the aftertreatment differential pressure sensor and
the calculated soot output of the engine. This fault code can be
triggered if the application is not operating at a duty cycle high
enough to regenerate the aftertreatment diesel particulate filter. This
fault code indicates that the exhaust temperatures exiting the
turbocharger are not high enough to actively regenerate the soot that
is trapped in the aftertreatment diesel particulate filter. It may be
necessary to increase the duty cycle of the application in order to
prevent plugging of the aftertreatment diesel particulate filter.
The aftertreatment diesel particulate
filter differential pressure sensor is
located in the aftertreatment system.
The ECM provides a 5 volt supply to the aftertreatment diesel
particulate filter differential pressure sensor on the sensor supply
circuit. The ECM also provides a ground on the sensor return circuit.
The aftertreatment diesel particulate filter differential pressure
sensor provides a signal to the ECM on the aftertreatment diesel
particulate filter differential pressure sensor signal circuit. This
sensor signal voltage changes, based on the differential pressure
across the aftertreatment diesel particulate filter.
The aftertreatment diesel oxidation
catalyst inlet temperature sensor is
located in the aftertreatment system.
It is located at the inlet of the diesel
oxidation catalyst.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust temperatures in
the aftertreatment system. The aftertreatment temperature sensors
are thermistors and change resistance based on the temperature
being measured. The ECM provides a 5 volt reference voltage to the
sensor. The ECM monitors the change in signal voltage and converts
it to a temperature value. When the exhaust temperature is low, the
thermistor resistance is high. The ECM signal voltage only pulls down
a small amount through the sensor to ground. Therefore, the ECM
senses a high signal voltage (low temperature). When the exhaust
gas temperature is high, the thermistor resistance is low. The signal
voltage pulls down a large amount. Therefore, the ECM senses a low
signal voltage (high temperature).
The aftertreatment diesel oxidation
catalyst inlet temperature sensor is
located in the inlet section of the
The aftertreatment exhaust gas temperature sensors are used by the
electronic control module (ECM) to monitor the exhaust temperatures
in the aftertreatment system. The aftertreatment exhaust gas
Locations and Descriptions
419 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Aftertreatment
Exhaust Gas
Temperature 1 Data Valid But Above
Normal Operating
Range - Most
Severe Level
Aftertreatment
Exhaust Gas
Temperature 1
Circuit - Voltage
Above Normal or
Shorted to High
Source
Aftertreatment
Exhaust Gas
Temperature 1
Circuit - Voltage
Below Normal or
Shorted to Low
Source
Aftertreatment
Exhaust Gas
Temperature 2 Data Erratic,
Intermittent, or
Incorrect
Aftertreatment
Exhaust Gas
Temperature 2 Data Valid but Above
Normal Operational
Range - Moderately
Severe Level
located in the inlet section of the
aftertreatment system. The
aftertreatment diesel particulate filter
inlet temperature sensor is located in
the aftertreatment system. It is
located at the outlet of the
aftertreatment diesel oxidation
catalyst and before the
aftertreatment diesel particulate filter.
The aftertreatment diesel particulate
filter temperature outlet sensor is
located in the outlet section of the
aftertreatment system.
in the aftertreatment system. The aftertreatment exhaust gas
temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt
reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value. When the
exhaust temperature is cold, the sensor or thermistor resistance is
high. The ECM signal voltage only pulls down a small amount through
the sensor to ground. Therefore, the ECM senses a high signal
voltage or low temperature. When the exhaust gas temperature is
hot, the sensor resistance is low. The signal voltage pulls down a
large amount. Therefore, the ECM senses a low signal voltage, or a
high temperature.
The aftertreatment diesel oxidation
catalyst inlet temperature sensor is
located in the aftertreatment system.
It is located at the inlet of the
aftertreatment catalyst.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust temperatures in
the aftertreatment system. The aftertreatment temperature sensors
are thermistors and change resistance based on the temperature
being measured. The ECM provides a 5 volt reference voltage to the
sensor. The ECM monitors the change in signal voltage and converts
this to a temperature value. When the exhaust temperature is low,
the sensor or thermistor resistance is high. The ECM signal voltage
only pulls down a small amount through the sensor to ground.
Therefore, the ECM senses a high signal voltage or low temperature.
When the exhaust gas temperature is high, the sensor resistance is
low. The signal voltage pulls down a large amount. Therefore, the
ECM senses a low signal voltage, or a high temperature.
The aftertreatment diesel oxidation
catalyst inlet temperature sensor is
located in the aftertreatment system.
It is located at the inlet of the
aftertreatment catalyst.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust temperatures in
the aftertreatment system. The aftertreatment temperature sensors
are thermistors and change resistance based on the temperature
being measured. The ECM provides a 5 volt reference voltage to the
sensor. The ECM monitors the change in signal voltage and converts
this to a temperature value. When the exhaust temperature is low,
the sensor or thermistor resistance is high. The ECM signal voltage
only pulls down a small amount through the sensor to ground.
Therefore, the ECM senses a high signal voltage or low temperature.
When the exhaust gas temperature is high, the sensor resistance is
low. The signal voltage pulls down a large amount. Therefore, the
ECM senses a low signal voltage, or a high temperature.
The aftertreatment diesel particulate
filter inlet temperature sensor is
located in the aftertreatment system.
It is located at the outlet of the
catalyst and before the
aftertreatment particulate filter.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust temperatures in
the aftertreatment system. The aftertreatment temperature sensors
are thermistors and change resistance based on the temperature
being measured. The ECM provides a 5 volt reference voltage to the
sensor. The ECM monitors the change in signal voltage and converts
this to a temperature value. When the exhaust gas temperature is
low, the sensor or thermistor resistance is high. The ECM signal
voltage only pulls down a small amount through the sensor to
ground. Therefore, the ECM senses a high signal voltage or low
temperature. When the exhaust gas temperature is high, the sensor
resistance is low. The signal voltage pulls down a large amount.
Therefore, the ECM senses a low signal voltage, or a high
temperature.
The aftertreatment diesel particulate
filter inlet temperature sensor is
located in the aftertreatment system.
It is located at the outlet of the
aftertreatment diesel oxidation
catalyst and before the
aftertreatment diesel particulate filter.
The aftertreatment exhaust gas temperature sensors are used by the
electronic control module (ECM) to monitor the exhaust temperatures
in the aftertreatment system. The aftertreatment exhaust gas
temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 volt
reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value. When the
exhaust temperature is cold, the sensor or thermistor resistance is
high. The ECM signal voltage only pulls down a small amount through
the sensor to ground. Therefore, the ECM senses a high signal
voltage or low temperature. When the exhaust gas temperature is
hot, the sensor resistance is low. The signal voltage pulls down a
large amount. Therefore, the ECM senses a low signal voltage, or a
high temperature.
Locations and Descriptions
420 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Aftertreatment
Exhaust Gas
Temperature 2 Data Valid but Above
Normal Operational
Range - Most
Severe Level
Aftertreatment
Exhaust Gas
Temperature 2 Data Valid but Below
Normal Operating
Range - Least
Severe Level
Aftertreatment
Exhaust Gas
Temperature 2 Data Valid but Below
Normal Operating
Range - Moderately
Severe Level
Aftertreatment
Exhaust Gas
Temperature 2
Circuit - Voltage
Above Normal or
Shorted to High
Source
Aftertreatment
Exhaust Gas
Temperature 2
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The aftertreatment diesel particulate
filter inlet temperature sensor is
located in the aftertreatment system.
It is located at the outlet of the
aftertreatment diesel oxidation
catalyst and before the
aftertreatment diesel particulate filter.
The aftertreatment diesel particulate
filter outlet temperature sensor is
located in the outlet section of the
aftertreatment system.
The aftertreatment exhaust gas temperature sensors are used by the
electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment
exhaust gas temperature sensors are thermistors and change
resistance based on the temperature being measured. The ECM
provides a 5 volt reference voltage to the sensor. The ECM monitors
the change in signal voltage and converts this to a temperature
value. When the exhaust temperature is cold, the sensor or
thermistor resistance is high. The ECM signal voltage only pulls down
a small amount through the sensor to ground. Therefore, the ECM
senses a high signal voltage or low temperature. When the exhaust
gas temperature is hot, the sensor resistance is low. The signal
voltage pulls down a large amount. Therefore, the ECM senses a low
signal voltage, or a high temperature.
The aftertreatment diesel oxidation
catalyst is located in the exhaust
system. The location of the catalyst
can vary depending on the original
equipment manufacturer (OEM).
The aftertreatment system is monitored by three temperature
sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the
turbocharger outlet, at the inlet of the aftertreatment system. The
aftertreatment diesel particulate filter inlet temperature sensor is
located between the aftertreatment diesel oxidation catalyst and the
aftertreatment diesel particulate filter. The aftertreatment diesel
particulate filter outlet temperature sensor is located after the
aftertreatment diesel particulate filter. The temperature sensors
around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active
regeneration of the aftertreatment system.
The aftertreatment diesel oxidation
catalyst is located in the exhaust
system. The location of the catalyst
can vary depending on the original
equipment manufacturer (OEM).
The aftertreatment system is monitored by three temperature
sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the
turbocharger outlet at the inlet of the aftertreatment system. The
aftertreatment diesel particulate filter inlet temperature sensor is
located between the aftertreatment diesel oxidation catalyst and the
aftertreatment diesel particulate filter. The aftertreatment diesel
particulate filter outlet temperature sensor is located after the
aftertreatment diesel particulate filter. The temperature sensors
around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active
regeneration of the aftertreatment system.
The aftertreatment diesel particulate
filter inlet temperature sensor is
located in the aftertreatment system.
It is located at the outlet of the
catalyst and before the
aftertreatment particulate filter.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust temperatures in
the aftertreatment system. The aftertreatment temperature sensors
are thermistors and change resistance based on the temperature
being measured. The ECM provides a 5 volt reference voltage to the
sensor. The ECM monitors the change in signal voltage and converts
this to a temperature value. When the exhaust gas temperature is
low, the sensor or thermistor resistance is high. The ECM signal
voltage only pulls down a small amount through the sensor to
ground. Therefore, the ECM senses a high signal voltage or low
temperature. When the exhaust gas temperature is high, the sensor
resistance is low. The signal voltage pulls down a large amount.
Therefore, the ECM senses a low signal voltage, or a high
temperature.
The aftertreatment diesel particulate
filter inlet temperature sensor is
located in the aftertreatment system.
It is located at the outlet of the
catalyst and before the
aftertreatment particulate filter.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust temperatures in
the aftertreatment system. The aftertreatment temperature sensors
are thermistors and change resistance based on the temperature
being measured. The ECM provides a 5 volt reference voltage to the
sensor. The ECM monitors the change in signal voltage and converts
this to a temperature value. When the exhaust gas temperature is
low, the sensor or thermistor resistance is high. The ECM signal
voltage only pulls down a small amount through the sensor to
ground. Therefore, the ECM senses a high signal voltage or low
temperature. When the exhaust gas temperature is high, the sensor
or thermistor resistance is low. The signal voltage pulls down a large
amount. Therefore, the ECM senses a low signal voltage, or a high
temperature.
Locations and Descriptions
421 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
The aftertreatment diesel particulate
filter outlet temperature sensor is
located in the aftertreatment system.
It is located at the outlet of the diesel
particulate filter.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust temperatures in
the aftertreatment system. The aftertreatment temperature sensors
are thermistors and change resistance based on the temperature
being measured. The ECM provides a 5 volt reference voltage to the
sensor. The ECM monitors the voltage on the signal pin and converts
this to a temperature value.
The aftertreatment diesel particulate
filter outlet temperature sensor is
located in the aftertreatment system.
It is located at the outlet of the diesel
particulate filter.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust gas
temperatures in the aftertreatment system. The aftertreatment
temperature sensors are thermistors and change resistance based
on the temperature being measured. The ECM provides a 5 VDC
reference voltage to the sensor. The ECM monitors the change in
signal voltage and converts this to a temperature value. When the
exhaust gas temperature is cold, the sensor or thermistor resistance
is high. The ECM signal voltage only pulls down a small amount
through the sensor to ground. Therefore, the ECM senses a high
signal voltage or low temperature. When the exhaust gas
temperature is hot, the sensor or thermistor resistance is low. The
signal pulls down a large amount. Therefore, the ECM senses a low
signal voltage, or a high temperature.
The aftertreatment diesel particulate
filter outlet temperature sensor is
located in the aftertreatment system.
It is located at the outlet of the
aftertreatment diesel particulate filter.
The aftertreatment temperature sensors are used by the electronic
control module (ECM) to monitor the engine exhaust temperatures in
the aftertreatment system. The aftertreatment temperature sensors
are thermistors and change resistance based on the temperature
being measured. The ECM provides a 5 volt reference voltage to the
sensor. The ECM monitors the change in signal voltage and converts
this to a temperature value. When the exhaust gas temperature is
cold, the sensor or thermistor resistance is high. The ECM signal
voltage only pulls down a small amount through the sensor to
ground. Therefore, the ECM senses a high signal voltage or low
temperature. When the exhaust gas temperature is hot, the sensor
resistance is low. The signal voltage pulls down a large amount.
Therefore, the ECM senses a low signal voltage, or a high
temperature.
Aftertreatment Fuel
Injector 1 - Data
Valid but Above
Normal Operational
Range - Moderately
Severe Level
The aftertreatment diesel oxidation
catalyst is located in the exhaust
system. The location of the catalyst
can vary depending on the original
equipment manufacturer (OEM).
The aftertreatment system is monitored by three temperature
sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the
turbocharger outlet, at the inlet of the aftertreatment system. The
aftertreatment diesel particulate filter inlet temperature sensor is
located between the aftertreatment diesel oxidation catalyst and the
aftertreatment diesel particulate filter. The aftertreatment diesel
particulate filter outlet temperature sensor is located after the
aftertreatment diesel particulate filter. The temperature sensors
around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active
regeneration of the aftertreatment system.
Aftertreatment Fuel
Rate - Data Valid but
Above Normal
Operational Range Moderately Severe
Level
The aftertreatment diesel particulate
filter is located in the exhaust system
and is installed by the original
equipment manufacturer (OEM). The
inhibit switch may be an actual switch
in the vehicle dash or it may be a
J1939 message sent via the J1939
datalink.
The aftertreatment system requires fuel from the engine to
regenerate the aftertreatment diesel particulate filter. This fuel is
injected into the cylinder during a late post injection of the fuel
injector. During this post injection event, it is possible that some fuel
will enter the crankcase. During extended regeneration events the
engine oil can become diluted with diesel fuel. This fault code is
triggered when the electronic control system detects that fuel dilution
of the lubricating oil is possible.
The aftertreatment diesel particulate
filter is located in the exhaust system
and is installed by the original
equipment manufacturer (OEM).
The engine aftertreatment system monitors the soot load in the
aftertreatment diesel particulate filter. Under normal operating
conditions the aftertreatment diesel particulate filter is self-cleaning,
where soot is converted to carbon dioxide, nitrogen, and water.
Under light load operating conditions, it can be necessary to perform
a stationary regeneration of the aftertreatment diesel particulate
filter. The soot load in the aftertreatment diesel particulate filter is
estimated, using the aftertreatment differential pressure sensor and
the calculated soot output of the engine.
Aftertreatment
Exhaust Gas
Temperature 3 Data Erratic,
Intermittent, or
Incorrect
Aftertreatment
Exhaust Gas
Temperature 3
Circuit - Voltage
Above Normal or
Shorted to High
Source
Aftertreatment
Exhaust Gas
Temperature 3
Circuit - Voltage
Below Normal or
Shorted to Low
Source
Aftertreatment
Particulate Filter
Differential Pressure
- Data Valid but
Above Normal
Operational Range Least Severe Level
Locations and Descriptions
422 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
The aftertreatment diesel particulate
filter differential pressure sensor is
located in the aftertreatment system.
The electronic control module (ECM) provides a 5 volt supply to the
aftertreatment diesel particulate filter differential pressure sensor on
the sensor supply circuit. The ECM also provides a ground on the
sensor return circuit. The aftertreatment diesel particulate filter
differential pressure sensor provides a signal to the ECM on the
aftertreatment diesel particulate filter differential pressure sensor
signal circuit. This sensor signal voltage changes based on the
differential pressure across the aftertreatment diesel particulate
filter.
Aftertreatment
Particulate Filter
Differential Pressure
Sensor Circuit Voltage Below
Normal or Shorted
to Low Source
The aftertreatment diesel particulate
filter differential pressure sensor is
located in the aftertreatment system.
The electronic control module (ECM) provides a 5 volt supply to the
aftertreatment diesel particulate filter differential pressure sensor on
the sensor supply circuit. The ECM also provides a ground on the
sensor return circuit. The aftertreatment diesel particulate filter
differential pressure sensor provides a signal to the ECM on the
aftertreatment diesel particulate filter differential pressure sensor
signal circuit. This sensor signal voltage changes based on the
differential pressure across the aftertreatment diesel particulate
filter.
Aftertreatment
Particulate Trap
Missing - Condition
Exists
The aftertreatment particulate trap is
located in the exhaust system and is
installed by the original equipment
manufacturer (OEM).
The engine aftertreatment system monitors for the presence of the
aftertreatment particulate trap. This diagnostic checks to make sure
that the aftertreatment particulate trap is present and functioning
correctly.
The barometric pressure sensor is
mounted on the main branch of the
engine harness near the ECM.
The ambient air pressure sensor responds to pressure changes in
the atmospheric pressure. The pressure changes occur based on the
elevation where the engine is currently operating. The ambient air
pressure sensor has a 5 volt supply circuit, a sensor signal voltage,
and a return circuit. The electronic control module (ECM) provides a
5 volt supply to the ambient air pressure sensor on the sensor supply
1 circuit. The ECM also provides a ground on the sensor return
circuit. The ambient air pressure sensor provides a signal to the ECM
on the ambient air pressure sensor signal circuit. This sensor signal
voltage changes based on the pressure of the atmosphere. The ECM
will detect a low signal voltage when the vehicle is operating at high
altitudes. The ECM will detect a high signal voltage when the vehicle
is operating at sea level altitudes.
The ambient air temperature sensor
is located in the air intake.
The ambient air temperature sensor 1 is a variable resistor sensor
and is used to measure the temperature of the air entering the
turbocharger compressor inlet of the engine. The electronic control
module (ECM) supplies 5 volts to the ambient air temperature signal
circuit. The ECM monitors the change in voltage caused by changes
in the resistance of the sensor to determine the ambient air
temperature.
Ambient Air
Temperature Sensor
1 Circuit - Voltage
Below Normal or
Shorted to Low
Source
The ambient air temperature sensor
is located in the air intake.
The ambient air temperature sensor is a variable resistor sensor and
is used to measure the temperature of the air entering the
turbocharger compressor inlet of the engine. The electronic control
module (ECM) supplies 5 volts to the ambient air temperature signal
circuit. The ECM monitors the change in voltage caused by changes
in the resistance of the sensor to determine the ambient air
temperature.
Auxiliary Alternate
Torque Validation
Switch - Data
Erratic, Intermittent,
or Incorrect
The location of the torque curve
switch circuit varies with each OEM
and equipment model.
The torque curve switch circuit allows the operator to select from up
to three preprogrammed torque curves using a two- or threeposition switch, depending on which one the original equipment
manufacturer (OEM) has provided.
The dual outputs features are OEM
dependent.
Dual outputs based on sensed parameters provide up to two
independent switched outputs for original equipment manufacturer
(OEM) use. The state of each switched output can be determined by
different inputs to the electronic control module (ECM), depending on
the engine platform. The ECM can provide different outputs to OEM
devices if any of the inputs are above or below calibrated thresholds.
Each switched output is independent of the other with respect to
control parameter input and threshold settings.
Aftertreatment
Particulate Filter
Differential Pressure
Sensor Circuit Voltage Above
Normal or Shorted
to High Source
Ambient Air Density
- Data Valid but
Below Normal
Operational Range Least Severe Level
Ambient Air
Temperature Sensor
1 Circuit - Voltage
Above Normal or
Shorted to High
Source
Auxiliary
Commanded Dual
Output Shutdown Special Instructions
Locations and Descriptions
423 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Auxiliary Equipment
Sensor Input 3 Root Cause Not
Known
The OEM pressure or temperature
sensor input will vary, depending on
application.
The original equipment manufacturer (OEM) has the option of wiring
a pressure or temperature sensor input to the Cummins® electronic
control module (ECM). A specific calibration is then created to
recognize this pressure or temperature sensor input. This fault code
is activated when the pressure or temperature input from the OEM
sensor exceeds the engine protection limit defined by the OEM.
Depending on OEM requirements, an Engine Protection derate can be
associated with this fault code.
Auxiliary Equipment
Sensor Input 3
Engine Protection
Critical - Special
Instructions
The emergency door location may
vary depending on the vehicle
application.
Some vehicle applications may have an interlock switch indicating the
position of an emergency exit door.
The OEM output solenoid location
varies by OEM.
The electronic control module (ECM) provides a signal to the original
equipment manufacturer (OEM) output control solenoid to turn the
OEM supplied accessory on and off. The OEM output control circuit
varies by OEM. Some OEMs will use a solenoid return that is wired to
the ECM or will use a return that goes to engine block or chassis
ground.
Auxiliary
Input/Output 3
Circuit - Voltage
Above Normal or
Shorted to High
Source
Auxiliary PWM Driver
1 - Voltage Above
Normal or Shorted
to High Source
The transmission shift modulator uses this signal from the electronic
control module (ECM) to determine when to shift the transmission.
The return circuit is dependent on original equipment manufacturer
(OEM) wiring. It may be wired back to the ECM on some vehicles or
wired to chassis or block ground on others. Consult the OEM wiring
diagram for return circuit details.
Auxiliary PWM Driver
1 - Voltage Below
Normal or Shorted
to Low Source
The transmission shift modulator uses this signal from the electronic
control module (ECM) to determine when to shift the transmission.
The return circuit is dependent on original equipment manufacturer
(OEM) wiring. It may be wired back to the ECM on some vehicles or
wired to chassis or block ground on others. Consult the OEM wiring
diagram for return circuit details.
Auxiliary Pressure
Sensor Input 1 Special Instructions
The OEM pressure sensor input will
vary depending on application.
The original equipment manufacturer (OEM) has the option of wiring
a pressure sensor input to the Cummins electronic control module
(ECM). A specific calibration is then created to recognize this
pressure sensor input. This fault code is activated when the pressure
or temperature input from the OEM sensor exceeds the engine
protection limit defined by the OEM. Depending on OEM
requirements, an Engine Protection derate may be associated with
this fault code.
Auxiliary Pressure
Sensor Input 1
Circuit - Voltage
Above Normal or
Shorted to High
Source
The OEM pressure sensor input will
vary depending on application.
The original equipment manufacturer (OEM) has the option of wiring
a pressure sensor input to the Cummins electronic control module
(ECM). A specific calibration is then created to recognize this
pressure sensor input.
Auxiliary Pressure
Sensor Input 1
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The OEM pressure sensor input will
vary depending on application.
The original equipment manufacturer (OEM) has the option of wiring
a pressure sensor input to the Cummins electronic control module
(ECM). A specific calibration is then created to recognize this
pressure sensor input.
The OEM temperature sensor input
will vary depending on application.
The original equipment manufacturer (OEM) has the option of wiring
a temperature sensor input to the Cummins ECM. A specific
calibration is then created to recognize this temperature sensor
input. This fault code is activated when the pressure or temperature
input from the OEM sensor exceeds the engine protection limit
defined by the OEM. Depending on OEM requirements, an Engine
Protection derate may be associated with this fault code.
Auxiliary
Temperature Sensor
Input 1 - Special
Instructions.
Auxiliary
Locations and Descriptions
424 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Temperature Sensor
Input 1 Circuit Voltage Above
Normal or Shorted
to High Source
Auxiliary
Temperature Sensor
Input 1 Circuit Voltage Below
Normal or Shorted
to Low Source
The OEM temperature sensor input
will vary depending on application.
The original equipment manufacturer (OEM) has the option of wiring
a temperature sensor input to the Cummins electronic control
module (ECM). A specific calibration is then created to recognize this
temperature sensor input.
The OEM temperature sensor input
will vary depending on application.
The original equipment manufacturer (OEM) has the option of wiring
a temperature sensor input to the Cummins electronic control
module (ECM). A specific calibration is then created to recognize this
temperature sensor input.
Barometric Pressure
- Data Erratic,
Intermittent, or
Incorrect
The ambient air pressure sensor responds to pressure changes in
the atmospheric pressure. The pressure changes occur based on
elevation where the engine is currently operating. The ambient air
pressure sensor has a 5 volt supply circuit, a sensor signal voltage,
and a return circuit. The electronic control module (ECM) provides a
5-volt supply to the ambient air pressure sensor on the sensor supply
1 circuit. The ECM also provides a ground on the sensor return
circuit. The ambient air pressure sensor provides a signal to the ECM
on the ambient air pressure sensor signal circuit. This sensor signal
voltage changes, based on the pressure of the atmosphere. The ECM
will detect a low signal voltage when the vehicle is operating at high
altitudes. The ECM will detect a high signal voltage when the vehicle
is operating at sea level altitudes.
Barometric Pressure
Sensor Circuit Voltage Above
Normal or Shorted
to High Source
The barometric pressure sensor is
mounted on the main branch of the
engine harness near the ECM.
The ambient air pressure sensor responds to pressure changes in
the atmospheric pressure. The pressure changes occur based on
elevation that the engine is presently operating at. The ambient air
pressure sensor has a 5 volt supply circuit, a sensor signal voltage,
and a return circuit. The electronic control module (ECM) provides a
5 volt supply to the ambient air pressure sensor on the sensor supply
1 circuit. The ECM also provides a ground on the sensor return
circuit. The ambient air pressure sensor provides a signal to the ECM
on the ambient air pressure sensor signal circuit. This sensor signal
voltage changes, based on the pressure of the atmosphere. The ECM
will detect a low signal voltage when the vehicle is operating at high
altitudes. The ECM will detect a high signal voltage when the vehicle
is operating at sea level.
The barometric pressure sensor is
mounted on the main branch of the
engine harness near the ECM
The electronic control module (ECM) provides a 5 volt supply to the
ambient air pressure sensor on the sensor supply 1 circuit. The ECM
also provides a ground on the sensor return circuit. The ambient air
pressure sensor provides a signal to the ECM on the ambient air
pressure sensor signal circuit. This sensor signal voltage changes,
based on the pressure of the atmosphere. The ECM will detect a low
signal voltage when the vehicle is operating at high altitudes. The
ECM will detect a high signal voltage when the vehicle is operating at
sea level.
The ECM is located on the intake side
of the engine.
The electronic control module (ECM) receives constant voltage from
the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. There is one 30ampere fuse in the unswitched battery wire to protect the OEM
harness. The ECM receives switched battery input through the
vehicle keyswitch wire when the vehicle keyswitch is turned on. The
battery return wires are connected directly to the negative (-) battery
post.
The ECM is located on the intake side
of the engine. The ECM is connected
to the battery by the OEM harness.
This direct link provides a constant
power supply for the ECM.
The electronic control module (ECM) receives constant voltage from
the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. There is one 30ampere fuse in the unswitched battery wires to protect the original
equipment manufacturer (OEM) harness. The ECM receives switched
battery input through the vehicle keyswitch wire when the vehicle
keyswitch is turned on. The battery return wires are connected
directly to the negative (-) battery post.
Barometric Pressure
Sensor Circuit Voltage Below
Normal or Shorted
to Low Source
Battery 1 Voltage Data Valid but Above
Normal Operational
Range - Moderately
Severe Level
Battery 1 Voltage Data Valid but Below
Normal Operational
Range - Moderately
Severe Level
The aftertreatment system is monitored by three temperature
Locations and Descriptions
425 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
The aftertreatment diesel oxidation
catalyst is located in the exhaust
system. The location of the catalyst
can vary depending on the original
equipment manufacturer (OEM).
The aftertreatment system is monitored by three temperature
sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the
turbocharger outlet at the inlet of the aftertreatment system. The
aftertreatment diesel particulate filter inlet temperature sensor is
located between the aftertreatment diesel oxidation catalyst and the
aftertreatment diesel particulate filter. The aftertreatment diesel
particulate filter outlet temperature sensor is located after the
aftertreatment diesel particulate filter. The temperature sensors
around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active
regeneration of the aftertreatment system.
Catalyst Efficiency Out of Calibration
The aftertreatment diesel oxidation
catalyst is located in the exhaust
system. The location of the catalyst
may vary, depending on the original
equipment manufacturer (OEM).
The aftertreatment system is monitored by three temperature
sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the
turbocharger outlet, at the inlet of the aftertreatment system. The
aftertreatment diesel particulate filter inlet temperature sensor is
located between the aftertreatment diesel oxidation catalyst and the
aftertreatment diesel particulate filter. The aftertreatment diesel
particulate filter outlet temperature sensor is located after the
aftertreatment diesel particulate filter. The temperature sensors
around the aftertreatment diesel oxidation catalyst are used to
monitor the temperature differential across the catalyst during active
regeneration of the aftertreatment system.
Catalyst Face
Plugged - Root
Cause Not Known
The aftertreatment diesel oxidation
catalyst is located in the exhaust
system. The location of the catalyst
may vary, depending on the original
equipment manufacturer (OEM).
This fault code is set when the inlet face of the diesel oxidation
catalyst is detected to be plugged with soot. The aftertreatment
system is monitored by three temperature sensors that are located in
the exhaust system. The temperature sensors around the
aftertreatment diesel oxidation catalyst are used to monitor the
temperature differential across the catalyst during active
regeneration of the aftertreatment system.
The aftertreatment temperature
sensors are located in the
aftertreatment system.
The aftertreatment system is monitored by three temperature
sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the
turbocharger outlet. The aftertreatment diesel particulate filter inlet
temperature sensor is located between the aftertreatment catalyst
and aftertreatment particulate filter. The aftertreatment diesel
particulate filter outlet temperature sensor is located after the
aftertreatment particulate filter. These sensors monitor the
temperatures in the aftertreatment system and determine if the
aftertreatment catalyst is missing.
The aftertreatment catalyst is located
in the exhaust system. The location of
the catalyst can vary depending on
the original equipment manufacturer
(OEM).
The aftertreatment system is monitored by three temperature
sensors that are located in the exhaust system. The aftertreatment
diesel oxidation catalyst inlet temperature sensor is located after the
turbocharger outlet. The aftertreatment diesel particulate filter inlet
temperature sensor is located between the aftertreatment catalyst
and the aftertreatment particulate filter. The aftertreatment diesel
particulate filter outlet temperature sensor is located after the
aftertreatment particulate filter. These sensors monitor the
temperatures in the aftertreatment system and determine if the
aftertreatment catalyst is missing.
The engine coolant level sensor is
typically located in the radiator top
tank or surge tank.
The coolant level sensor is a switch and is used to measure the level
of the engine coolant in the radiator top tank. The coolant level
sensor is immersed in the coolant and returns a different signal
voltage when immersed in coolant versus being out of coolant. The
electronic control module (ECM) monitors the change in the signal
voltage to determine the level of the engine coolant.
Catalyst Efficiency Out of Calibration
Catalyst Inlet
Temperature Sensor
Swapped with Outlet
- Condition Exists
Catalyst Missing Condition Exists
Coolant Level - Data
Valid but Below
Normal Operational
Range - Least
Severe Level
Coolant Level - Data
Valid but Below
Normal Operational
Range - Moderately
Severe Level
The engine coolant level sensor is
typically located in the radiator top
tank or surge tank.
Locations and Descriptions
The coolant level sensor is a switch and is used to measure the level
of the engine coolant in the radiator top tank. The coolant level
sensor is immersed in the coolant and returns a different signal
voltage when immersed in coolant, versus being out of coolant. The
electronic control module (ECM) supplies 5 volts to the coolant level
signal circuit. The resistance of the engine coolant level sensor
changes, based on the coolant level. The ECM monitors the change
in voltage caused by changes in the resistance of the sensor to
426 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
determine the level of the engine coolant.
The engine coolant level sensor is
typically located in the radiator top
tank or surge tank.
The coolant level sensor is a switch and is used to measure the level
of the engine coolant in the radiator top tank. The coolant level
sensor is immersed in the coolant and returns a different signal
voltage when immersed in coolant versus being out of coolant. The
electronic control module (ECM) supplies 5 volts to the coolant level
signal circuit. The resistance of the engine coolant level sensor
changes based on the coolant level. The sensor resistance is
between 5.4k ohms and 34k ohms when the sensor is submersed in
coolant. The sensor resistance is between 333k ohms and 880k
ohms when the sensor is not sumbersed in coolant. The ECM
monitors the change in voltage caused by changes in the resistance
of the sensor to determine the level of the engine coolant.
The engine coolant level sensor is
typically located in the radiator top
tank or surge tank.
The electronic control module (ECM) supplies a 5 volt supply to the
engine coolant level sensor using a common sensor supply circuit.
The ECM also provides a ground on the sensor return circuit. The
engine coolant level sensor provides a signal to the ECM on the
engine coolant level sensor signal circuit. This sensor signal voltage
changes, based on the coolant level in the expansion tank.
The engine coolant level sensor is
typically located in the radiator top
tank or surge tank.
The engine coolant level sensor is a switch and is used to measure
the level of the engine coolant in the radiator top tank. The coolant
level sensor is immersed in the coolant and returns a different signal
voltage when immersed in coolant versus being out of coolant. The
electronic control module (ECM) supplies 5 volts to the coolant level
signal circuit. The resistance of the engine coolant level sensor
changes based on the coolant level. The sensor resistance is
between 5.4k ohms and 34k ohms when the sensor is submersed in
coolant. The sensor resistance is between 333k ohms and 880k
ohms when the sensor is not submersed in coolant. The ECM
monitors the change in voltage caused by changes in the resistance
of the sensor to determine the level of the engine coolant.
The engine coolant level sensor is
typically located in the radiator top
tank or surge tank.
The electronic control module (ECM) provides a 5 volt supply to the
engine coolant level sensor using a common sensor SUPPLY circuit.
The ECM also provides a ground on the sensor RETURN circuit. The
engine coolant level sensor provides a signal to the ECM on the
engine coolant level sensor SIGNAL circuit. This sensor signal voltage
changes based on the coolant level in the expansion tank.
Use the following procedure for a
detailed component location view of
the crankcase pressure sensor and
crankcase filter.
The crankcase pressure sensor is used to monitor the pressure
inside the crankcase. The electronic control module (ECM) supplies
the crankcase pressure sensor a 5 volt reference voltage. When the
crankcase pressure is low, the sensor signal voltage is low. When the
crankcase pressure is high, the sensor signal voltage is near the 5
volt reference voltage. The ECM monitors the crankcase pressure
signal circuit voltage to calculate the pressure of the air within the
crankcase.
Crankcase Pressure
- Data Valid but
Above Normal
Operational Range Least Severe Level
The crankcase pressure sensor is
located in the crankcase filter
assembly. The crankcase filter is
located on the left side of the engine.
The crankcase pressure sensor is used to monitor the pressure
inside the crankcase. The electronic control module (ECM) supplies
the crankcase pressure sensor a 5 volt reference voltage. When the
crankcase pressure is low, the sensor signal voltage is low. When the
crankcase pressure is high, the sensor signal voltage is near the 5
volt reference voltage. The ECM monitors the crankcase pressure
signal circuit voltage to calculate the pressure of the air within the
crankcase.
Crankcase Pressure
- Data Valid but
Above Normal
Operational Range Moderately Severe
Level
The crankcase pressure sensor is
located near the crankcase ventilation
filter. Use the following procedure for
a detailed component location view
The pressure inside the crankcase filter is measured by the
crankcase pressure sensor. When the crankcase pressure sensor
determines that the crankcase pressure is higher than normal, this
fault code is logged.
The crankcase pressure sensor is
located near the crankcase breather
The pressure inside the crankcase filter is measured by the
crankcase pressure sensor. When the crankcase pressure sensor
Coolant Level
Sensor 1 Circuit Voltage Above
Normal or Shorted
to High Source
Coolant Level
Sensor 1 Circuit Voltage Above
Normal or Shorted
to High Source
Coolant Level
Sensor 1 Circuit Voltage Below
Normal or Shorted
to Low Source
Coolant Level
Sensor 1 Circuit Voltage Below
Normal or Shorted
to Low Source
Crankcase Pressure
- Data Erratic,
Intermittent, or
Incorrect
Crankcase Pressure
- Data Valid but
Above Normal
Locations and Descriptions
427 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Above Normal
Operational Range Moderately Severe
Level
located near the crankcase breather
filter. Use the following procedure for
a detailed component location view
crankcase pressure sensor. When the crankcase pressure sensor
determines that the crankcase pressure is higher than normal, this
fault code is logged.
Crankcase Pressure
- Data Valid but
Above Normal
Operational Range Most Severe Level
The crankcase pressure sensor is
located near the crankcase ventilation
filter. Use the following procedure for
a detailed component location view
The pressure inside the crankcase is measured by the crankcase
pressure sensor. When the crankcase pressure sensor determines
that the crankcase pressure is higher than normal, this fault code is
logged.
Crankcase Pressure
- Data Valid but
Above Normal
Operational Range Most Severe Level
The crankcase pressure sensor is
located near the crankcase breather
filter. Use the following procedure for
a detailed component location view
The pressure inside the crankcase is measured by the crankcase
pressure sensor. When the crankcase pressure sensor determines
that the crankcase pressure is higher than normal, this fault code is
logged.
Crankcase Pressure
Circuit - Voltage
Above Normal or
Shorted to High
Source
The crankcase pressure sensor is
located in the crankcase filter
assembly.
The crankcase pressure sensor monitors the pressure inside the
crankcase gas filter assembly. If the pressure inside the crankcase
filter assembly reaches a maximum level, a fault code will be logged,
indicating that maintenance is required on the crankcase filter.
Crankcase Pressure
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The crankcase pressure sensor is
located in the crankcase filter
assembly.
The electronic control module (ECM) provides a 5 volt supply to the
crankcase pressure sensor on the sensor supply circuit. The ECM
also provides a ground on the sensor return circuit. The crankcase
pressure sensor provides a signal to the ECM on the crankcase
pressure sensor signal circuit. This sensor signal voltage changes
based on the pressure in the crankcase filter.
ECM Internal
Temperature Sensor
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The ECM is located on the fuel
system side of the engine.
The electronic control module (ECM) has an internal temperature
sensor that is used to measure the temperature inside the ECM.
The VGT actuator is located on the
turbocharger bearing housing.
The variable geometry turbocharger (VGT) is electronically activated
by the VGT actuator. The VGT actuator is a smart device and
receives information via the J1939 datalink from the primary engine
ECM. The VGT actuator performs its own diagnostics and reports
failures back to the primary engine electronic control module (ECM)
using the J1939 datalink.
The aftertreatment diesel particulate
filter is located in the exhaust system.
The location of the aftertreatment
diesel particulate filter varies
depending on the original equipment
manufacturer (OEM).
The engine aftertreatment system monitors the soot load in the
aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning,
where soot is converted to carbon dioxide, nitrogen, and water.
Under light load operating conditions, it can be necessary to perform
a stationary regeneration of the aftertreatment diesel particulate
filter. The soot load in the aftertreatment diesel particulate filter is
estimated using the aftertreatment differential pressure sensor and
the calculated soot output of the engine. This fault code is triggered
when the EGR valve is closed during an active regeneration of the
aftertreatment diesel particulate filter. No failure of the
aftertreatment system has occurred. Closing the EGR valve increases
the exhaust temperature and increasing the rate of regeneration of
the aftertreatment diesel particulate filter. No troubleshooting of the
aftertreatment system is necessary. This fault code is for information
only.
The EGR valve is located on the air
intake connection.
The exhaust gas recirculation (EGR) valve is opened by a motor
located on top of the EGR valve. A motor shaft extends from the
motor and contacts the dual-poppet valve to open the EGR valve. The
EGR valve motor does not actually retract the EGR valve. The motor
current is reduced and the spring pushes the EGR valve closed.
ECU Power Output
Supply Voltage 1 Data Valid but Below
Normal Operational
Range - Moderately
Severe Level
EGR Valve Control Special Instructions
EGR Valve Control
Circuit - Current
Below Normal or
Open Circuit
EGR Valve Control
Circuit - Mechanical
Locations and Descriptions
The exhaust gas recirculation (EGR) valve is opened by a motor
located on top of the EGR valve. A motor shaft extends from the
428
/ 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Circuit - Mechanical
System Not
Responding Properly
or Out of
Adjustment
The EGR valve location can vary,
depending on the engine application.
located on top of the EGR valve. A motor shaft extends from the
motor and contacts the dual-poppet valve to open the EGR valve. The
EGR valve motor does not actually retract the EGR valve. The motor
current is reduced and the spring pushes the EGR valve closed.
EGR Valve Control
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The EGR valve is located on the air
intake connection.
The exhaust gas recirculation (EGR) valve is opened by a motor
located on top of the EGR valve. A motor shaft extends from the
motor and contacts the dual-poppet valve to open the EGR valve. The
EGR valve motor does not actually retract the EGR valve. The motor
current is reduced and the spring pushes the EGR valve closed.
EGR Valve Controller
- Out of Calibration
The EGR valve location can vary,
depending on the engine application.
The exhaust gas recirculation (EGR) valve is opened by a motor
located on top of the EGR valve. A pin is extended from the motor
and contacts the dual-poppet valve to open the EGR valve. The EGR
valve motor is not used to close the EGR valve. The pin retracts and
a spring is used to close the EGR valve.
EGR Valve Position
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The EGR valve is located on the air
intake connection.
The exhaust gas recirculation (EGR) valve is opened by a motor
located on top of the EGR valve. A motor shaft extends from the
motor and contacts the dual-poppet valve to open the EGR valve. The
EGR valve motor does not actually retract the EGR valve. The motor
current is reduced and the spring pushes the EGR valve closed. The
EGR valve motor contains three position sensors that detect the
location of the EGR valve. These sensors report the position of the
valve back to the ECM over the EGR valve position A, B, and C wires.
Electric Lift Pump for
Engine Fuel Supply
Circuit - Voltage
Above Normal or
Shorted to High
Source
The electric fuel lift pump is located
behind the ECM cooling plate on the
intake side of the engine.
The circuit is a pulse width modulated driver in the electronic control
module (ECM) that controls the electric fuel lift pump. The lift pump
is grounded in the ECM.
Electric Lift Pump for
Engine Fuel Supply
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The electric fuel lift pump is located
behind the ECM cooling plate on the
intake side of the engine, near the
front.
The circuit is a pulse width modulated driver in the electronic control
module (ECM) that controls the electric fuel lift pump. The lift pump
is grounded in the ECM and runs at 100-percent duty cycle for
approximately 30 seconds at key-on.
Electrical Charging
System Voltage Data Valid but Above
Normal Operational
Range - Moderately
Severe Level
The ECM is connected to the battery
by the ECM power harness. This
direct link provides a constant power
supply for the ECM. The location of
the battery will vary with the OEM.
The electronic control module (ECM) receives constant voltage from
the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives
switched battery input through the vehicle keyswitch wire when the
vehicle keyswitch is turned on.
Electrical Charging
System Voltage Data Valid but Below
Normal Operational
Range - Moderately
Severe Level
The ECM is connected to the battery
by the ECM power harness. This
direct link provides a constant power
supply for the ECM. The location of
the battery will vary with the OEM.
The electronic control module (ECM) receives constant voltage from
the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives
switched battery input through the vehicle keyswitch wire when the
vehicle keyswitch is turned on.
Electrical Charging
System Voltage Data Valid but Below
Normal Operational
Range - Most
Severe Level
The ECM is connected to the battery
by the OEM harness. This direct link
provides a constant power supply for
the ECM. The location of the battery
will vary with the OEM.
The electronic control module (ECM) receives constant voltage from
the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives
switched battery input through the vehicle keyswitch wire when the
vehicle keyswitch is turned on.
Electronic Control
Module Critical
Internal Failure Bad Intelligent
Device or
Component
The ECM is located on the fuel
system side of the engine.
The ECM has internal diagnostics that continuously run and check the
internal memory.
Locations and Descriptions
429 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Electronic Control
Module Warning
Internal Hardware
Failure - Bad
Intelligent Device or
Component
The ECM is connected to the battery
by the OEM power harness through
the ECM battery supply stub. This
provides a constant power supply for
the ECM. The location of the battery
will vary with the OEM.
The electronic control module (ECM) receives constant voltage from
the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives
switched battery input through the vehicle keyswitch wire when the
vehicle keyswitch is turned on.
Electronic Fuel
Injection Control
Valve Circuit Condition Exists
The fuel pump actuator valve is
located on the engine-mounted fuel
pump housing.
The circuit is a pulse width modulated driver in the electronic control
module (ECM) that controls the electronic fuel control actuator. The
actuator is grounded in the ECM. The ECM varies the current to this
valve to provide the correct fuel flow to the high-pressure pump
based on engine operating conditions. The electronic fuel control
actuator valve is a normally open valve. High circuit resistance can
cause fuel pressure to be higher than commanded at light loads.
Engine Brake
Actuator Circuit 1 Voltage Below
Normal or Shorted
to Low Source
The engine brake solenoids are
located under the valve cover. The
engine brake solenoids are controlled
through the engine harness from the
ECM.
This circuit can be used to control either an exhaust brake or an
engine brake depending on the application. The electronic control
module (ECM) controls engine brakes on cylinders 1, 2, and 3 by
sending a signal on the engine brake solenoid number 1 signal
circuit. If an engine brake is installed, there will be a jumper harness
from this connector to the engine brake pass-through connectors on
the rocker lever housing.
Engine Brake
Actuator Driver 1
Circuit - Voltage
Above Normal or
Shorted to High
Source
The engine brake solenoids are
located under the valve cover. The
engine brake solenoids are controlled
through the engine harness from the
ECM.
This circuit can be used to control either an exhaust brake or an
engine brake depending on the application. The electronic control
module (ECM) controls engine brakes on cylinders 1, 2, and 3 by
sending a signal on the engine brake solenoid number 1 signal
circuit. If an exhaust brake is installed, there will be a jumper
harness from this connector to the engine brake pass-through
connectors on the rocker lever housing.
Engine Brake
Actuator Driver
Output 2 Circuit Voltage Above
Normal or Shorted
to High Source
The engine brake solenoids are
located under the valve cover. The
engine brake solenoids are controlled
through the engine harness from the
ECM.
The electronic control module (ECM) controls engine brakes on
cylinders 4, 5, and 6 by sending a signal on the engine brake
solenoid number 2 signal circuit. A 2-pin Weather Pack connector is
located near the number 3 injector pass-through connector at the
back of the engine. There is a jumper harness from this connector to
the engine brake pass-through connectors on the rocker lever
housing.
Engine Brake
Actuator Driver
Output 2 Circuit Voltage Below
Normal or Shorted
to Low Source
The engine brake solenoids are
located under the valve cover. The
engine brake solenoids are controlled
through the engine harness by the
ECM.
The electronic control module (ECM) controls engine brakes on
cylinders 4, 5, and 6 by sending a signal on the engine brake
solenoid number 2 signal circuit. A 2-pin Weather Pack connector is
located near the number 3 injector pass-through connector at the
back of the engine. There is a jumper harness from this connector to
the engine brake pass-through connectors on the rocker lever
housing.
Both engine position sensors are
located on the back side of the front
gear housing above the fuel pump
drive.
The electronic control module (ECM) provides a 5 volt supply to the
engine camshaft speed/position sensor on the sensor supply circuit.
The ECM also provides a ground on the sensor return circuit. The
camshaft speed/position sensor provides a signal to the ECM on the
camshaft speed/position sensor signal circuit. This sensor generates
a signal to the ECM as the camshaft speed indicator lobe passes the
sensor. The ECM interprets this signal into an engine speed reading
and determines engine position. This sensor is used as a backup
sensor if the primary engine crankshaft speed/position signal is lost.
Engine Camshaft
Speed/Position
Sensor - Data
Erratic, Intermittent,
or Incorrect
The camshaft position sensor is
located below the intake side of the
engine in the cylinder head to the
right of the ECM.
The electronic control module (ECM) provides a 5 volt supply to the
engine camshaft speed/position sensor on the sensor supply circuit.
The ECM also provides a ground on the sensor return circuit. The
camshaft speed/position sensor provides a signal to the ECM on the
camshaft speed/position sensor signal circuit. This sensor generates
a signal to the ECM as the camshaft speed indicator lobe passes the
sensor. The ECM interprets this signal into an engine speed reading
and determines engine position. This sensor is used as a backup
sensor if the primary engine crankshaft speed/position signal is lost.
Engine Coolant
The engine coolant temperature
When the engine coolant temperature nears the engine protection
Engine Camshaft
Speed/Position Data Erratic,
Intermittent, or
Incorrect
Locations and Descriptions
430 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Engine Coolant
Temperature Condition Exists
The engine coolant temperature
sensor is located on the thermostat
housing.
Engine Coolant
Temperature - Data
Erratic, Intermittent,
or Incorrect
The engine coolant temperature
sensor is located on the thermostat
housing.
The engine coolant temperature sensor is used by the electronic
control module (ECM) to monitor the engine coolant temperature.
The ECM monitors the voltage on the signal pin and converts this to a
temperature value. The engine coolant temperature value is use by
the ECM for the engine protection system and engine emission
control.
The engine coolant temperature
sensor is located on the exhaust side
of the engine near the thermostat
housing.
The coolant temperature sensor is a variable resistor sensor and is
used to measure the temperature of the coolant of the engine. The
electronic control module (ECM) supplies 5 volts to the coolant
temperature signal circuit. The ECM monitors the change in voltage
caused by changes in the resistance of the sensor to determine the
coolant temperature. The engine coolant temperature value is used
by the ECM for the engine protection system and for engine
emissions control. This fault code indicates that the engine coolant
temperature has exceeded the engine protection limit.
The engine coolant temperature
sensor is located on the exhaust side
of the engine near the thermostat
housing.
The coolant temperature sensor is a variable resistor sensor and is
used to measure the temperature of the engine coolant. The
electronic control module (ECM) supplies 5 volts to the coolant
temperature signal circuit. The ECM monitors the change in voltage
caused by changes in the resistance of the sensor to determine the
coolant temperature. The engine coolant temperature value is used
by the ECM for the engine protection system and engine emissions
control. This fault code indicates that the engine coolant temperature
has exceeded the engine protection limit.
The engine coolant temperature
sensor is located on the exhaust side
of the engine near the thermostat
housing.
The coolant temperature sensor is a variable resistor sensor and is
used to measure the temperature of the coolant of the engine. The
electronic control module (ECM) supplies 5 volts to the coolant
temperature signal circuit. The ECM monitors the change in voltage
caused by changes in the resistance of the sensor to determine the
coolant temperature. The engine coolant temperature value is used
by the ECM for the engine protection system and engine emissions
control. This fault code indicates that the engine coolant temperature
has exceeded the engine protection limit.
The engine coolant temperature
sensor is located on the thermostat
housing.
The coolant temperature sensor is a variable resistor sensor and is
used to measure the temperature of the coolant of the engine. The
electronic control module (ECM) supplies 5 volts to the coolant
temperature signal circuit. The ECM monitors the change in voltage
caused by changes in the resistance of the sensor to determine the
coolant temperature. The engine coolant temperature value is used
by the ECM for the engine protection system, and engine emissions
control.
The engine coolant temperature
sensor is located on the thermostat
housing.
The coolant temperature sensor is a variable resistor sensor and is
used to measure the temperature of the coolant of the engine. The
ECM supplies 5 volts to the coolant temperature signal circuit. The
ECM monitors the change in voltage caused by changes in the
resistance of the sensor to determine the coolant temperature. The
engine coolant temperature value is used by the ECM for the engine
protection system and engine emissions control.
The crankshaft position sensor is
located on the side of the front gear
housing on the intake side of the
engine.
The electronic control module (ECM) provides a 5 volt supply to the
engine crankshaft speed/position sensor on the sensor supply circuit.
The ECM also provides a ground on the sensor return circuit. The
crankshaft speed/position sensor provides a signal to the ECM on the
crankshaft speed/position sensor signal circuit. This sensor
generates a signal to the ECM as the crankshaft speed indicator ring
passes the sensor. The ECM interprets this signal into an engine
speed reading and determines engine position.
Engine Coolant
Temperature - Data
Valid But Above
Normal Operational
Range - Least
Severe Level
Engine Coolant
Temperature - Data
Valid But Above
Normal Operational
Range - Moderately
Severe Level
Engine Coolant
Temperature - Data
Valid But Above
Normal Operational
Range - Most
Severe Level
Engine Coolant
Temperature 1
Sensor Circuit Voltage Above
Normal or Shorted
to High Source
Engine Coolant
Temperature 1
Sensor Circuit Voltage Below
Normal or Shorted
to Low Source
Engine Crankshaft
Speed/Position Data Erratic,
Intermittent, or
Incorrect
Locations and Descriptions
limits, the exhaust gas recirculation (EGR) valve will be closed to
reduce the coolant temperature. This fault code is used as an
information fault code, only indicating that the EGR valve has closed.
The electronic control module (ECM) provides a 5 volt supply to the
engine crankshaft speed/position sensor on the sensor supply circuit.
The ECM also provides a ground on the sensor return circuit. The
431 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Engine Crankshaft
Speed/Position Data Erratic,
Intermittent, or
Incorrect
The engine crankshaft speed/position
sensor is located on the side of the
front gear housing on the intake side
of the engine.
Engine Crankshaft
Speed/Position Data Valid but Above
Normal Operational
Range - Most
Severe Level
The crankshaft speed sensor is
located on the intake side of the
engine near the number 6 cylinder at
the crankshaft centerline. The
camshaft speed sensor is located
below the fuel pump in the back of
the gear housing.
The crankshaft position and camshaft position sensors are hall effect
type sensors. The electronic control module (ECM) provides a 5 volt
supply to the position sensor and a return circuit. As the teeth on the
crankshaft speed ring or the dimples in the back of the camshaft
gear move past the position sensor, a signal is generated on the
position sensor signal circuit. The ECM interprets this signal and
converts it to an engine speed. A missing tooth on the crankshaft
gear is used to determine the position of the engine by the ECM.
Engine Injector Bank
1 Barcodes - Out of
Calibration
The engine harness connects the
ECM to three injector circuit passthrough connectors that are located
in the rocker housing. Internal
injector harnesses are located under
the valve cover and connect the
injectors to the engine harness at the
pass-through connectors. Each passthrough connector provides power
and return to two injectors.
The injector solenoid valves are actuated by the electronic control
module (ECM) to control fuel metering and timing. Each injector
solenoid is connected to the ECM by a supply and a return wire. An
electrical pulse is sent to the injector from the ECM on the supply
wire and returns to the ECM on the return wire, after actuating the
solenoid. Each solenoid valve is normally open and is only closed by
an electrical pulse from the ECM during fuel injection and metering.
Engine Magnetic
Speed/Position Lost
Both of Two Signals
- Data Erratic,
Intermittent, or
Incorrect
Both engine position sensors are
located on the back side of the front
gear housing above the fuel pump
drive.
The crankshaft position and camshaft position sensors are hall effect
type sensors. The ECM provides a 5 volt supply to the position sensor
and a return circuit. As the teeth on the crankshaft speed ring or the
dimples in the back of the camshaft gear move past the position
sensor, a signal is generated on the position sensor signal circuit.
The ECM interprets this signal and converts it to an engine speed. A
missing tooth on the crankshaft gear is used to determine the
position of the engine by the ECM.
Engine Oil Change
Interval - Condition
Exists
The oil filter is located on the exhaust
side of the engine, and the oil fill port
varies by application.
The electronic control module (ECM) informs the driver of a
maintenance event by using the Maintenance Monitor feature's
lubrication oil drain limits.
Engine Oil Level Data Erratic,
Intermittent, or
Incorrect
The oil level sensor is located on the
left side of the engine on the front
part of the dipstick port.
The oil level sensor will monitor the oil fluid level in the oil pan at
key-on. The oil level sensor will not monitor the oil level after the
engine is started or when the engine speed is greater than 0 rpm.
During engine key-on, if the oil level sensor detects a critical low oil
level, then the amber CHECK ENGINE lamp will blink for 30 seconds
and a fault code will be logged. If an operator observes a blinking
amber CHECK ENGINE lamp at key-on, the operator must check the
engine oil level with the manual dipstick. The oil level sensor
provides the ECM with a pulse width modulated (PWM) signal. Within
this signal, the oil level sensor transmits the engine oil level reading,
oil temperature, and fault code information from the oil level sensor.
Engine Oil Level Data Valid But Below
Normal Operational
Range - Least
Severe Level
The engine oil level sensor is located
on the engine oil dipstick, on the left
side of the engine.
An algorithm in the electronic control module (ECM) calibration
monitors engine oil level while the ECM is keyed on and no engine
speed is detected. If the engine oil level falls below a certain
threshold, the ECM will activate Fault Code 471, as well as the
maintenance lamp. The maintenance lamp will flash only during a
key-on event.
Engine Oil Level Data Valid But Below
Normal Operational
Range - Most
Severe Level
The engine oil level sensor is located
on the engine oil dipstick, on the air
intake side of the engine.
An algorithm in the electronic control module (ECM) calibration
monitors engine oil level while the ECM is keyed on and no engine
speed is detected. If the engine oil level falls below a certain
threshold, the ECM will activate Fault Code 253.
The engine oil level sensor is located
on the engine oil dipstick, on the air
An algorithm in the electronic control module (ECM) calibration
monitors engine oil level while the ECM is keyed on and no engine
speed is detected. If the engine oil level exceeds a certain threshold,
Engine Oil Level Data Valid but Above
Normal Operational
Locations and Descriptions
The ECM also provides a ground on the sensor return circuit. The
crankshaft speed/position sensor provides a signal to the ECM on the
crankshaft speed/position sensor signal circuit. This sensor
generates a signal to the ECM as the crankshaft speed indicator ring
passes the sensor. The ECM interprets this signal into an engine
speed reading and determines engine position based on the missing
tooth on the speed indicator ring.
432 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Normal Operational
Range - Most
Severe Level
on the engine oil dipstick, on the air
intake side of the engine.
speed is detected. If the engine oil level exceeds a certain threshold,
the ECM will activate Fault 688.
Engine Oil Level
Sensor Circuit Voltage Below
Normal or Shorted
to Low Source
The oil level sensor is located on the
left side of the engine on the front oil
dipstick port.
The oil level sensor will monitor the oil fluid level in the oil pan at
key-on. The oil level sensor will not monitor the oil level after the
engine is started or when the engine speed is greater than 0 rpm.
During the engine key-on, if the oil level sensor detects a critical low
oil level, then the amber CHECK ENGINE light will blink for 30 seconds
and a fault code will be logged. If an operator observes a blinking
amber CHECK ENGINE light at key-on, the operator must check the
engine oil level with the manual dipstick. The oil level sensor
provides the electronic control module (ECM) with a pulse width
modulated (PWM) signal. Within this signal, the oil level sensor
transmits the engine oil level reading, oil temperature, and fault code
information from the oil level sensor.
Engine Oil Rifle
Pressure - Data
Erratic, Intermittent,
or Incorrect
The engine oil pressure switch is
located on the front of the engine on
the left (intake) side on the top of the
front gear housing.
The engine oil pressure switch is used by the electronic control
module (ECM) to monitor the lubricating oil pressure. If the oil
pressure drops below the engine protection limit, the switch will
open and cause Fault Code 435 to log. The oil pressure switch is
normally closed when the engine is not running and open when oil
pressure is present.
The engine oil pressure sensor is
located on the left side of the engine
block.
The electronic control module (ECM) provides a 5 VDC supply to the
engine oil pressure sensor on the sensor supply circuit. The ECM also
provides a ground on the sensor return circuit. The engine oil
pressure sensor provides a signal to the ECM on the engine oil
pressure sensor signal circuit. This sensor signal voltage changes
based on the pressure in the oil rifle. The ECM will detect a low
signal voltage at operating conditions when the oil temperature is
low.
Engine Oil Rifle
Pressure - Data
Valid but Below
Normal Operational
Range - Moderately
Severe Level
The engine oil pressure sensor is
located on the left side of the engine
block.
The electronic control module (ECM) provides a 5 volt supply to the
engine oil pressure sensor on the sensor supply 1 circuit. The ECM
also provides a ground on the sensor return circuit. The engine oil
pressure sensor provides a signal to the ECM on the engine oil
pressure sensor signal circuit. This sensor signal voltage changes,
based on the pressure in the oil rifle. The ECM will detect a low
signal voltage at operating conditions when the oil pressure may be
slightly lower. The ECM will detect a high signal voltage during high
engine speeds or operating conditions when the oil temperature is
low. If the ECM detects low signal voltage indicating a low engine oil
pressure, this fault code sets.
Engine Oil Rifle
Pressure - Data
Valid but Below
Normal Operational
Range - Most
Severe Level
For ISB CM2150 engines, the engine
oil pressure switch is located on the
front of the engine on the left (intake)
side on the top of the front gear
housing. For ISC and ISL CM2150
engines, the engine oil pressure
sensor is located on the left (intake)
side of the engine block below the
electronic control module (ECM).
The electronic control module (ECM) provides a 5 VDC supply to the
engine oil pressure sensor on the sensor supply 1 circuit. The ECM
also provides a ground on the sensor return circuit. The engine oil
pressure sensor provides a signal to the ECM on the engine oil
pressure sensor signal circuit. This sensor signal voltage changes
based on the pressure in the oil rifle. The ECM will detect a low
signal voltage at operating conditions when the oil pressure can be
slightly lower. The ECM will detect a high signal voltage during high
engine speeds or operating conditions when the oil temperature is
low. If the ECM detects low signal voltage indicating low engine oil
pressure, this fault code sets.
The engine oil pressure sensor is
located on the left side of the engine
block.
The electronic control module (ECM) provides a 5 volt supply to the
engine oil pressure sensor on the sensor supply circuit. The ECM also
provides a ground on the sensor return circuit. The engine oil
pressure sensor provides a signal to the ECM on the engine oil
pressure sensor signal circuit. This sensor signal voltage changes,
based on the pressure in the oil rifle. The ECM will detect a low
signal voltage at operating conditions when the oil pressure may be
slightly lower. The ECM will detect a high signal voltage during high
engine speeds or operating conditions when the oil temperature is
low.
Engine Oil Rifle
Pressure - Data
Erratic, Intermittent,
or Incorrect
Engine Oil Rifle
Pressure 1 Sensor
Circuit - Voltage
Above Normal or
Shorted to High
Source
Locations and Descriptions
The electronic control module (ECM) provides a 5 volt supply to the
engine oil pressure sensor on the sensor supply circuit. The ECM also
provides a ground on the sensor return circuit. The engine oil
433 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Engine Oil Rifle
Pressure 1 Sensor
Circuit - Voltage
Below Normal or
Shorted to Low
Source
Engine Particulate
Filter Inlet Pressure
- Data Valid but
Above Normal
Operational Range Moderately Severe
Level
The engine oil pressure sensor is
located on the left side of the engine
block.
The aftertreatment diesel particulate
filter is located in the exhaust system
and is installed by the original
equipment manufacturer (OEM).
provides a ground on the sensor return circuit. The engine oil
pressure sensor provides a signal to the ECM on the engine oil
pressure sensor signal circuit. This sensor signal voltage changes,
based on the pressure in the oil rifle. The ECM will detect a low
signal voltage at operating conditions when the oil pressure may be
slightly lower. The ECM will detect a high signal voltage during high
engine speeds or operating conditions when the oil temperature is
low.
The engine aftertreatment system monitors the soot load in the
aftertreatment diesel particulate filter. Under normal operating
conditions, the aftertreatment diesel particulate filter is self-cleaning,
where soot is converted to carbon dioxide, nitrogen, and water.
Under light load operating conditions, it can be necessary to perform
a stationary regeneration of the aftertreatment diesel particulate
filter. The soot load in the aftertreatment diesel particulate filter is
estimated using the aftertreatment differential pressure sensor and
the calculated soot output of the engine. This fault code is logged
when the sensors in the aftertreatment system indicates soot
accumulation inside the diesel particulate filter is happening at a
higher rate than under normal conditions. This indicates that the
smoke (soot) being produced by the engine is higher than normal.
Engine
Speed/Position
Camshaft and
Crankshaft
Misalignment Mechanical System
Not Responding
Properly or Out of
Adjustment
The crankshaft position and camshaft position sensors are hall effect
type sensors. The electronic control module (ECM) provides a 5-VDC
supply to the position sensor and a return circuit. As the teeth on the
crankshaft speed ring or the lobes on the camshaft gear pass the
position sensor, a signal is generated on the position sensor signal
circuit. The ECM interprets this signal and converts it to an engine
speed. A missing tooth on the crankshaft gear is used to determine
the position of the engine by the ECM.
Exhaust Gas
Pressure - Data
Erratic, Intermittent,
or Incorrect
The exhaust gas pressure sensor is
located above the front section of the
exhaust manifold and is plumbed into
the exhaust manifold.
The exhaust gas pressure sensor is used to measure exhaust gas
pressure in the exhaust manifold. This information is used by the
electronic control module (ECM) to control exhaust gas recirculation
(EGR) valve operation. The ECM provides a 5 volt supply to the
exhaust gas pressure sensor on the sensor supply circuit. The ECM
also provides a ground on the sensor return circuit. The exhaust gas
pressure sensor provides a signal to the ECM on the exhaust gas
pressure sensor signal circuit. This sensor signal voltage changes
based on the pressure in the exhaust manifold.
The exhaust gas pressure sensor is
located above the front section of the
exhaust manifold and is plumbed into
the exhaust manifold.
The exhaust gas pressure sensor is used to measure exhaust gas
pressure in the exhaust manifold. This information is used by the
electronic control module (ECM) to control emissions and exhaust
gas recirculation (EGR) valve operation. The ECM provides a 5 volt
supply to the exhaust gas pressure sensor on the sensor supply
circuit. The ECM also provides a ground on the sensor return circuit.
The exhaust gas pressure sensor provides a signal to the ECM on the
exhaust gas pressure sensor signal circuit. This sensor signal voltage
changes based on the pressure in the exhaust manifold.
The exhaust gas pressure sensor is
located above the front section of the
exhaust manifold and is plumbed into
the exhaust manifold.
The exhaust gas pressure sensor is used to measure exhaust gas
pressure in the exhaust manifold. This information is used by the
electronic control module (ECM) to control emissions and exhaust
gas recirculation (EGR) valve operation. The ECM provides a 5 volt
supply to the exhaust gas pressure sensor on the sensor supply
circuit. The ECM also provides a ground on the sensor return circuit.
The exhaust gas pressure sensor provides a signal to the ECM on the
exhaust gas pressure sensor signal circuit. This sensor signal voltage
changes based on the pressure in the exhaust manifold.
The EGR temperature sensor is
located on the EGR connection tube
between the EGR valve and the air
intake connection.
The exhaust gas recirculation (EGR) temperature sensor is a variable
resistor sensor and is used to measure the temperature of the EGR
gas flow after it exits the EGR cooler. The electronic control module
(ECM) supplies 5 volts to the EGR temperature signal circuit. The
ECM monitors the change in voltage caused by changes in the
resistance of the sensor to determine the coolant temperature. The
EGR temperature value is used by the ECM for the engine protection
system and engine emissions control.
Exhaust Gas
Pressure Sensor
Circuit - Voltage
Above Normal or
Shorted to High
Source
Exhaust Gas
Pressure Sensor
Circuit - Voltage
Below Normal or
Shorted to Low
Source
Exhaust Gas
Recirculation
Temperature - Data
Valid But Above
Normal Operational
Range - Least
Severe Level
Locations and Descriptions
434 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Severe Level
Exhaust Gas
Recirculation
Temperature - Data
Valid But Above
Normal Operational
Range - Moderately
Severe Level
Exhaust Gas
Recirculation
Temperature Sensor
Circuit - Voltage
Above Normal or
Shorted to High
Source
Exhaust Gas
Recirculation
Temperature Sensor
Circuit - Voltage
Below Normal or
Shorted to Low
Source
Exhaust Gas
Recirculation Valve
Delta Pressure Data Erratic,
Intermittent, or
Incorrect
Exhaust Gas
Recirculation Valve
Delta Pressure Data Valid But Above
Normal Operating
Range - Moderately
Severe Level
Exhaust Gas
Recirculation Valve
Delta Pressure -
system and engine emissions control.
The EGR temperature sensor is
located on the EGR connection tube
between the EGR valve and the air
intake connection.
The exhaust gas recirculation (EGR) temperature sensor is a variable
resistor sensor that is used to measure the temperature of the EGR
gas flow after it exits the EGR cooler. The electronic control module
(ECM) supplies 5 volts to the EGR temperature signal circuit. The
ECM monitors the change in voltage caused by changes in the
resistance of the sensor to determine the coolant temperature. The
EGR temperature value is used by the ECM for the engine protection
system and engine emissions control.
The EGR temperature sensor is
located on the EGR connection tube
between the EGR cooler and the air
intake connection
The exhaust gas recirculation (EGR) temperature sensor is a variable
resistor sensor and is used to measure the temperature of the EGR
gas flow after it exits the EGR cooler. The ECM supplies 5 volts to the
EGR temperature signal circuit. The ECM monitors the change in
voltage caused by changes in the resistance of the sensor to
determine the EGR flow temperature. The EGR temperature value is
used by the ECM for the engine protection system and engine
emissions control.
The EGR temperature sensor is
located on the EGR connection tube
between the EGR cooler and the air
intake connection.
The exhaust gas recirculation (EGR) temperature sensor is a variable
resistor sensor and is used to measure the temperature of the EGR
gas flow after it exits the EGR cooler. The electronic control module
(ECM) supplies 5 volts to the EGR temperature signal circuit. The
ECM monitors the change in voltage caused by changes in the
resistance of the sensor to determine the EGR flow temperature. The
EGR temperature value is used by the ECM for the engine protection
system and engine emissions control.
The sensor is located near the air
intake.
The exhaust gas recirculation (EGR) differential pressure sensor has
two ports that sense exhaust pressure. The sensor outputs a voltage
which represents the pressure difference between the two ports
located across an orifice in the EGR tube. The electronic control
module (ECM) uses this pressure to determine how much exhaust
gas is flowing in the EGR connection tube to the intake manifold. This
information is used to control the EGR valve for correct emission
levels. The ECM provides a 5 volt supply to the EGR differential
pressure sensor on the sensor supply circuit. The ECM also provides
a ground on the sensor return circuit. The EGR differential pressure
sensor provides a signal to the ECM on the EGR differential pressure
sensor signal circuit. This sensor signal voltage changes based on
the differential pressure in the EGR crossover tube. The EGR
differential pressure sensor measures the exhaust gas pressure drop
across the EGR differential pressure orifice. This pressure drop is
used to calculate the amount of EGR flow into the intake manifold.
The sensor is located near the air
intake. Use the following procedure
for a detailed component location
view.
The exhaust gas recirculation (EGR) differential pressure sensor has
two ports that sense exhaust pressure. The sensor outputs a voltage
which represents the pressure difference between the two ports.
The electronic control module (ECM) uses this pressure to determine
how much exhaust gas is flowing in the EGR connection tube to the
intake manifold. This information is used to control the EGR valve for
correct emission levels. The ECM provides a 5 volt supply to the EGR
differential pressure sensor on the sensor supply circuit. The ECM
also provides a ground on the sensor return circuit. The EGR
differential pressure sensor provides a signal to the ECM on the EGR
differential pressure sensor signal circuit. This sensor signal voltage
changes based on the differential pressure in the EGR crossover
tube. The EGR differential pressure sensor measures the exhaust gas
pressure drop across the EGR differential pressure orifice. This
pressure drop is used to calculate the amount of EGR flow into the
intake manifold.
The EGR differential pressure sensor
Locations and Descriptions
The exhaust gas recirculation (EGR) differential pressure sensor has
two ports that sense exhaust pressure. The sensor outputs a voltage
which represents the pressure difference between the two ports.
The electronic control module (ECM) uses this pressure differential to
determine how much exhaust gas is flowing through the EGR
connection tube to the intake manifold. This information is used to
control the EGR valve for correct emission levels. The ECM provides a
5 volt supply to the EGR differential pressure sensor on the sensor
435 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Delta Pressure Data Valid But Above
Normal Operational
Range - Moderately
Severe Level
The EGR differential pressure sensor
is located on the air intake
connection.
5 volt supply to the EGR differential pressure sensor on the sensor
supply circuit. The ECM also provides a ground on the sensor return
circuit. The EGR differential pressure sensor provides a signal to the
ECM on the EGR differential pressure sensor signal circuit. This
sensor signal voltage changes, based on the differential pressure in
the EGR crossover tube. The EGR differential pressure sensor
measures the exhaust gas pressure drop across the EGR differential
pressure orifice. This pressure drop is used to calculate the amount
of EGR flow into the intake manifold.
The EGR differential pressure sensor
is located on the intake side of the
engine.
The exhaust gas recirculation (EGR) differential pressure sensor has
two ports that sense exhaust gas pressure. The sensor outputs a
voltage which represents the pressure difference between the two
ports. The electronic control module (ECM) uses this pressure to
determine how much exhaust gas is flowing through the EGR
connection tube to the intake manifold. This information is used to
control the EGR valve for correct emission levels. The ECM provides a
5 volt supply to the EGR differential pressure sensor on the sensor
supply circuit. The ECM also provides a ground on the sensor return
circuit. The EGR differential pressure sensor provides a signal to the
ECM on the EGR differential pressure sensor signal circuit. This
sensor signal voltage changes based on the differential pressure in
the EGR crossover tube.
The EGR differential pressure sensor
is located on the intake side of the
engine.
The exhaust gas recirculation (EGR) differential pressure sensor has
two ports that sense exhaust gas pressure. The sensor outputs a
voltage which represents the pressure difference between the two
ports. The electronic control module (ECM) uses this pressure to
determine how much exhaust gas is flowing through the EGR
connection tube to the intake manifold. This information is used to
control the EGR valve for correct emission levels. The ECM provides a
5 volt supply to the EGR differential pressure sensor on the sensor
supply circuit. The ECM also provides a ground on the sensor return
circuit. The EGR differential pressure sensor provides a signal to the
ECM on the EGR differential pressure sensor signal circuit. This
sensor signal voltage changes, based on the differential pressure in
the EGR crossover tube.
The aftertreatment diesel particulate
filter outlet temperature sensor is
located in the outlet section of the
aftertreatment system.
The aftertreatment exhaust gas temperature sensors are used by the
electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The aftertreatment
exhaust gas temperature sensors are thermistors and change
resistance based on the temperature being measured. The ECM
provides a 5 volt reference voltage to the sensor. The ECM monitors
the change in signal voltage and converts this to a temperature
value. When the exhaust gas temperature is low, the thermistor
resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a
high signal voltage (low temperature). When the exhaust gas
temperature is high, the thermistor resistance is low. The signal
voltage pulls down a large amount. Therefore, the ECM senses a low
signal voltage (high temperature).
Exhaust Gas
Temperature 3 Data Valid but Above
Normal Operational
Range - Most
Severe Level
The aftertreatment diesel particulate
filter outlet temperature sensor is
located in outlet section of the
aftertreatment system.
The aftertreatment exhaust gas temperature sensors are used by the
electronic control module (ECM) to monitor the engine exhaust
temperatures in the aftertreatment system. The exhaust gas
aftertreatment temperature sensors are thermistors and change
resistance based on the temperature being measured. The ECM
provides a 5 volt reference voltage to the sensor. The ECM monitors
the change in signal voltage and converts this to a temperature
value. When the exhaust gas temperature is low, the thermistor
resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to ground. Therefore, the ECM senses a
high signal voltage (low temperature). When the exhaust gas
temperature is high, the thermistor resistance is low. The signal
voltage pulls down a large amount. Therefore, the ECM senses a low
signal voltage (high temperature).
FAULT CODE 3738 Air Supply Actuator Data Valid But Below
The aftertreatment diesel exhaust
fluid dosing unit air solenoid is
mounted to the back of the diesel
Exhaust Gas
Recirculation Valve
Delta Pressure
Sensor Circuit Voltage Above
Normal or Shorted
to High Source
Exhaust Gas
Recirculation Valve
Delta Pressure
Sensor Circuit Voltage Below
Normal or Shorted
to Low Source
Exhaust Gas
Temperature 3 Data Valid but Above
Normal Operational
Range - Moderately
Severe Level
Locations and Descriptions
The aftertreatment diesel exhaust fluid dosing unit air solenoid is
used to enable and disable the truck air supply to the diesel exhaust
436 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Data Valid But Below
Normal Operating
Range - Moderately
Severe Level
mounted to the back of the diesel
exhaust fluid dosing unit. The
mounting location of the diesel
exhaust fluid dosing unit is OEM
specific.
used to enable and disable the truck air supply to the diesel exhaust
fluid dosing unit. The air is used to transport the diesel exhaust fluid
to the aftertreatment nozzle.
The fan clutch solenoid location
varies by OEM.
The fan control circuit is a device used by the engine to control the
fan operation. When the electronic control module (ECM) energizes
the fan control circuit, the engine fan is engaged. The fan control
circuit utilizes a pulse width modulated (PWM) signal. A PWM signal
is a pulsed voltage signal between 0-VDC and system voltage. The
frequency of the pulsed voltage signal is dependent on the
application requirement. There are two types of fans supported by
the fan control circuit; variable speed and ON/OFF. The INSITE™
electronic service tool can be used to determine which fan type is
currently set up for use. The fan control circuit varies by original
equipment manufacturer (OEM). Certain OEMs can use a solenoid
return that is wired to the ECM or can use a return that goes to the
engine block or chassis ground.
The control solenoid location varies
by OEM.
The fan control circuit is a device used by the engine to control the
fan operation. When the electronic control module (ECM) energizes
the fan control circuit, the engine fan is engaged. The fan control
circuit utilizes a Pulse Width Modulated (PWM) signal. A PWM signal
is pulsed voltage signal between 0-VDC and system voltage. The
frequency of the pulsed voltage signal is dependent on the
application requirement. There are two types of fans supported by
the fan control circuit; variable speed and ON/OFF. INSITE™
electronic service tool can be used to determine which fan type is
currently set up for use. The fan control circuit varies by the OEM.
Certain OEMs may use a solenoid return that is wired to the ECM or
can use a return that goes to engine block or chassis ground.
Fuel Pump
Pressurizing
Assembly 1 Mechanical System
Not Responding
Properly or Out of
Adjustment
The fuel pump is located on the
backside of the gear housing. The
barrel and plunger and check valve
assemblies are part of the fuel pump
head sub-assembly.
The fuel pump contains two barrel and plunger assemblies; each
barrel and plunger assembly utilizes an inlet and outlet check valve.
Fuel at gear pump pressure is metered through the fuel pump
actuator and unseats one of the two inlet check valves as the fuel at
gear pump pressure enters the pumping chamber. As the pumping
plunger begins its upward motion, the pressure in the pumping
chamber increases rapidly and the inlet check valve is closed. As
pressure reaches accumulator pressure, the outlet check valve is
opened. As the plunger travels upward, fuel exits past the outlet
check valve and pressurizes the fuel rail.
Fuel Pump
Pressurizing
Assembly 1 Circuit Voltage Above
Normal or Shorted
to High Source
The fuel pump actuator is located on
engine-mounted fuel pump housing.
The engine wiring harness and the
ECM are other components in the
circuit that can cause this fault code.
The circuit is a pulse with modulation (PWM) driver in the electronic
control module (ECM) that controls the fuel pump actuator. The
actuator is grounded in the ECM. The actuator is normally open. The
PWM duty cycle to the fuel pump actuator depends on the difference
between desired rail pressure and sensed rail pressure.
Fuel Pump
Pressurizing
Assembly 1 Circuit Voltage Below
Normal or Shorted
to Low Source
The fuel pump actuator is located on
the engine-mounted fuel pump. The
engine wiring harness and the ECM
are other components in the circuit
that can cause this fault code.
The circuit is a pulse width modulated (PWM) driver in the electronic
control module (ECM) that controls the electronic fuel control
actuator. The actuator is grounded in the ECM. The actuator is
normally open. The PWM duty cycle to the electronic fuel control
actuator depends on the difference between desired rail pressure
and sensed rail pressure.
Injector Metering
Rail 1 Pressure Data Erratic,
Intermittent, or
Incorrect
The fuel pressure sensor is located in
the rail fuel on the air intake side of
the engine.
The fuel pressure sensor contains supply, signal, and return pins.
The electronic control module (ECM) provides +5 volts to the fuel
pressure sensor. This +5 volt power supply is a shared supply. Other
sensors on this circuit are the intake manifold pressure sensor and
backup engine position sensor.
Fan Control Circuit Voltage Above
Normal or Shorted
to High Source
Fan Control Circuit Voltage Below
Normal or Shorted
to Low Source
Injector Metering
Rail 1 Pressure Data Valid but Below
Normal Operational
Range - Moderately
Severe Level
Locations and Descriptions
The ECM monitors rail fuel pressure and engine operating conditions
and changes the flow command to maintain the proper rail fuel
pressure. Changes to the flow command result in opening (or
closing) of the electronic fuel control actuator to supply more (or
less) fuel to the high-pressure pump.
437 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Use the following procedure for a
detailed component location view.
The pressure control loop relies on fuel pressure supplied to the
high-pressure pump by the fuel gear pump. The electronic control
module (ECM) monitors rail fuel pressure and engine operating
conditions and changes the flow command to maintain the proper rail
fuel pressure. Changes to the flow command result in opening (or
closing) of the fuel pump actuator to supply more (or less) fuel to the
high-pressure pump.
The high pressure relief valve is
located on the fuel rail.
The electronic control module (ECM) monitors engine-operating
conditions, including the reading of rail fuel pressure, and changes
the flow command to either increase (OPEN the electric fuel control
valve) or decrease (CLOSE the electric fuel control valve) the fuel
supply to the high-pressure pump.
Injector Metering
Rail Number 1
Pressure - Data
Valid But Above
Normal Operating
Range - Most
Severe Level
The high-pressure relief valve is
located on the fuel rail.
The electronic control module (ECM) monitors engine-operating
conditions, including the reading of rail fuel pressure, and changes
the flow command to either increase (OPEN the electric fuel control
valve) or decrease (CLOSE the electric fuel control valve) the fuel
supply to the high-pressure pump.
Injector Metering
Rail Number 1
Pressure - Data
Valid but Above
Normal Operating
Range - Moderately
Severe Level
The fuel pump actuator is installed in
the adapter on the back of the highpressure fuel pump.
The electronic control module (ECM) monitors engine operating
conditions, including the reading of rail fuel pressure, and changes
the flow command to either increase (open the fuel pump actuator)
or decrease (close the fuel pump actuator) the fuel supply to the
high-pressure pump.
Injector Metering
Rail Number 1
Pressure - Data
Valid but Above
Normal Operating
Range - Moderately
Severe Level
The fuel pump actuator is installed in
the adapter on the back of the highpressure fuel pump.
The electronic control module (ECM) monitors engine operating
conditions, including the reading of rail fuel pressure, and changes
the flow command to either increase (open the fuel pump actuator)
or decrease (close the fuel pump actuator) the fuel supply to the
high-pressure pump.
Injector Metering
Rail Number 1
Pressure - Data
Valid but Above
Normal Operating
Range - Most
Severe Level
The fuel pump actuator is installed on
the high-pressure fuel pump. The
high-pressure relief valve is located
on the fuel rail.
The electronic control module (ECM) monitors engine operating
conditions, including the reading of rail fuel pressure, and changes
the flow command to either increase (OPEN the electric fuel control
valve) or decrease (CLOSE the electric fuel control valve) the fuel
supply to the high-pressure pump.
The fuel pressure sensor is installed
in the fuel rail. Use the following
procedure for a detailed component
location view
The fuel delivery pressure sensor responds to pressure changes in
the fuel rail. The fuel delivery pressure sensor has a 5-volt supply
circuit, a sensor signal voltage, and a return circuit. The electronic
control module (ECM) provides a 5 volt supply to the fuel rail
pressure sensor using a common sensor supply circuit. The ECM also
provides a ground on the sensor return circuit. The fuel rail pressure
sensor provides a signal to the ECM on the fuel rail pressure sensor
signal circuit. This sensor signal voltage changes, based on the
pressure in the fuel rail. The ECM will detect a low signal voltage at
high rail pressures. The ECM will detect a high signal voltage during
low rail pressure conditions.
Injector Metering
Rail 1 Pressure Data Valid but Below
Normal Operational
Range - Moderately
Severe Level
Injector Metering
Rail Number 1
Pressure - Data
Valid But Above
Normal Operating
Range - Most
Severe Level
Injector Metering
Rail Number 1
Pressure Sensor
Circuit - Voltage
Above Normal or
Shorted to High
Source
Injector Metering
Rail Number 1
Pressure Sensor
Circuit - Voltage
Below Normal or
Shorted to Low
The fuel pressure sensor is installed
in the fuel rail. Use the following
procedure for a detailed component
location view.
Locations and Descriptions
The fuel delivery pressure sensor responds to pressure changes in
the fuel rail. The fuel delivery pressure sensor has a 5 volt supply
circuit, a sensor signal voltage, and a return circuit. The electronic
control module (ECM) provides a 5 volt supply to the fuel rail
pressure sensor using a common sensor supply circuit. The ECM also
provides a ground on the sensor return circuit. The fuel rail pressure
sensor provides a signal to the ECM on the fuel rail pressure sensor
signal circuit. This sensor signal voltage changes, based on the
438 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Source
pressure in the fuel rail. The ECM will detect a low signal voltage at
high rail pressures. The ECM will detect a high signal voltage during
low rail pressure conditions.
Injector Power
Supply - Bad
Intelligent Device or
Component
The injector power supply is located
inside the ECM.
Between each injection event, the electronic control module (ECM)
attempts to recharge the injector power supply. The injector power
supply consists of a bank of capacitors; this power supply is
maintained at high voltage. Recharging is accomplished by
recovering energy stored in the injector solenoids. For the injector
power supply to remain fully charged, there must be good ECM
battery power and ground, a good engine speed sensor, and good
injector circuits.
Injector Solenoid
Driver Cylinder 1
Circuit - Current
Below Normal or
Open Circuit
The engine harness connects the
ECM to three injector circuit passthrough connectors that are located
in the rocker housing. Internal
injector harnesses are located under
the valve cover and connect the
injectors to the engine harness at the
pass-through connectors. Each passthrough connector provides power
and return to two injectors.
The injector solenoid valves control fueling quantity and injection
timing. The electronic control module (ECM) energizes the solenoid
by closing a high-side and a low-side switch. There are two high-side
switches and six low-side switches inside the ECM. The injectors for
cylinders 1, 2, and 3 (front bank) share a single high-side switch that
connects the injector circuit to the source of high voltage inside the
ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also
share a single high-side switch. Each injector circuit has a dedicated
low-side switch that completes the circuit path to ground inside the
ECM.
Injector Solenoid
Driver Cylinder 2
Circuit - Current
Below Normal or
Open Circuit
The engine harness connects the
ECM to three injector circuit passthrough connectors that are located
in the rocker housing. Internal
injector harnesses are located under
the valve cover and connect the
injectors to the engine harness at the
pass-through connectors. Each
housing pass-through connector
provides power and return for two
injectors.
The injector solenoid valves control fueling quantity and injection
timing. The electronic control module (ECM) energizes the solenoid
by closing a high-side and a low-side switch. There are two high-side
switches and six low-side switches inside the ECM. The injectors for
cylinders 1, 2, and 3 (front bank) share a single high-side switch that
connects the injector circuit to the source of high voltage inside the
ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also
share a single high-side switch. Each injector circuit has a dedicated
low-side switch that completes the circuit path to ground inside the
ECM.
Injector Solenoid
Driver Cylinder 3
Circuit - Current
Below Normal or
Open Circuit
The engine harness connects the
ECM to three injector circuit passthrough connectors that are located
in the rocker housing. Internal
injector harnesses are located under
the valve cover and connect the
injectors to the engine harness at the
pass-through connectors. Each
housing pass-through connector
provides power and return for two
injectors.
The injector solenoid valves control fueling quantity and injection
timing. The electronic control module (ECM) energizes the solenoid
by closing a high-side and a low-side switch. There are two high-side
switches and six low-side switches inside the ECM. The injectors for
cylinders 1, 2, and 3 (front bank) share a single high-side switch that
connects the injector circuit to the source of high voltage inside the
ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also
share a single high-side switch. Each injector circuit has a dedicated
low-side switch that completes the circuit path to ground inside the
ECM.
Injector Solenoid
Driver Cylinder 4
Circuit - Current
Below Normal or
Open Circuit
The engine harness connects the
ECM to three injector circuit passthrough connectors that are located
in the rocker housing. Internal
injector harnesses are located under
the valve cover and connect the
injectors to the engine harness at the
pass-through connectors. Each
housing pass-through connector
provides power and return for two
injectors.
The injector solenoid valves control fueling quantity and injection
timing. The electronic control module (ECM) energizes the solenoid
by closing a high-side and a low-side switch. There are two high-side
switches and six low-side switches inside the ECM. The injectors for
cylinders 1, 2, and 3 (front bank) share a single high-side switch that
connects the injector circuit to the source of high voltage inside the
ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also
share a single high-side switch. Each injector circuit has a dedicated
low-side switch that completes the circuit path to ground inside the
ECM.
Injector Solenoid
Driver Cylinder 5
Circuit - Current
Below Normal or
Open Circuit
The engine harness connects the
ECM to three injector circuit passthrough connectors that are located
in the rocker housing. Internal
injector harnesses are located under
the valve cover and connect the
injectors to the engine harness at the
pass-through connectors. Each
housing pass-through connector
provides power and return for two
injectors.
The injector solenoid valves control fueling quantity and injection
timing. The electronic control module (ECM) energizes the solenoid
by closing a high-side and a low-side switch. There are two high-side
switches and six low-side switches inside the ECM. The injectors for
cylinders 1, 2, and 3 (front bank) share a single high-side switch that
connects the injector circuit to the source of high voltage inside the
ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also
share a single high-side switch. Each injector circuit has a dedicated
low-side switch that completes the circuit path to ground inside the
ECM.
Locations and Descriptions
439 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
injectors.
ECM.
Injector Solenoid
Driver Cylinder 6
Circuit - Current
Below Normal or
Open Circuit
The engine harness connects the
ECM to three injector circuit passthrough connectors that are located
in the rocker housing. Internal
injector harnesses are located under
the valve cover and connect the
injectors to the engine harness at the
pass-through connectors. Each
housing pass-through connector
provides power and return to two
injectors.
The injector solenoid valves control fueling quantity and injection
timing. The electronic control module (ECM) energizes the solenoid
by closing a high-side and a low-side switch. There are two high-side
switches and six low-side switches inside the ECM. The injectors for
cylinders 1, 2, and 3 (front bank) share a single high-side switch that
connects the injector circuit to the source of high voltage inside the
ECM. Likewise, the injectors for cylinders 4, 5, and 6 (rear bank) also
share a single high-side switch. Each injector circuit has a dedicated
low-side switch that completes the circuit path to ground inside the
ECM.
Intake Air Heater 1
Circuit - Voltage
Above Normal or
Shorted to High
Source
The intake air heater is located at the
air inlet connection into the intake
manifold. The location of the intake
air heater relays will vary by original
equipment manufacturer (OEM). Use
the following procedure for a detailed
component location.
The intake air heater improves starting and white smoke control in
cold ambient conditions. The electronic control module (ECM)
controls relays that switch power to the intake air heater. 12-volt
systems will have two relays while 24-volt systems only require one
relay.
Intake Air Heater 1
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The intake air heater is located at the
air inlet connection into the intake
manifold. The location of the intake
air heater relays will vary by original
equipment manufacturer (OEM).
The intake air heater improves starting and white smoke control in
cold ambient conditions. The electronic control module (ECM)
controls relays that switch power to the intake air heater. 12-volt
systems will have two relays while 24-volt systems only require one
relay.
The intake manifold 1
pressure/temperature sensor is
located in the air intake horn.
The electronic control module (ECM) provides a 5 volt supply to the
intake manifold pressure sensor on the sensor supply circuit. The
ECM also provides a ground on the sensor return circuit. The intake
manifold pressure sensor provides a signal to the ECM on the intake
manifold pressure sensor signal circuit. This sensor signal voltage
changes, based on the pressure in the intake manifold. This
diagnostic checks the value of the intake manifold pressure sensor at
key-on and while the engine is running. If the value of the intake
manifold pressure is not reading ambient pressure at key-on or is not
changing with engine operating conditions, this fault code is logged.
Intake Manifold 1
Pressure - Data
Erratic, Intermittent,
or Incorrect
Intake Manifold 1
Pressure - Data
Valid but Above
Normal Operational
Range - Moderately
Severe Level
The intake manifold pressure sensor is used by the electronic control
module (ECM) to monitor the engine intake manifold pressure.
Intake Manifold 1
Pressure Sensor
Circuit - Voltage
Above Normal or
Shorted to High
Source
The intake manifold pressure sensor
is located in the air intake horn.
The electronic control module (ECM) provides a 5 volt supply to the
intake manifold pressure sensor on the sensor supply circuit. The
ECM also provides a ground on the sensor return circuit. The intake
manifold pressure sensor provides a signal to the ECM on the intake
manifold pressure sensor signal circuit. This sensor signal voltage
changes based on the pressure in the intake manifold. The ECM will
detect a low signal voltage at operating conditions such as during an
idle or a deceleration. The ECM will detect a high signal voltage
during high engine load operating conditions.
The intake manifold pressure sensor
is located in the air intake horn.
The electronic control module (ECM) provides a 5 volt supply to the
intake manifold pressure sensor on the sensor supply circuit. The
ECM also provides a ground on the sensor return circuit. The intake
manifold pressure sensor provides a signal to the ECM on the intake
manifold pressure sensor signal circuit. This sensor signal voltage
changes based on the pressure in the intake manifold. The ECM will
detect a low signal voltage at operating conditions such as during an
idle or a deceleration. The ECM will detect a high signal voltage
during high engine load operating conditions.
Intake Manifold 1
Pressure Sensor
Circuit - Voltage
Below Normal or
Shorted to Low
Source
Locations and Descriptions
The intake manifold 1 temperature sensor is a variable resistor
sensor and is used to measure the temperature of the air entering
the intake manifold of the engine. The electronic control module
(ECM) supplies 5 volts to the intake manifold temperature signal
440 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Intake Manifold 1
Temperature - Data
Valid but Above
Normal Operational
Range - Least
Severe Level
The intake manifold 1 temperature
sensor is located in the air intake
manifold.
(ECM) supplies 5 volts to the intake manifold temperature signal
circuit. The ECM monitors the change in voltage caused by changes
in the resistance of the sensor to determine the intake manifold
temperature. When the intake air is cold, the sensor or thermistor
resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to a ground. Therefore, the ECM senses
a high signal voltage or low temperature. When the intake air is
warm, the sensor resistance is low. The signal voltage pulls down a
large amount. Therefore, the ECM senses a low signal voltage, or a
high temperature. This fault code indicates that the intake manifold
temperature has exceeded the maximum engine protection limit.
Intake Manifold 1
Temperature - Data
Valid but Above
Normal Operational
Range - Moderately
Severe Level
The intake manifold 1 temperature sensor is a variable resistor
sensor and is used to measure the temperature of the air entering
the intake manifold of the engine. The electronic control module
(ECM) supplies 5 volts to the intake manifold temperature signal
circuit. The ECM monitors the change in voltage caused by changes
in the resistance of the sensor to determine the intake manifold
temperature. When the intake air is cold, the sensor or thermistor
resistance is high. The ECM signal voltage only pulls down a small
amount through the sensor to a ground. Therefore, the ECM senses
a high signal voltage or low temperature. When the intake air is
warm, the sensor resistance is low. The signal voltage pulls down a
large amount. Therefore, the ECM senses a low signal voltage, or a
high temperature. This fault code indicates that the intake manifold
temperature has exceeded the maximum engine protection limit.
Intake Manifold 1
Temperature - Data
Valid but Above
Normal Operational
Range - Most
Severe Level
The intake manifold temperature sensor is a variable resistor sensor
and is used to measure the temperature of the air entering the
intake manifold of the engine. The electronic control module (ECM)
supplies 5 volts to the intake manifold temperature signal circuit. The
ECM monitors the change in voltage caused by changes in the
resistance of the sensor to determine the intake manifold
temperature. This fault code indicates that the intake manifold
temperature has exceeded the maximum engine protection limit.
Intake Manifold 1
Temperature Sensor
Circuit - Voltage
Above Normal or
Shorted to High
Source
The intake manifold air temperature
sensor is located in the air intake
manifold.
The intake manifold temperature sensor is a variable resistor sensor
and is used to measure the temperature of the air entering the
intake manifold of the engine. The electronic control module (ECM)
supplies 5 volts to the intake manifold temperature signal circuit. The
ECM monitors the change in voltage caused by changes in the
resistance of the sensor to determine the intake manifold
temperature.
Intake Manifold 1
Temperature Sensor
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The intake manifold air temperature
sensor is located in the air intake
manifold.
The intake manifold temperature sensor is a variable resistor sensor
and is used to measure the temperature of the air entering the
intake manifold of the engine. The electronic control module (ECM)
supplies 5 volts to the intake manifold temperature signal circuit. The
ECM monitors the change in voltage caused by changes in the
resistance of the sensor to determine the intake manifold
temperature.
Particulate Trap
Active Regeneration
Inhibited Due to
Permit Switch Condition Exists
The aftertreatment diesel particulate
filter is located in the exhaust system
and is installed by the original
equipment manufacturer (OEM). The
permit switch may be an actual
switch in the vehicle dash or it may
be a J1939 message sent via the
J1939 datalink.
The OEM truck manufacturer may install a permit switch in the dash
or send an inhibit message via the J1939 datalink to the engine ECM.
The function of the inhibit message is to prevent the aftertreatment
system from performing mobile regenerations. The purpose of this
fault code is to inform the technician that the permit switch was
disabled when Fault Code 1921, 1922, or 2639 was set active. This
fault code may indicate the reason that high aftertreatment soot load
fault codes are logged.
Power Supply Lost
With Ignition On Data Erratic,
Intermittent, or
Incorrect
The ECM is connected to the battery
by the original equipment
manufacturer (OEM) power harness
through the ECM battery supply stub.
This provides a constant power
supply for the ECM. The location of
the battery will vary with the OEM.
The electronic control module (ECM) receives constant voltage from
the batteries through the unswitched battery wires that are
connected directly to the positive (+) battery post. The ECM receives
switched battery input through the vehicle keyswitch wire when the
vehicle keyswitch is turned ON.
The remote accelerator position sensor is a potentiometer attached
Locations and Descriptions
441 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
Remote Accelerator
Pedal or Lever
Position Sensor 1
Circuit - Voltage
Above Normal or
Shorted to High
Source
The remote accelerator pedal or
lever location varies with each
original equipment manufacturer
(OEM).
to the remote accelerator lever. The remote accelerator position
sensor varies the signal voltage to the electronic control module
(ECM) as the remote accelerator lever is depressed and released.
Low signal voltage is received by the ECM when the remote
accelerator lever is at 0 percent. A high signal voltage is received by
the ECM when the remote accelerator is at 100 percent. The remote
accelerator pedal position circuit contains a remote accelerator pedal
position 5 volt supply, remote accelerator pedal position return, and
remote accelerator pedal position signal. When the ECM senses a
signal voltage lower than the normal operating range of the sensor,
this fault code is set.
Remote Accelerator
Pedal or Lever
Position Sensor 1
Circuit - Voltage
Below Normal or
Shorted to Low
Source
The remote accelerator pedal or
lever location varies with each
original equipment manufacturer
(OEM).
The remote accelerator position sensor is a potentiometer attached
to the remote accelerator lever. The remote accelerator position
sensor varies the signal voltage to the electronic control module
(ECM) as the remote accelerator lever is depressed and released.
Low signal voltage is received by the ECM when the remote
accelerator lever is at 0 percent. A high signal voltage is received by
the ECM when the remote accelerator is at 100 percent. The remote
accelerator pedal position circuit contains a remote accelerator pedal
position 5 volt supply, remote accelerator pedal position return, and
remote accelerator pedal position signal. When the ECM senses a
signal voltage lower than the normal operating range of the sensor,
this fault code is set.
SAE J1939 Datalink Abnormal Update
Rate
The ECM is located on the intake side
of the engine, near the front. The
SAE J1939 data link wiring and the
SAE J1939 devices vary by OEM
options.
Devices such as ABS controllers, autoshift transmissions, ASR
systems, electronic displays, electronic information systems,
electronic service tools, and vehicle electronic control unit(s) (VECUs)
can communicate with the ECM over the SAE J1939 data link.
Messages sent from the devices are received by the ECM and used
for controlling the engine. The ECM also transmits information to
these devices over the SAE J1939 data link.
The engine ECM is located on the
intake side of the engine.
Normally, switches, accelerators, and other components are
connected to the engine electronic control module (ECM) directly
through individual wires. Multiplexing allows those same components
to be hard wired to an original equipment manufacturer (OEM) VECU
or transmission electronic control unit in the cab. Then component
values and states from components (such as sensors, accelerators,
and switches) can be transmitted from the OEM VECU to the
Cummins® engine ECM over the SAE J1939 datalink. Messages sent
from the OEM VECU or transmission electronic control unit are
received by the Cummins® engine ECM and used for controlling the
engine. The Cummins® engine ECM and OEM VECU must be
configured properly so that proper operation of the multiplexed
components will occur.
The engine ECM is located on the
intake side of the engine.
Normally, switches, accelerators and other components are
connected to the engine electronic control module (ECM) directly
through individual wires. Multiplexing allows those same components
to be hard wired to an original equipment manufacturer (OEM)
vehicle electronic control unit (VECU) or transmission electronic
control unit (ECU) in the cab. Then component values and states
from components such as sensors, accelerators and switches can be
transmitted from the OEM VECU to the Cummins® engine ECM over
the SAE J1939 Data link. Messages sent from OEM VECUs or
Transmission ECUs are received by the Cummins® engine ECM and
used for controlling the engine. The Cummins® engine ECM and
OEM VECUs must be configured properly so that proper operation of
the multiplexed components will occur.
SAE J1939
Multiplexed
Accelerator Pedal or
Lever Sensor
System - Received
Network Data In
Error
SAE J1939
Multiplexing
Configuration Error Out of Calibration
SAE J1939
Multiplexing PGN
Timeout Error Abnormal Update
Rate
The engine ECM is located on the
intake side of the engine.
Locations and Descriptions
Normally, switches, accelerators and other components are
connected to the engine electronic control module (ECM) directly
through individual wires. Multiplexing allows those same components
to be hard wired to an original equipment manufacturer (OEM)
vehicle electronic control unit (VECU) or transmission electronic
control unit (ECU) in the cab. Then component values and states
from components such as sensors, accelerators and switches can be
transmitted from the OEM VECU to the Cummins® engine ECM over
the SAE J1939 Data link. Messages sent from OEM VECUs or
transmission ECUs are received by the Cummins® engine ECM and
442 / 507
ISB, ISC, ISL, ISDe, and QSB3.3 (FIS4021570)
used for controlling the engine. The Cummins® engine ECM and
OEM VECUs must be configured properly so that proper operation of
the multiplexed components will occur.
SAE J1939
Multiplexing Remote
Accelerator Pedal or
Lever Position
Sensor System Received Network
Data In Error
The engine ECM is located on the
intake side of the engine.
Normally, switches, accelerators, and other components are
connected to the engine electronic control module (ECM) directly
through individual wires. Multiplexing allows those same components
to be hard wired to an OEM VECU or transmission electronic control
unit (ECU) in the cab. Then component values and states from
components (such as sensors, accelerators, and switches) can be
transmitted from the OEM VECU to the Cummins® engine ECM over
the SAE J1939 datalink. Messages sent from the OEM VECU or
transmission ECU are received by the Cummins® engine ECM and
used for controlling the engine. The Cummins® engine ECM and
OEM VECU must be configured properly so that proper operation of
the multiplexed components will occur.
Sensor Supply 1
Circuit - Voltage
Above Normal or
Shorted to High
Source
Sensor supply number 1 is located in
the ECM engine harness connector
and provides a 5 VDC supply to
various pressure sensors.
The sensor supply 1 of the electronic control module (ECM) provides
a 5 VDC supply for the engine camshaft position sensor, fuel rail
pressure sensor, exhaust gas pressure sensor, intake manifold
pressure sensor, crankcase pressure sensor, exhaust gas
recirculation (EGR) differential pressure sensor, barometric pressure
sensor, engine oil pressure sensor and EGR position sensor.
Sensor Supply 1
Circuit - Voltage
Below Normal or
Shorted to Low
Source
Sensor supply number 1 is located in
the ECM engine harness connector
and provides a 5-VDC supply to
various pressure sensors.
The sensor supply 1 of the electronic control module (ECM) provides
a 5-VDC supply for the engine camshaft position sensor, fuel rail
pressure sensor, exhaust gas pressure sensor, intake manifold
pressure sensor, crankcase pressure sensor, exhaust gas
recirculation (EGR) differential pressure sensor, barometric pressure
sensor, engine oil pressure sensor and EGR position sensor.
Sensor Supply 3
Circuit - Voltage
Above Normal or
Shorted to High
Source
The sensor supply 3 is located in the
ECM. The supply voltage is spliced off
in the engine harness to each sensor
it supports.
The sensor supply 3 circuit provides 5 volt supply to the primary
engine speed/position sensor.
Sensor Supply 3
Circuit - Voltage
Below Normal or
Shorted to Low
Source