Cummins

Service Training

QSC & QSL

Engine
Introductions around the table:

Experience in the trade?

Other experience and trades?
How long with Cummins Engines?
Hobbies?
What would you like to learn this week?
Favourite part of the job?
 Daventry Training Centre
Aim
To provide the participant with a level of instruction on the
QSC/QSL Engine which will give an understanding of some
existing and future product functionality and complexity.

Objective
Participants completing this course will be able to recognise and
describe the QSC/QSL Engine, its unique components, and have a
formal understanding of its operation and applications

Quality Policy
The Central Area Training Group are totally committed to the philosophy of
training, “customer ” , and actively pursues this policy via (Total Quality
QS) procedures.
Scale of European on-highway NOx & PM
emission reductions - Euro 0 to Euro 5
16
NOx PM
14 -86% -95%
* PM scale x10 *

12 18 years 13 years
10 -43%
-12%
g/kW.hr

8
-29%
6 -30%
-56% -43%
4 -33% -80%
2
Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5
0
98

00

04

08
92

06

10
90

94

96

02
19

20

20

20
19

20

20
19

19

19

20

Y e a r
 Product Evolution
4 Valve Head with Centered Injection
High-Pressure Common-Rail Fuel System
Advanced Combustion Technology
Charge Air Cooled Intake

4 Valve Head with Centered Injection

Full Authority Electronic Fuel System
Established Product Charge Air Cooled Intake
Over 3/4 Million put in Service Tier 2 Stage 2 Emissions
Durable Unit
Capable to Tier 2 Emissions

C Mechanical ISCe / ISL

ISL/QSL
Document Information
QSC8.3 / QSL9 with CM850 Engine Publications Bulletin QSOL Hard Copy

ISC, QSC8.3, ISL, QSL9 CM850 Base Engine 4021418 √ √

Troubleshooting and Repair Manual
ISC, QSC8.3, ISL, QSL9 CM850 Electronic Control System 4021416 √ 2Q05
Troubleshooting and Repair Manual
QSC8.3 and QSL9 4021518 √ √
Operation and Maintenance Manual
QSC8.3 and QSL9 4915536 √ √
Owner’s Manual
QSC8.3 and QSL9 with CM850 4021524 _ √
Wiring Diagram
QSC8.3 / QSL9 with CM850 Control Module 4056554 At launch 2Q05
Parts Catalog
QSC8.3 and QSL9 with CM850 Engine Introduction 05T0-24 √ May ‘05
Service Parts Topic
Service Special Tools
Insite versions 6.5.2 is the only versions of Insite to
date that will communicate with CM850 engines.

All mechanical service tools are common with QSC

and QSL with CM850 engines.

Inline 5 as from November 05

Installation Impact
Strengthened block and head
HPCR fuel system
Wastegate turbochargers
Air-to-air aftercooled
Adjustable intake connection
Engine Noise Reduction
100
34%

95

HPCR Fuel System 90

Strengthened block
85
Isolated Oil Sump Option
50%
In-cylinder solution
80

75

dBA @ Idle dBA @ Rated

EPA/ Euro 3 ISC/ISL Euro 4

Longer Maintenance Intervals
Scheduled Maintenance

ƒ 500 hours/6 months

for Lube and Fuel filters

ƒ Same schedule for overhead

check &
coolant changes

ƒ Dual-stage fuel filtration to

improve particle separation, filter
life and protect vital fuel system
components
Base Engine Changes
QSLe Cylinder Block & Cylinder Head
Changes
Cylinder Block

Block strengthened, not reverse-compatible with CM554

engines (Euro 3 engines).

Increased cylinder pressures

ƒ Design block to 2530 psi (174 bar)
ƒ Tested at 3800 psi (262 bar)

Deeper head bolt bosses for higher PCP

Directed piston cooling for longer piston life
Roller followers for durability
Increased lube flow for better lubrication & flow
Strengthened con rod for durability
Larger main bearing bolts for increased clamping
Different Types of Connecting rods are
used in C & L Engines Use (CPL)

ISC (8.3 litre) ISLe (8.9 litre)

Connecting Rod Bearings
The ISC has one connecting rod bearing for both the upper an lower
bearing shells.

The ISL engine uses two different materials for the upper and lower
bearing shells.

3950661 = ISC upper and lower. Similar construction to current product

bearings except narrower to accommodate crank fillet change.

3966244 = ISL upper. Looks similar to the above bearing. Marked "UPR"
on back. Stronger than ISC bearings and narrower to accommodate
crank fillet change.

3950661 = ISL lower. This bearing is just to hold the upper bearing in
place. It does not have the strength to live in upper position of the ISL
engine.
Connecting Rod Bearings

New Upper and Lower Bearing Shells

Connecting Rod Bearings

Bearing Identification
 Piston

The QSLe Engine uses an Articulated Piston assembly

Piston design optimized for new fuel system

Balance of performance, fuel consumption &
emission
Crankshaft
New Crank-Shaft QSL

(Longer stroke from QSC

engines)
 Crankshaft
Crankshaft Identification
QSLe 5 Crankshaft QSC 4 Capscrews
Cap screws (part no)

The QSL Crankshaft has a Longer stroke (Throw ) than the

QSC
 Crankshaft
Primary engine speed sensor has
been moved to the crankshaft.
Provides increased speed resolution
for the fuel system.
Increases reliability from current
product because the primary and
secondary speed sensors are
reading from two different targets. Crankshaft Speed Indicator Ring
Cylinder head
Cylinder Head
Valve Covers and Rocker Housing
All 2003 engines will require a rocker lever housing spacer to
accommodate the injector pass-through wiring.
This rocker lever housing is very similar to the current engine
brake spacer used on ISL Automotive engines.
Two valve covers will be used.
ƒ Short valve cover for all QSC’s, and QSL’s without
engine brakes.
ƒ Tall valve cover for QSL engine with engine brakes.
 Cylinder Head
Head Gasket
Designed for higher cylinder pressures
Utilized 6 Sigma tools to optimize & balance flow
ƒ CFD analysis on coolant transfer hole size
ƒ Used to equalize coolant flow to all 6 cylinders
Solid core graphite gasket with oil passage grommets
Improved reliability / durability
Cylinder Head
Cylinder head strengthened :
Stiffening ribs required in water jackets
Increased top deck thickness for higher cylinder pressures
Ribs were added below the air-box for rigidity
Added material around push tube holes & injector bore
Increased material to top deck for improved gasket sealing
Not interchangeable with previous CM554 engines.
The cylinder head used on QSC & QSL with CM850 engines above 300 hp
has rotators on the exhaust valves, currently.
Tier III QSC & QSL Tier II QSC & QSL
Cylinder Head

Valve Rotators are now Fitted (300 hp plus)

Cylinder Head

Inlet & Exhaust Valves

Exhaust Valves are

identified by the letter
‘0’ stamped in the
dimple.
Cylinder Head
Rocker Housing & Valves

Valves & valve seats upgraded for strength & higher temperatures
Valve train & overhead upgraded for high cylinder pressures
Not Backwards Compatible with Euro 3 engines.
Valve cover bolts moved to the perimeter, which improves
clamping & sealing
Cylinder Head
New Camshaft and Cam Gear
Cylinder Head
Roller Followers
New roller follower design more robust
1. Increased oil feed for
lubrication
2. Shortened trough for improved
debris filtration
3. Roller larger diameter (15%) &
wider (6%) for load & durability
Cylinder Head
Tappet Guide Pin
Improve robustness to design & serviceability
Not Backwards Compatible with Tier 2 engines.
Increased thread engagement
Using pre-applied thread locker/sealant
Material induction-hardened
Replacing pressed in dowel pins with screw-in guide pins
Increased
engagement
Cylinder Head
Tappet Guide pin location
Coolant Flow
Coolant flow

QSL CM850
Engine Flows
Coolant flow
 Coolant flow

Reduced Block Liner Temps

QSL Euro3 ISC & ISL

Lubrication system
Lubrication system
Lubricating Oil Filter Requirements
QSC and QSL CM 850 engines must use the LF9009 oil filter with an internal
venturi that provides filter bypass oil flow through a ‘stacked disk’ section of
the filter.
The current product oil filter head contained an internal drilling that allowed the
LF3000 (same media as LF9009) to function. This drilling has been removed
in the 2003 Q/ISC and Q/ISL oil filter head.
Premature engine wear will occur due to the lack of proper oil filtering if the
LF3000 is used on the QSC and QSL CM850.
Lubrication system
Lubrication system
Lube Flow - 2
Lubrication system

1. From lubricating oil cooler

7
2. Main lubricating oil rifle
3. To camshaft
4. To piston cooling nozzle
5. From main lubricating oil rifle
6. To connecting rod bearing
7. J-jet Piston Cooling Nozzle
 Lubrication system

Lube System Changes

ƒ Increased efficiency by over 30%
ƒ Same oil Sump temp despite higher top
tank temp

Higher oil pump capacity

Increased piston cooling flow

Oil rifle increased for improved flow

Excess oil flow increased to 4 GPM, (18 LPM) for

oil cooled accessories

Fleetguard LF9009 lube oil filter must be used.

 Lubrication system

Lube Cooler Oil Flow

Oil out of filter to oil rifle
Oil into oil cooler

Oil out of oil cooler

Oil dump to Sump if

regulator is open

Oil supply from oil pump

Lubrication system

Lube Cooler Oil Flow

Oil out of filter to oil rifle
Oil into filter
Oil cooler bypass valve
Oil out to oil cooler
Oil in from oil cooler

Oil pressure regulator

Oil dump to Sump if

regulator is open

Oil in from oil pump

Lubrication system
 Piston Cooling
Increased piston cooling for durability
Added QSL directed piston cooling to the QSC
Lowers piston & piston pin temperatures
New style connector for 25% increased flow

Tier III QSC & QSL Tier II QSL

Piston Cooling

New Style J – Jet With Cap screw

Combustion Air Flow
Combustion Air Flow
Combustion Air Flow
 Combustion Air Flow

Holset Turbochargers
Wastegate turbochargers used, as on Tier II
product
Added compressor inlet temp sensor
ƒ Improved turbo reliability
ƒ Minimize impact of altitude de-rate
Combustion Air Flow

1. Exhaust In
2. Sliding Nozzle Open
3. Exhaust Gas Low Velocity Flow
4. Sliding Nozzle Closed
5. Exhaust Gas High Velocity Flow
Combustion Air Flow
 Combustion Air Flow
Air Intake Connection
Design changed to horizontal inlet with 90° elbow
Two designs offered
Air flow not affected by elbow rotation for installation
ease
Houses the intake pressure sensor & grid heater, for
increased grid heater efficiency
New “Cobra Head” elbow for tighter installations, which
is inside envelope of Tier II QSC/QSL
 Combustion Air Flow

Air Intake Connection

New 3 piece air intake connection.
Grid heaters are now above the intake cover and are the like the ISB CM850.
Crankcase ventilation
 Crankcase ventilation
Crankcase Breather
Implement open valve cover mounted impacter breather

Carryover robustness improvement required

Passed all tests with no oil drips

ƒ Simulated blow-by
conditions

ƒ 45 degrees in all angles

No maintenance required

Adds 40 mm of engine height to

The QSL with CM850

 Crankcase ventilation
Valve Cover Breather
New valve cover mounted crankcase breather for QSC and QSL engines
designed to reduce oil carryover.
Breather has two tubes attached to it
ƒ Crankcase gas draft tube (larger tube)
ƒ Oil drain tube to the cylinder block (smaller tube)
No maintenance required on breather parts
Not backwards compatible to current product ISC and ISL

Draft Tube

Oil Drain Tube

 Crankcase ventilation

Draft Tube
Crankcase ventilation

Oil Drain Tube

Connection to Cylinder Block
QSC & QSL Fuel System
Fuel System
 Fuel System
Why a New Fuel System
Next generation Cummins Common Rail fuel system:
ƒ Allows multiple injection events per cylinder firing.
• Pilot
• Main
• Post
ƒ Capable of higher injection pressures than current CAPS
system.

ƒ Injection event is not coupled with a mechanical system such

as a fuel pump rotor or an injector cam.

ƒ Lower chance of a single failure causing a mission disabling

failure.

ƒ Repair cost is much less because there is not an expensive

fuel pump to change.

ƒ Can be used on multiple engine platforms (midrange, heavy

duty, and high horsepower).

ƒ New fuel system is a major component of the advanced

combustion technology being used to reduce emissions.
 Fuel System
New High Pressure Common Rail
True High Pressure Common Rail fuel system - Eliminated
distributor & injection control valve
High pressure fuel stored in rail mounted on cylinder head -
Pressure independent of engine speed 1800 Bar
Fuel delivered to injectors via short, simple tubes
Fueling events controlled by a Bosch electronic injector - Similar in
design to ISB with CM850 injector, except longer
Reduction in weight – offsets block & head changes
Improved fuel system transient performance
Enhanced reliability / durability
 Fuel System
HPCR vs CAPS Pump
 Fuel System
Fuel System Schematic - HPCR
Fuel System
 Fuel System

1. Fuel from supply tank 12. High-pressure fuel pump

2. Fuel filter and water separator 13. Fuel outlet from high-pressure pump
3. OEM fuel supply connection 14. High-pressure pump drain flow connection
4. Fuel supply to ECM mounted fuel lift pump 15. Fuel rail
5. ECM cooling plate 16. High-pressure injector supply lines
6. ECM mounted fuel lift pump 17. High-pressure fuel connector
7. Fuel outlet from ECM mounted fuel lift pump 18. Fuel injector
8. Fuel gear pump 19. Fuel pressure relief valve
9. Fuel from gear pump to fuel filter 20. Fuel injector drain flow line
10. Primary fuel filter 21. Fuel return to supply tanks
11. Fuel inlet to fuel pump actuator
 CYL Head
High Pressure Common Rail

QSC/L Engine Fuel Rail

Pressure Injectors
Regulator

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return Fuel
Return

Fuel
Fuel Manifold
Return
Priming Pump Fuel
Return
Fuel Out

L.P. Fuel
Gear ECM Cooling Primary
H.P. Fuel Pump
Pump Plate Filter Fuel Tank
 Fuel System

QSC and QSL Fuel System

Injectors

Rail Pressure
H.P. Fuel Sensor
Pump

Fuel
Rail

Electronic Fuel
Control
Actuator

L.P. Fuel
Gear
Pump ECM
 Fuel System
HPCR Fuel System
 Fuel System
Fuel Flow Paths
Fuel Drain Line
Outlet

Fuel Drain Manifold

Fuel Outlet
to
ECM/electri
c lift pump
Fuel Inlet
 Fuel System

Fuel Filters
Primary fuel filter
ƒ Installed by OEM off engine
ƒ Filtration to 10 microns
ƒ Filter large particles ahead of the lift pump
ƒ Incorporates water separator & Water In Fuel sensor
ƒ Fleetguard P/N FS1003
ƒ Changed with oil filter
Secondary fuel filter
ƒ Installed by Cummins on engine or remote by OEM
ƒ Filtration to 2 microns
ƒ Filter fine particles ahead of the high pressure pump
ƒ Fleetguard P/N FF5488
ƒ Changed at every other oil filter
 Fuel System

Dual Filter Option

Inlet
Connection

Test
Points

Return Connection
 Fuel System
High Pressure Relief Valve Front View
Fuel Pump Drain Line Drain Line

Injector Drain Line

Fuel Pump

ECM Cooling Plate ECM 2 micron Fuel Filter

Fuel System

Fuel Flow Paths

Fuel System

Fuel Line Securing Bracket

 Fuel System

Fuel System Layout (Back)

Fuel Drain
Connection

Electric Fuel Lift Pump

Fuel Supply
Connection

ECM Cooling Plate Check ECM Cooling Plate

Valve
 Fuel System
7 - Fuel Outlet
Fuel System Layout From Fuel Filter
6 - Fuel Inlet to
Fuel Filter
1 - Fuel Inlet
8 - Fuel Inlet to
High Pressure
Pump

4 - Fuel Inlet to Gear

Pump

5 - Fuel Outlet From

Gear Pump 3 - Fuel Outlet From ECM 2 - Fuel Inlet to ECM
Cooling Plate Cooling Plate
 Fuel System
Low Pressure Components:

1) OEM Block
Out (to ECM
Cooler In)
7)Mprop
In

6) Filter Out (to IMV)

3) LPP
In
5) Filter In (from LPP
4) LPP Out Out)

2) ECM Cooler out with internal

IMV- Inlet Metering Valve (M-prop/EFCA) check valve (to LPP in Out)
 Fuel System

The low pressure subsystem fuel flow is as follows:

1 - Fuel enters at the OEM Block and flows to the ECM Cooler inlet

2 - Fuel flows through the ECM Cooler to its outlet. The outlet of the ECM Cooler
includes an integral check valve so that when the lift pump is running fuel does
flow back out of the cooler.

3 - From the ECM Cooler outlet, fuel flows to the inlet of the Low Pressure Pump.

4 - Four points at the Low Pressure Pump Outlet.

5 - From there the fuel flows to the filter inlet.

6 - The Filter Output flows onto the IMV (Inlet Metering Valve).

7 - This points at the IMV inlet.

 Fuel System
Low Pressure Drain Fuel:
Pump Drain

Injector Drain and

Integral Check Valve

Return to Fuel
Manifold

Fuel Manifold

High pressure rail

relief Valve outlet
The high pressure pump and injector drain flows as well as the drain collector.
- The accumulator has a pressure dump valve which is also plumbed into the drain
collector.
- The Injector Drain connector includes a check valve which maintains the required
back pressure of 0.7 to 2.0 BAR to the injectors
 Fuel System

ECM Cooler & Lift Pump

QSL use an ECM cooler
Fuel flows through a plate behind ECM
Isolated for thermal & vibration loading
Incorporates electric lift pump for self priming - Must pre-fill remote fuel filter but not on-
engine filter
 Fuel System
ECM Cooling Plate Assembly
The primary purpose of the priming circuit is to provide pressure to the gear pump for
quick engine starts.
The fuel lift pump only runs for 30 seconds at key-on. It is only used for priming the fuel
system at start-up.
The priming pump will fill the pressure side filter when installed dry. 5 or 6 key cycles is
required to fill the pressure side filter.
The lift pump does not do a good job of priming a dry system. It is recommended that the
suction filter be pre-filled with clean fuel when replaced.
 Fuel System

ECM Cooling Plate Check Valve

The ECM cooling plate check valve prevents fuel from
flowing through the ECM cooling plate when the fuel lift
pump is in operation.

Check Valve
FUEL PUMP
 FUEL PUMP
Pump Assembly Details:
Pump Structured as Four Basic Sub-Assemblies
Cam Housing
Assembly

Fuel Adapter
Pump Head Assembly
Assembly

There are four sub assemblies in the pump:

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

Fuel Pump Actuator

High Pressure Outlet Gear Pump Inlet

Fitting

Cam Housing

Gear Pump Outlet

Fuel Gear Pump
Inlet Restriction Service Port
 FUEL PUMP

Fuel Pump Head Details

 FUEL PUMP
Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Return Spring

Pump cam

This slide shows a cross section of the pump.

At the low end of the pump cam lobe travel, the pump cam allows the tappet
assembly to be fully retracted thus the pumping plunger is free to move.
 FUEL PUMP

Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet Return Spring

with Roller

Pump cam

As the low pressure pump generates sufficient pressure and is metered to the input
of the inlet check valve, it opens and fuel enters the pumping chamber.

During this cycle the inlet check valve is open while the outlet check valve is closed.
 FUEL PUMP

Pump Operation:
Inlet Check Valve
Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet Return Spring

with Roller

Pump cam

As the pump cam lobe rises, the roller tappet makes contact with the pumping
plunger.
Fuel in the pumping chamber is pressurized and opens the outlet valve. The inlet
valve closes and fuel is pumped out of the high pressure pump head.
 FUEL PUMP

Pump head flow passages:

This slide shows the cavities within the high pressure head assembly.
Inlet Check Valves

Outlet Fitting

Outlet Check Valves

Barrels
Plungers
Fuel enters via the inlet porting and inlet check valves. It is pressurized by the action of the cam
and roller tappet assembly on the plungers and pumped out through the outlet check valves.
 FUEL PUMP
IMV Adapter:
C - Drain Port for
D - IMV Output side
Leakage and Trapped E - HPP Inlet Fuel
Air

B - Air Bleed & IMV &

high pressure head
A - Fuel Input
B&P leakage

The adapter block has three functions. It provides a mounting surface for the inlet metering valve,
it distributes fuel to the head, and it provides a vent for trapped air.
- Fuel enters the Adapter at point A.
- Point B is the IMV air bleed orifice as well as the pump leakage drain path. This is ported out at
- point C.
- The IMV output side, point D, is ported to the head and enters the head inlet check valve drilling
- at point E.
 FUEL PUMP

Inlet Metering Valve: (M-Prop/ EFCA)

Design Features
•Normally Open

The Inlet Metering Valve is used to meter fuel into the High Pressure Pump.
- It is a normally open slide sleeve proportional control valve.
- The valve is held open by a spring when there is no current flowing to the actuator.
When the current is turned on, a magnetic force generated in the actuator overcomes
the spring force and the valve closes, blocking flow into the high pressure pump.
 FUEL PUMP

Low Pressure Pump.

The low pressure pump delivers fuel from the fuel supply to the high pressure pump.
- It is coupled to the high pressure pump driveshaft. The low pressure pump driveshaft
therefore rotates at the same speed as the high pressure pump, which is one half of
engine speed.
 FUEL PUMP
Design Features:
Pressure side
13 bar Pressure Regulator

Suction side

Teflon Lip Seals

Carbon Graphite Bushings

The low pressure pump driveshaft is double sealed to keep the fuel in the low pressure pump
separate from the oil in the high pressure pump housing. A vent between the seals ensures that the
seals function properly.
- A pressure regulator built into the low pressure pump limits the pressure in the low pressure pump
during normal operation to about a maximum of 13 BAR or 189psi.
 FUEL PUMP
Fuel Adapter Assembly:

Install Air Bleed Fitting

Press Filter into fitting flush Install CompuCheck Fitting

with face. Install O-ring

Install IMV, Align bolt holes, Install,

and Torque Capscrews
 FUEL PUMP
Pump head Assembly:

Insert Seal into Fitting

Install & Torque Fitting & Seal

into Pump head

Install O-ring onto Plug

 FUEL PUMP

Fuel Pump Assembly

Align guide grooves to pins and

Install Tappets into Cam Housing
Assembly

Install O-rings, Pump Head Assembly, and Capscrews.

 FUEL PUMP

Fuel Pump Assembly:

Fuel Adapter and Gear Pump

Assemble Fuel Adapter, Gasket, and Capscrews

to Pump Head Install Cam Pin, Washer, and Nut.
Assemble Coupling, Gasket, Gear Pump, and Performance Test Pump
Capscrews to Cam Housing Apply Tag
 FUEL PUMP

CCR - Field Replaceable Components

• Fuel Pump Head Capscrews
• “Racetrack” o-ring
• Fuel Pump Head o-ring
• Fuel Pump Mounting Seal
• Oil supply o-ring (at gear housing)
• Fuel Pump Actuator Housing
• Fuel Pump Actuator Housing Capscrews
• Fuel Pump Actuator Housing Gasket
• Fuel Pump Actuator
• Fuel Pump Actuator Capscrews
• Fuel Pump Actuator o-rings
• Fuel Pump (Gear Pump)
• Gear Pump Gasket
• Gear Pump Capscrews
• Gear Pump Drive Coupling
• Outlet Fitting (Male Union)
• Outlet Fitting Seal Washer
• High Pressure Pump Tappet Assemblies
 FUEL PUMP

High Pressure Fuel Lines

Simplified design for reliability
Shorter length for reduced weight
Fuel line for cylinders 2-5 are the same part number
ƒ Common fuel lines used to reduce parts
proliferation
 Injectors

The fuel connectors provide a flow path through the cylinder head to each injector.
 Injectors
High Pressure Connector - HPC:
Edge Filter
The built in edge filter ensures
HPV Body
that particles larger than 80
microns can not enter the
injector.
Anti-rotation pin
The anti-rotation pin prevents
HPC rotation during installation.
The high pressure connector transfers
fuel from the fuel delivery line to the
injector.
 Injectors

The fuel connector contains an edge filter that breaks up small contaminants that
enter the fuel system. The edge filter uses the pulsating high pressure to break up
any particles so that they are small enough to pass through the injector.

The edge filters are not a substitute for cleaning and covering all fuel system
connections during repair and are not removable or replaceable.
 Injectors

High Pressure Relief Valve

High pressure relief valve acts like a ‘fuse’
in the fuel system.
If fuel pressure exceeds the relief valve
pop-off pressure, fuel rail pressure will be
regulated to 900 bar and the excess fuel
will be returned to drain.
If the high pressure relief valve opens,
fault code 449 will activate indicating
high fuel pressure.

High Pressure Relief Valve

 Injectors
CM850 Injector Circuits
 Injectors

HPCR Injector

The fuel injectors are wired in two banks.

Bank one contains injectors 1, 2, and 3.
Bank two contains injectors 4, 5, and 6.
The high side drivers are common to all three injectors in the bank.
The low side drivers are separate circuits to the ECM.
 Injectors

Electronic injector designed by Bosch

Essentially an off-the-shelf injector
Many common components with QSB with CM850
Leads to a reliable product
Advanced design allow for up to 4 injection events for
emissions control
ƒ Pilot injection, also for lower noise & improved cold
starting
ƒ Split main injection – into two events
ƒ Post injection for emissions control
 Injectors

Injector fill stage: There is Pressurized fuel in the Fuel Rail and
within the injector body, because the injector passages are open.
The control ball is on its seat preventing the needle from lifting.
 Injectors

Commencement of injection: Fuel pressure is increased to the

desired pressure in the fuel rail. The control ball is on its seat.
The pressure in the control chamber and under the needle are equal
Preventing injection the fuel in the injector provides hydraulic lock, A
state of equilibrium now exists.
 Injectors

Point of Injection: The ECM as energized the injector solenoid this lifts the
control ball off its seat allowing fuel to escape from the control chamber through the
discharge chamber and out the drain passage.
Because the drain pressure is larger then the fill passage, the discharge is at a
controlled rate and prevents pressure building in the control chamber.
This allows the fuel pressure at the needle to overcome the drain pressure allowing
the needle to lift of its seat commencing injection.
Injectors

End of Injection: The Solenoid as being de –energized by

the ECM, the control ball now seals the discharge chamber
preventing needle from lifting ending injection. The injector is
in equilibrium or hydraulic lock preventing fuel from entering
the cylinder.
 Fuel System
Troubleshooting
 Fuel system troubleshooting

The high side driver operates at 90 volts and a capacitor is used in the ECM to store
the voltage.
The electrical system is 12 volts or 24 Volts.
The ECM grounds the low side driver of the coil that was just fired for 160
milliseconds, which saturates the coil but does not inject fuel into the cylinder.
By cycling the coil in the injector, the ECM is able to boost the voltage to 90 volts.
The ECM grounds the low side driver to inject fuel into the cylinder.
 Fuel system troubleshooting

The firing order of the engine is 1-5-3-6-2-4.

When the #1 injector fires, it uses 90 volts to inject fuel into the cylinder.
Then, while the second injector bank is firing injector #5, the ECM is pulsing the
#1 injector bank for 160 milliseconds to recharge the first injector bank.
If an injector low side driver circuit fails, it will affect two cylinders because the
ECM will not be able to recharge to 90 volts for the next cylinder.
If an injector high side injector fails, it will affect all injectors on that bank.
 Bank 1,2,3
Bank 4,5,6
Bank 1,2,3
50 v
Boost
High Side Driver

ECM

Low Side
Driver

90 VDC

Cylinder 1 2 3 4 5 6
Energizing Period with 50 Volt Boost
 Bank 1,2,3

Firing Order
High Side Driver
1,5,3,6,2,4
ECM

Low Side
Driver

90 VDC

Cylinder 1 2 3 4 5 6
Injector Multiple Firing
 Bank 1,2,3

High Side Driver

ECM Bank 4,5,6

Low Side
Driver

90 VDC

Cylinder 1 2 3 4 5 6
 Bank 1,2,3

High Side Driver

ECM
If an injector low side driver Low Side
circuit fails, it will affect two Driver
cylinders because the ECM
will not be able to recharge
to 90 volts for the next
cylinder .

90 VDC

Cylinder 1 2 3 4 5 6
 Failed Driver
High Side Driver

ECM

Low Side
Firing Order Driver
1,5,3,6,2,4

If an injector
90 VDC
high side
injector fails,
it will affect
all injectors
on that bank.

Cylinder 1 2 3 4 5 6
 Fuel system troubleshooting
Stuck Open Injector
With a High Pressure Common Rail fuel system, stuck open injectors will cause
continuous injection in the cylinder with the stuck injector.
This is caused by debris in the fuel system being transferred to the injector.
The engine will smoke, knock loudly, and possible die if an injector sticks open.
Caused by debris in the injector holding the injector needle open.
Always check for progressive engine damage if an injector is found to be stuck
open.
ƒ Scuffed cylinder
ƒ Cracked or broken piston

Piston damage occurs in 3 seconds !

Fuel system troubleshooting

1.5 Ω

Check for continuity:

Measure the resistance between the cylinder #1 Driver Pin
and the Cylinder #1 Return Pin on the injector solenoid.
Less than 2 Ohms? OK
More than 2 Ohms? Replace the injector
 Fuel system troubleshooting

HPCR QSC/L Fuel System Test

Specifications
Maximum Inlet Restriction at OEM Connection Point
ƒ 4inHg (clean suction filter)
ƒ 8inHg (dirty suction filter)
Maximum Restriction at Gear Pump Inlet Point
ƒ 10 inHg (dirty suction filter)
Minimum lift pump pressure while cranking (for starting)
ƒ 5 PSI (at cranking)
Maximum Pressure Filter Pressure Drop
ƒ 20 PSI
Minimum gear pump pressure while cranking (for starting)
ƒ 7 PSI
 Fuel system troubleshooting
Fault Code 2215 Diagnostics
Fault code 2215 indicates that measured fuel pressure in the fuel rail
cannot meet commanded fuel pressure from the ECM.
Several different failure modes can cause this fault code.
ƒ Loose or damage HPC connectors
ƒ High fuel inlet restriction
• Plugged suction fuel filter
• ECM cooling plate check valve broken or plugged
• OEM fuel supply lines collapsed or damaged
ƒ Failed fuel pump actuator causing the high pressure relief valve to
open
ƒ Failed gear pump
ƒ Stuck open fuel injector
Replacing a failed component, the engine must run to clear the fault
and the ECM must have a successful power-down cycle.
ƒ A successful power-down cycle consists of turning the keyswitch
power off and waiting 30 seconds before removing the main ECM
power.
 Fuel system troubleshooting
Inlet Restriction
Procedure
ƒ Install a Compuchek fitting and the
0.043” orificed diagnostic fuel line at
the pressure filter.
ƒ Install a compute fitting and the 0-30
inHg vacuum gauge at the point
where restriction is to be measured.
ƒ Operate the engine at idle and
measure vacuum.
When to Perform Test
ƒ FC2215 or FC2292
ƒ Low power complaints

Fuel Inlet Restriction

Measurement Port
 Fuel system troubleshooting
Electronic Fuel Control Actuator - Test
Inlet Metering Valve Testing

1.5Ω
.002Ω
OK

The maximum resistance is 5 ohms.

For further details on testing and replacement of the IMV refer to the QSC/L
T&R Manual section 5 procedure “005-007 EFC Actuator Valve”.
Fuel system troubleshooting

Tools necessary to troubleshoot the CCR fuel

system include:
ƒ M10 Compuchek Fittings
ƒ 0.043” Orificed Diagnostic Fuel Line
ƒ 0-30 inHg Vacuum Gauge M10 CUC fitting
ƒ Diagnostic T-Adapter
ƒ 0-300 PSI pressure gauge
ƒ M12 Drain Flow Adapter (Pegasus)
ƒ Fuel Rail “Blocker” (for injector isolation)
ƒ INSITE 6.4FP2
 Fuel system troubleshooting
Gear Pump Pressure
Procedure
ƒ Install CUC fitting and diagnostic T-Adapter at the pressure filter outlet
ƒ Install the pressure gauge and the 0.043” orificed diagnostic fuel line at
the T-Adapter
Fuel Filter Inlet Fuel Filter Outlet
ƒ Operate the engine at idle
When to Perform Test
ƒ FC2215 or FC2292
ƒ Low power complaints
ƒ Engine will not start
Fuel system troubleshooting
Air-in-Fuel
Procedure
ƒ Install Compuchek fitting and the
0.043” orificed diagnostic fuel line at
pressure filter outlet
ƒ Route the output of the 0.043” orificed
diagnostic fuel line into a bucket
ƒ Operate the engine at idle
ƒ Allow fuel to fill the collection bucket
until the outlet of the fuel line is
submerged
ƒ Check for excessive amounts of air
bubbles exiting the fuel line
When to Perform Test
ƒ Engine runs rough or excessive
smoke
ƒ Surge (continuous surging)
ƒ Engine difficult to start / loss of prime
 Fuel system troubleshooting
! WARNING
Fuel may be returned at highly elevated temperatures. Wear safety glasses
and protective gloves and clothing when performing this test. Avoid any
contact with returned fuel.

! WARNING
The pressure within the fuel rail is extremely high. A high-pressure leak
can penetrate the skin. Stand clear of the engine while it is running.
 Fuel system troubleshooting
Leaking Fuel Injector Detection
 Fuel system troubleshooting

Leakage Test
When to perform test
ƒ FC2215 or FC2292
ƒ No start and can not build rail pressure (perform test
while cranking)
HPP Failures:
ƒ HP Seal Leaks to Drain, Pump Head Cracks, Severe
B/P Leakage
Injector Failures:
ƒ Injector body cracked
ƒ P.V. severe erosion
HPC Failures:
ƒ Poor seal with injector
High Pressure Relief Valve Failures:
ƒ Valve seat leaks
ƒ Broken Spring
High Pressure Lines: Sensor fault codes:
ƒ Troubleshoot the same way as you do today.
ƒ Most sensor are similar to the current ISC and ISL

ƒ Observe fuel seepage at high pressure

 Fuel system troubleshooting
Leakage Test
Procedure
ƒ Install drain flow adapters for the high pressure relief valve, high
pressure pump, and injectors.
ƒ Route fuel lines from the flow adapter to a bucket
ƒ Operate the engine at idle and begin the INSITE test
ƒ Measure the drain flow from each device into a graduated
cylinder
ƒ Use “blocker” tool to isolate injector/HPC leakage if necessary
 Fuel system troubleshooting

Check for excessive flow in the injector return circuit due to

leakage.
 Fuel system troubleshooting
Test to determine location of fuel leak on the engine.
 Fuel system troubleshooting

The table represents the results from a leakage test with a leak present in cylinder
number 5 in milli litres.

The high-pressure connector and/or the injector can be the source of the leak.

Leak Test Results

Cylinder blocked 1 2 3 4 (5) (6)

Seconds to fill container 35 36 35 37 180 38

Fuel system troubleshooting

HPCR Fuel System Specifications

Maximum Inlet Restriction at OEM Connection Point

4inHg (clean suction filter) 10cmHg

8inHg (dirty suction filter) 20cmHg

Maximum Restriction at Gear Pump Inlet Point

10 in Hg (dirty suction filter) 250 mmHg

Minimum lift pump pressure while cranking (for starting)

5 PSI (at cranking) 0.3 bar

Fuel system troubleshooting

HPCR Fuel System Specifications

Maximum Pressure Filter Pressure Drop

20 PSI (1.37 bar)

Minimum gear pump pressure while cranking (for starting)

7 PSI ( 0.48 bar)

 Fuel system troubleshooting

System Hydraulic Specifications

Normal Operating Pressure in Accumulator
300 - 1800 bar (4,350 – 26106 psi)

Maximum MDV( Mechanical Drain Valve ) Leakage

(performance troubleshooting)
100cc in MORE than 1 minute at 1500 bar idle (100ml)
300cc in MORE than 1 minute at cranking (300ml)
 Fuel system troubleshooting

System Hydraulic Specifications

Maximum Injector Leakage (performance troubleshooting)
300cc in MORE than 60sec at 1500 bar idle
300cc in MORE than 60sec at cranking

Maximum HPP Leakage (performance troubleshooting)

300cc in MORE than 30sec at 1500 bar idle
300cc in MORE than 30sec at cranking
 Fuel system troubleshooting

Fault Code 2215 Diagnostics

Fault code 2215 indicates that measured fuel pressure in the fuel
rail cannot meet commanded fuel pressure from the ECM.
 Fuel system troubleshooting

Fault Code 2215 Diagnostics

Replacing a failed component, the engine must run to clear the
fault and the ECM must have a successful power-down cycle

A successful power-down cycle consists of turning the

keyswitch power off and waiting 10 seconds before
removing the main ECM power
 Fuel system troubleshooting

Fault Code 2215 Diagnostics

Several different failure modes can cause this
fault code:
Loose or damage HPC connectors OEM fuel supply lines
collapsed or damaged
High fuel inlet restriction
Failed fuel pump actuator causing
Plugged suction fuel filter the high pressure relief valve to
open
ECM cooling plate check valve
broken or plugged Failed gear pump

Stuck open fuel injector

 Fuel system troubleshooting

Fuel inlet restriction location change:

Until further notice, fuel inlet restriction during must be made at the customer
connection and NOT at the gear pump service port.
Max inlet restriction (new filter): 2.5 inHg
Max inlet restriction (dirty filter): 4.0 inHg
 Fuel system troubleshooting

Fuel System Diagnostics

Tools necessary to troubleshoot the CCR fuel system include:

M10 Compuchek Fittings 0-300 PSI pressure gauge

0.043” Orificed Diagnostic Fuel M12 Drain Flow Adapter

Line (Pegasus)

0-30 in Hg Vacuum Gauge Fuel Rail “Blocker” (for injector

isolation)
M10 CUC fitting
INSITE
Diagnostic T-Adapter
 Fuel system troubleshooting

Gear Pump Pressure

Fuel Filter Inlet Fuel Filter Outlet
 Fuel system troubleshooting

Air-in-Fuel
Procedure
Install Compuchek fitting and the 0.043” orificed diagnostic fuel line
at pressure filter outlet

Route the output of the 0.043” orificed diagnostic fuel line into a
bucket

Operate the engine at idle

Allow fuel to fill the collection bucket until the outlet of the fuel line
is submerged

Check for excessive amounts of air bubbles exiting the fuel line
Engine Harness

Object of the engine harness is to provide a link from the

engine electronics back to the Electronic Control Module.
To protect against incorrect installation adjacent sensors
could be keyed differently.
Where possible O.E.M. connections to the E.C.M. will pass
through the 50 pin connector.
The 4 cylinder and 6 cylinder engine harnesses are identical
except for the the Injector wiring.
Data link connections to either the J1939 or J1708 interfaces
are made via the 50 pin O.E.M. connector on the E.C.M. A
Data Link is a requirement based on SAE J1939 Standard
document.
A 9 pin deutsch connector may be fitted in cab for data link
connection to the E.C.M
Core Software Features
Low Speed Governor. ( L.S.G.)
Permits engine to run during 0% throttle.
Idle Speed adjust with save option.
Cold Engine Idle with override option.
All Speed Governor. (A.S.G.)
Permits a throttle based speed control.
Allows droop control.
High Speed Governor. ( H.S.G.)
Prevents engine overspeed.
Allows droop control.
Intermediate Speed Control (I.S.C.\ P.T.O.)
Allows intermediate speed control without the use of
the throttle.
Gives multiple intermediate engine speeds controlled
by switches.
Allows droop control.
Core Software Features

Road Speed Governor (R.S.G.)

Prevents excessive vehicle speeds.
Allows droop control.

Cruise control (C.C.)

Maintains a constant speed without the need for throttle control.
Adjustable parameters
Allows droop control.

Air Fuel Control ( A.F.C.)

Altitude Derate
Engine Protection
Cranking Sequence.
Service Tool and diagnostics

Incal
Allows downloading of Calibration to E.C.M.

INSITE. 6.5.2 November 06

Monitor and Data logging facility.
Fault information system.
Allow adjustment of certain parameters within the E.C.M.

INLINE 5 November 05
 Literature

Service Manual

Combined content from T&R Manual and Shop Manual

Has been revised to include all C series common rail fuel systems

Controls Troubleshooting & Repair Manual

Revised to include all mid-range product using the CM850 ECM

Operations and Maintenance Manual

New for the QSC and ISC/Le

Thank You & Any Questions?