Application

Engineering
Bulletin

Subject: Body Builders Guide This AEB is for the following applications:
For 2002/2003 Engine X Automotive Industrial Power Generation

Data: August 2003 Page 1 AEB Number 15.56

Engine Models included: ISB02, ISM02, ISX02, ISC03, ISL03

Fuel Systems included: HPCR, HPITP, Celect

This AEB is the Body Builders Guide for Cummins diesel engines developed in
2002/2003. Cummins 2002/2003 engines including ISB02, ISM02, ISX02, ISC03, and
ISL03, equipped with CM850/CM870/CM875 electronic control module, provide many
features that can be used to accurately control engine speed for a variety PTO or high idle
applications. This manual describes the functionality of these features, and contains some
guidelines on proper implementation of the Cummins engine for a variety of application
requirements. It also contains a document list that needs to be referenced in conjunction
with this manual for proper installation practice on the Cummins engines.

Note: The ISM02 engines switch from a 2-ECM configuration with the CM870/570 to a
1-ECM configuration with the CM875 on January 2, 2004.

Note: Any Body Builder may request access to the Cummins Secured Website by
contacting your Cummins Support Contact and submitting a security agreement. If you
can not find a Cummins Support Contact, go to http://www.gce.cummins.com/ and email
your needs with details to Web Support.

AUTHOR: Yiping Zhuang

 Body Builders Guide for 02/03 Engines

Disclaimer
Installation Requirements
In order for the Cummins CM850/CM870/CM875 electronic control subsystem to
function properly and to provide acceptable product reliability and durability, the
following requirements must be followed to obtain Cummins’ concurrence to the
installation.

Summary of Installation Requirements for Cummins 2002/2003 Automotive Engines

1 ECM Positive Power Supply must be connected 12 Datalink, VSS and APS wiring must be twisted pairs/trip-
directly to the vehicle battery or a low impedance lets.
battery bus system.
2 ECM Negative Power Return (Ground) must be 13 All switches and sensor wired directly to the ECM must be
connected to the engine block and from the engine wired to an ECM Return and must not return through
block back to the battery by a low impedance return chassis or engine block grounds.
circuit of .020 Ohms or less.
3 ECM positive power wiring must be 12 AWG if 150 14 The vehicle ignition keyswitch must be directly connected
inches or less. If longer than 150 inches, it must have a to the ECM with no other switches or relay contacts
resistance of .02 Ohms or less. between the keyswitch and the ECM unless reviewed and
approved by Cummins.
4 ECM Power circuit must provide sufficient battery 15 An ECM Return must not exceed 3 Amps.
power over the operating conditions of the vehicle and
for degradation due to typical "in-service" use.
5 ECM Power Circuit protection must be provided in the 16 Single-ended (digital) signals must be grounded to the
positive supply harness in the form of an ATO type same reference as the ECM.
fuse or similarly fast acting circuit breaker at a rating of
30 Amps.
6 Vehicle chassis must be connected to battery ground in 17 OEM 50-Pin connector, J1939 connectors and J1708 con-
only one location, either at the battery or at the engine nector terminals must all have gold-plated contacts.
block ground stud.
7 Alternator must be grounded to the battery or starter 18 Vehicle Speed sensor must meet the interface
return circuit. requirements of AEB 119.01.
8 ECM I/O wiring must provide adequate vibration and 19 The Accelerator Position Sensor and Idle Validation
moisture intrusion protection and provide a low Switches must meet the interface requirements of Cum-
impedance circuit to the ECM. mins Engineering Standard 14118.
9 Quick battery disconnects must disconnect the positive 20 Wiring gauges - 18 AWG for harness, 12 AWG minimum
side. for ECM power/ground, 2 AWG or 6 AWG for Intake Air
Heaters (depending on system voltage), 16 AWG for
ISX02 priming pump.
10 Intake air heaters and wiring must meet specifications, 21 Multiplexed systems must meet the standards in OEM
and be wired as shown in Detail ’C’. Serial Communications.
11 All ECM connections must be disconnected from the 22 All platforms require at least two lamps: STOP and
ECM prior to any vehicle welding using the proper WARNING. Additionally, ISB02 requires a Wait-To-Start
power disconnection procedures. lamp. All lamps must be wired through the accessory posi-
tion on the keyswitch.
Note: Please refer to AEB 15.39, CM850/CM870/CM875 OEM Interfaces, for the detailed installation specifications.

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Wiring Specifications
Cummins does not take any responsibility for customer or body builder wiring.
Aftermarket installed wiring for engine speed control must comply with Cummins
installation requirements as mentioned above. The following wiring specifications shall
be served as additional guidelines in installing the total vehicle system.

ECM to Vehicle Connection Procedure

The following elements are requirements for connecting ECM power to vehicle power:

1. All ECM power and I/O connections must be made prior to connecting the vehicle
batteries (Must Not Hot Plug the ECM).

2. The Battery (-) connection must be made prior to the Battery (+) connection

3. Key switch must not be turned ON prior to connecting and energizing the ECM with
the batteries.

4. The ECM should not be powered from a source outside of the vehicle chassis, unless
using a device specifically approved by Cummins.

Data Link Device Power Connections:

All datalink devices and adapters must share a common ground to the vehicle battery
system. Where devices or adapters have separate power sources the grounds must be
connected such that the ECM and the devices/adapters are at the same ground potential.

VEPS Connections

OEM programming of a Cummins engine over J1587 or J1939 datalink can be

accomplished either prior to or after the engine is installed the vehicle chassis.
Programming the engine after it is installed in the chassis is recommended; however, if
this is not possible and the engine must be programmed prior to installation in the chassis,
additional precautions need to be taken to limit the potential damage to the Engine
Control Module (ECM).

• When connecting VEPS to the vehicle or ECM datalink, the datalink adapter power
supply must have a common ground connection with the Battery (-) connection of the
ECM and to the engine block.

• The datalink adapter should be powered from the same power supply as the ECM. If
this is not possible the datalink adapter power supply must have a common ground
connection with the Battery (-) connection of the ECM.

• The ECM power connection (Battery + and -) must be made prior to energizing the
ECM (Do not "Hot Plug" the ECM).

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• The ECM Battery (-) must also be connected to the engine block prior to energizing
the ECM.

• The ECM must be connected as detailed above and energized at the intended system
voltage prior to turning ON the Keyswitch.

• When disconnecting VEPS the keyswitch line must be turned OFF prior to de-
energizing the ECM.

• The ECM must be de-energized prior to removing the ECM Battery + and -
connections including the engine block ground connection.

Electronic Transmission Controller Interface Wiring

All Eaton and Meritor electronically controlled transmissions require J1939

communications with the engine control module.
For automatic transmissions refer to the transmission manufacturer's installation
requirements. Cummins recommends the use of J1939 for all new automatic
transmission installations when available. The use of the J1939 datalink will eliminate
the need for additional control circuit wiring and relays for engine/exhaust brake control
and wiring for tail shaft speed signals from the transmission to the engine.

Application Notes:

1. For automatic transmission applications requiring a discrete signal to disengage

an exhaust or compression brake, one of the following should be used: The exhaust brake
can be disengaged by switching the Exhaust Brake ON/OFF switch input (pin #18) or the
clutch switch input (pin #15) to an open circuit condition. The compression brakes can be
disengaged by switching the Compression Brake Level Selection switch inputs (pin #18
for ISL03, all of pins #8 & 18 for ISM02, or all of pins #7, 8 & 18 for ISX02) or the
clutch switch input (pin #15) to an open circuit condition.

2. When using the clutch switch input the Engine Protection Shutdown Override
function will not be available as these input functions are mutually exclusive. If the
Engine Protection Shutdown Override function is desired, the brake selection input
should be used by the automatic transmission to disengage the brakes.

3. Vehicle tail shaft speed can be provided to the engine via J1939 datalink or
hardwired as depicted in the OEM 50-Pin wiring diagram.

4. Accelerator position can be provided from the engine control module to the
transmission via J1587 or J1939 datalinks for all applications. For ISB02/ISC03/ISL03
the Transmission PWM output from the ECM can also be used to provide accelerator
position data to the transmission. The Transmission PWM Output type must be
programmed for this function to work properly. Follow the transmission manufacturer's
application requirements to determine the proper output signal type.

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Miscellaneous

1. Sealed switches and connectors must be used for switches and connections that are
exposed to the weather or to salt spray emanating from the vehicle’s tires.

2. Cummins recommends that all switch contacts (exercised surfaces) be gold flashed to
ensure reliable switching at low voltages and currents. If slip rings are required in an
application, they should also be gold flashed. Ring terminals may be either solder
dipped or tin plated.

3. Route and clip wiring to minimum chafing and exposure to weather. Use conduit,
loom, and/or p-clips to achieve this.

4. All power leads should be properly protected by fuses or by similarly fast acting
circuit breakers. Remember fuses protect the wiring – size & place fuses accordingly.

5. Cummins strongly discourages frame grounding as the frame ground systems have
been proved to be the source of multiple problems. The more reliable ground cable
should be used in the vehicle starting and electrical systems design.

6. Do not splice into wire harnesses without prior approval from Cummins or the
vehicle manufacture. Spliced wires should be twisted together and soldered. Use a
heat shrink tube with a meltable inner wall to seal the connection. Do not expose
splices to the weather.

7. Cummins recommends twisting all PWM and Relay outputs. Twisting should be one
twist per inch.

8. All components whose signals initiate in the ECM should return to one of the ECM
Return pins. All returns to the ECM should be isolated from chassis and engine block
grounds to prevent voltage offsets and ground loops which may damage the ECM.

Welding on a Vehicle with an Electronically Controlled Engine

To protect the ECM circuits, disconnect both the positive (+) and negative (-) battery
cables from the battery before welding on the vehicle. Additionally, it is also required
that all connections should be disconnected from the ECM. No welding connections on
the ECM and/or associated cooler/bracket are allowed. Attach the welder ground cables
as closely as possible to the part being welded (< 0.61 meters or 2 feet). 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
components must not be attempted.

The engine electronics can not be exposed to temperatures greater than 125 degree C in
non-operating conditions or greater than 105 degree C in operating conditions. Sensors,
wiring harness, and ECM should be removed if nearby welding will create high
temperature exposure to these components.

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Warning
To avoid sudden, unexpected vehicle movement and possible personal injury, always do
the following:

• Fully set the parking brake. Do not use the gearshift lever instead of the parking
brake.

• Turn off the engine when you leave the vehicle. Never leave the vehicle unattended
with the engine running.

Vehicle Speed and Total Distance Broadcasting

The vehicle speed information and the total vehicle distance provided by the
CM850/CM870/CM875 is not designed for calculating and tracking the total vehicle
mileage during the entire life of the vehicle. Cummins expressly forbids the use of its
ECM and ECM broadcasted data for purpose of setting the Cumulative Odometer Value.
Please refer to Appendix I attached in this manual for the detailed explanation.

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Table of Contents
Disclaimer .......................................................................................................................... 2
Installation Requirements ................................................................................................ 2
Wiring Specifications ...................................................................................................... 3
Welding on a Vehicle with an Electronically Controlled Engine ................................... 5
Warning ........................................................................................................................... 6
Vehicle Speed and Total Distance Broadcasting............................................................. 6
Table of Contents .............................................................................................................. 7
Introduction..................................................................................................................... 11
The Purpose of This Manual ......................................................................................... 11
Conventions Used in This Manual ................................................................................ 15
Accelerator Interlock...................................................................................................... 16
Description .................................................................................................................... 16
Implementation.............................................................................................................. 16
Adaptive Cruise Control (ISM02, ISX02) .................................................................... 19
Description .................................................................................................................... 19
Implementation.............................................................................................................. 19
Centinel System (ISM02, ISX02) ................................................................................... 21
Description .................................................................................................................... 21
Implementation.............................................................................................................. 21
Clutch Switch .................................................................................................................. 23
Description .................................................................................................................... 23
Implementation.............................................................................................................. 23
Deicer (ISB02, ISC03, ISL03) ........................................................................................ 25
Description .................................................................................................................... 25
Implementation.............................................................................................................. 25
Driver Reward (ISM02, ISX02)..................................................................................... 26
Description .................................................................................................................... 26
Implementation.............................................................................................................. 26
Engine Protection............................................................................................................ 29
Description .................................................................................................................... 29
Implementation.............................................................................................................. 29

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Ether Injection (ISM02, ISX02)..................................................................................... 33

Description .................................................................................................................... 33
Operation ....................................................................................................................... 33
Implementation.............................................................................................................. 33
Fan Control...................................................................................................................... 34
Overview ....................................................................................................................... 34
Fan Clutch Control ........................................................................................................ 34
Fan Control Type, Logic, and PWM Period.................................................................. 35
Fan On With Engine Braking ........................................................................................ 35
Air Conditioner Pressure Switch ................................................................................... 36
Fan Control Accessory Switch ...................................................................................... 37
Vehicle Speed Interaction.............................................................................................. 38
OEM Temperature & OEM Pressure Input................................................................... 38
Programming on Fan Control ........................................................................................ 38
Fast Idle Warm-up (ISB02, ISC03, ISL03) .................................................................. 40
Description .................................................................................................................... 40
Implementation.............................................................................................................. 40
Generic Tool Permissions............................................................................................... 42
Description .................................................................................................................... 42
Implementation.............................................................................................................. 42
Idle Shutdown ................................................................................................................. 44
Description .................................................................................................................... 44
Implementation.............................................................................................................. 44
OEM Switched Engine Protection (ISB02, ISC03, ISL03) ......................................... 49
Description .................................................................................................................... 49
Implementation.............................................................................................................. 49
Powertrain Protection .................................................................................................... 50
Description .................................................................................................................... 50
Implementation.............................................................................................................. 50
Programming on PTP .................................................................................................... 53
Insite Naming Convention............................................................................................. 54
PTO/Remote PTO Control............................................................................................. 55
Overview ....................................................................................................................... 55

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Standard PTO ................................................................................................................ 55

Remote PTO .................................................................................................................. 59
Alternate PTO................................................................................................................ 63
Programming on PTO/Remote PTO Control ................................................................ 63
Special Considerations for Rear Mounted Auxiliary Components ............................... 65
Rear Axle Ratio Switch (ISB02, ISC03, ISL03) ........................................................... 66
Description .................................................................................................................... 66
Implementation.............................................................................................................. 66
Remote Accelerator ........................................................................................................ 68
Description .................................................................................................................... 68
Implementation.............................................................................................................. 68
Operation ....................................................................................................................... 69
Set/Resume Switch .......................................................................................................... 71
Description .................................................................................................................... 71
Implementation.............................................................................................................. 72
Starter Lockout ............................................................................................................... 74
Description .................................................................................................................... 74
Implementation.............................................................................................................. 74
Switchable Governor ...................................................................................................... 76
Description .................................................................................................................... 76
Implementation.............................................................................................................. 76
Switched Maximum Engine Operating Speed ............................................................. 78
Description .................................................................................................................... 78
Implementation.............................................................................................................. 78
Transmission PWM Output (ISB02, ISC03, ISL03) ................................................... 81
Description .................................................................................................................... 81
Implementation.............................................................................................................. 81
Vehicle Speed Input ........................................................................................................ 64
Description .................................................................................................................... 64
Implementation.............................................................................................................. 65
Programming on VSS Type........................................................................................... 68
Reference Documentation .............................................................................................. 89
OEM Parts List and Components Specification ............................................................ 89

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Pin Assignments for OEM Connector ........................................................................... 89

OEM Wiring Diagram ................................................................................................... 89
OEM Features and Programming .................................................................................. 89
Cummins Defaults of OEM Programmable Parameters................................................ 89
J1939 and J1587 Datalink Connection .......................................................................... 90
Highlighted Improvements on 02/03 Engines ............................................................... 90
Other Readings .............................................................................................................. 90
Appendix I: Total Vehicle Distance............................................................................... 93
Appendix II: Drive Belt Tension ................................................................................... 94
Appendix III: Pre-Delivery Checklist ........................................................................... 95
Appendix IV: Fraction Conversions (inch & mm) ...................................................... 96
Appendix V: Newton-Meter to Foot-Pound Conversions ........................................... 97
Appendix VI: Weight and Measures Conversions....................................................... 98
Appendix VII: Capscrew Markings and Torque Values ............................................ 99
Appendix VIII: Pipe Plug Torque Values .................................................................. 102
Revision History ............................................................................................................ 103

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Introduction
The Purpose of This Manual
In vocational applications such as refuse trucks, fire trucks, concrete mixers, and many
other vehicles, power from the engine is used not only to propel the vehicle, but also to
drive auxiliary equipment at zero or low vehicle speed. In other vehicles, such as buses
and RV’s, the engine must idle at high RPM in order to power an alternator or air
conditioning unit. In such applications, precise control of engine speed is required to
obtain the desired performance and to avoid damaging driven equipment. Cummins 02/03
engines (ISB02, ISM02, ISX02, ISC03, and ISL03) provide several features that can be
used to accurately control engine speed for a variety Power Take-Off (PTO) or high idle
applications. The purpose of this manual is to describe the functionality and
implementation of these features.

Features included in this manual:

Accelerator Interlock

In some applications, the low idle speed must be maintained for certain operations,
making any input from the accelerator (throttle) undesirable. This section describes the
Accelerator Interlock feature and its implementation.

Adaptive Cruise Control (ISM02, ISX02 only)

The Adaptive Cruise Control feature (also called Smart Cruise Control) allows a
SmartCruise control system to override the normal vehicle cruise control set speed when
the following distance behind another vehicle is too close.

Centinel System (ISM02, ISX02 only)

The Centinel System feature is able to extend the engine oil change intervals greatly. The
system will inject used engine oil into the fuel return line when measuring accumulated
fuel usage, At the same time, the system will also inject a similar amount of fresh oil into
the engine oil pan if the makeup tank is installed. The implementation details will be
discussed in this section.

Clutch Switch

The Clutch Switch feature tells the ECM if a hard-wired clutch switch is installed and
detects the position of the clutch pedal. Many automotive features, such as Engine
Brakes, Cruise Control and PTO, etc., use this information to help determine the state
transition.

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Deicer (ISB02, ISC03, ISL03 only)

The Deicer feature is available on Cummins ISB02, ISC03, and ISL03 engines upon
request. The feature will allow a vehicle to have two discrete maximum vehicle speed
limits at a very low speed level. This section will describe its implementation and
necessary interface requirements.

Driver Reward (ISM02, ISX02 only)

The Driver Reward feature is designed to encourage efficient driving by adjusting the
maximum vehicle speed. The efficient driving is measured by the fuel economy (mpg)
and the percentage of idle time. For a good driver, the maximum vehicle speed may be
increased as a reward. On the other hand, the maximum vehicle speed may be decreased
as a penalty to a inefficient driver. The details will be discussed in this section.

Engine Protection

Cummins Engine Protection monitors critical system temperatures, pressures and fluid
levels. A value outside of the calibrated limits results in a derate of the engine. The
critical elements monitored include coolant temperature, coolant level, oil pressure,
intake manifold temperature, engine overspeed, etc. The Engine Protection Shutdown
feature can be programmed to either derate or to shut the engine down when specific
critical operating criteria are exceeded.

Ether Injection (ISM02, ISX02 only)

The Ether Injection control feature is used to control an ether injection device
automatically. The ether injection system is useful to aid engine starting in cold weather.

Fan Control

The Fan Control feature determines fan operation logic with respect to: air conditioner
pressure, manual fan switch input, engine braking, and output signals to the fan clutch.
There are several hardware configurations and programmable options involved in this
feature.

Fast Idle Warm-up (ISB02, ISC03, ISL03 only)

The Fast Idle Warm-up feature is intended to reduce potential engine damage during
prolonged idle periods at low engine/ambient temperatures. The feature will increase and
maintain the increased idle speed with increased fueling to three active cylinders when
the very low engine/ambient temperature is detected. The idle speed will return to the
normal idle setting and all cylinders will be fired upon the completion of the fast idle
warm-up cycle (the engine is warmed up).

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Generic Tool Permissions

The Generic Tool Permissions feature allows generic (Non-Cummins) service tools to
reset the maintenance, tire wear and trip information recorded on the engine, or stop the
J1939 broadcast over the public J1939 datalink. When this feature is disabled, non-
Cummins service tools can’t reset the applicable features. Cummins Insite tool can reset
the maintenance, tire wear and trip information regardless of the settings of this feature.

Idle Shutdown

The Idle Shutdown feature is designed for automatically shutting down the engine after it
has been idling unattended for a period of time defined by a preset timer. The feature may
also be used during PTO operation if a load parameter is set, which allows the ECM to
distinguish legitimate PTO operation from PTO operation that may be unintentional or
intended to bypass the Idle Shutdown feature

OEM Switched Engine Protection (ISB02, ISC03, ISL03 only)

Cummins ISB02, ISC03, and ISL03 engines are equipped with the OEM Switched
Engine Protection feature. This feature is set up as an additional switched input to the
regular Engine Protection feature.

Powertrain Protection

Powertrain Protection (PTP) limits engine output torque depending on a variety of

vehicle, drivetrain, or driven equipment requirements. This helps protect the drive train
and driven equipment whenever the need arises. This section describes specific PTP
features.

PTO/Remote PTO Control

PTO/Remote PTO Control is designed to meet the requirements of Power Take-Off

(PTO) applications. The PTO/Remote PTO Control feature will maintain engine speed at
an operator-selectable speed. The engine controlled by the PTO/Remote PTO Control
feature is usually used to drive an on-board or off-board PTO device. The PTO/Remote
PTO Control feature includes three sub-features: Standard PTO (Cab PTO), Remote
PTO, and Alternate PTO (PTO Fire Truck).

Rear Axle Ratio Switch (ISB02, ISC03, ISL03 only)

The Rear Axle Ratio Switch feature is designed for vehicles used in two-speed rear axle
ratio applications. The ECM will read the position of the Rear Axle Ratio Switch to
determine the value of rear axle ratio that the vehicle is using.

Remote Accelerator

Cummins engines have a remote-accelerator input available where a remote accelerator

control is required during stationary vehicle operation. In vehicles such as dual drive

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refuse trucks, where a second driving station is required, an auxiliary control (with an idle
validation switch) must be utilized.

Set/Resume Switch

The Set/Resume Switch operates the following features on a single installation:

• Cruise Control
• Diagnostics
• Low Idle Speed Adjustment
• Alternate PTO
• Standard PTO
• Smart Road Speed Governor

This section provides the operational information for this critical switch, and serves as a
single resource for understanding the programming of this switch and how all related
features are affected by this switch.

Starter Lockout

The Starter Lockout feature is designed to prevent the starter motor from engaging while
the engine is running. It is especially useful for vehicles where the operator sits far away
from the engine.

Switchable Governor

The Switchable Governor is a programmable feature that provides the operator with the
ability to select between Automotive Governor and Variable Speed Governor using a
switched input to the ECM. This section describes the hardware and software
implementation requirements.

Switched Maximum Engine Operating Speed

This feature is an adjustable parameter that sets the maximum engine operating speed to a
pre-programmed value using a switched input to the ECM. This section describes how to
set parameters to best utilize this damage prevention feature.

Transmission PWM Output (ISB02, ISC03, ISL03 only)

The Transmission PWM Output (also called Transmission Shift Modulation) feature
allows customers to tailor an ECM generated PWM signal whose duty cycle is
proportional to the demanded engine torque, speed or throttle. The signal can be used to
drive an electronic shift modulation relay on the transmission, which allows for simple
one wire shift control on many transmissions. This signal can also be used as a kick-down

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signal where the signal is either at Battery + or Ground (0 Volt) depending on the engine
load or speed.

Vehicle Speed Input Signal

The vehicle speed sensor must be wired correctly for optimum performance. This section
details the necessary information for configuring the vehicle speed sensor.

Conventions Used in This Manual

Understanding some of the conventions used in this manual will make comprehension of
the material easier. The word ‘operator’ is used to indicate the individual who drives the
vehicle and uses the engine to perform some auxiliary task. The term ‘customer’ is used
to refer to the person who programs, or determines the programming, to control engine
operation in a particular way.

It is also important to note the relevance of font type. Words in bold print refer to system
parameters displayed in Cummins Insite software, which can be programmed by the
customer.

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Accelerator Interlock
Description
Some PTO applications require a low engine speed to obtain the desired performance.
Typically, the idle speed of the engine is sufficient to perform these operations. Any input
from the accelerator pedal is not desirable. In other applications, the accelerator interlock
ensures that the operator cannot increase the engine speed by intentional or inadvertent
manipulation of the accelerator. This functionality is provided by Cummins Accelerator
Interlock. The Accelerator Interlock feature disables accelerator control of engine fueling
under conditions specified by applications. The locked accelerator can be either the cab
accelerator or the remote accelerator. The PTO or Remote PTO operation will not be
affected by using the Accelerator Interlock feature.

Implementation
Hardware implementation of Accelerator Interlock consists of wiring an Accelerator
Interlock switch in a 6V switched pull-up circuit. Please refer to Cummins AEB 15.41,
CM850/870/875 Electronic Subsystem Tech. Package – OEM Components, for the
specification of this switch. The Accelerator Interlock switch can inhibit the operation of
the cab accelerator and the remote accelerator when engaged (The feature does not
disable the PTO or the Remote PTO). For example, the switch can be configured such
that the engine will not respond to the accelerator pedal commands when the bus door is
open. This switch is placed between pin 13 and pin 34 on the OEM 50-pin connector as
seen below in Figure 1.

Normal

Accelerator Interlock Switch

13

CM850/870/875 Inhibit

34
ECM Switch Return

Figure 1: Accelerator Interlock Switch Connection

The Accelerator Interlock Switch can be either a normally closed switch as shown here
(Momentary in the open position and latched in the closed position) or a normally open
switch (Momentary in the closed position and latched in the open position). The
operation of the Accelerator Interlock feature depends on the switch type installed and
the Body Builder-specified switch condition. To specify the switch condition, the
Accelerator Interlock Switch Usage parameter has to be set properly. If the Body Builder

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sets the Accelerator Interlock Switch Usage parameter to Open Engage (Active Open),
an open Accelerator Interlock Switch state disables accelerator control of the engine
fueling. If the Body Builder sets the Accelerator Interlock Switch Usage parameter to
Closed Engage (Active Closed), a closed Accelerator Interlock Switch state disables
accelerator control of the engine fueling. The Body Builder should carefully consider the
effects on the vehicle when programming the Accelerator Interlock Switch Usage
parameter. For example, if an Open Engage is set, and the switch fails to an open
position, the Accelerator Interlock feature will disable the accelerator function at all
times.

The Accelerator Interlock switch shares an input with and is mutually incompatible with
the Torque Limit Switch unless Accelerator Interlock and/or Powertrain Protection
Torque Limit Switch are multiplexed on a J1939 datalink.

The Accelerator Interlock feature is programmable. If a hard-wired Accelerator Interlock

Switch is installed, set the Accelerator Interlock parameter to Enable and program the
Accelerator Interlock Switch Usage parameter properly. At the same time, the PTP
Torque Limit Switch parameter must be set to Disable. If no Accelerator Interlock Switch
is installed, or Accelerator Interlock Switch signal is multiplexed, set the Accelerator
Interlock parameter to Disable.

To program the Accelerator Interlock feature using Cummins Insite tool, do the following
(See Figure 2 below for a configuration example):

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Accelerator Interlock on the right when the Features and Parameters
window fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

5) If Enable is selected, double click on Accelerator Interlock to show Accelerator

Interlock Switch Setup.

6) Click in the Active Open (or Active Closed) box, then click the drop down list
button to select either Active Open or Active Closed.

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

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Figure 2: Configuration Example of Accelerator Interlock

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Adaptive Cruise Control (ISM02, ISX02)

Description
Cummins ISM02 and ISX02 engines are equipped with the Adaptive Cruise Control
feature. This feature will allow Eaton SmartCruise system only to interface with
Cummins cruise control feature to reduce the vehicle speed when the following distance
behind another vehicle is less than a set distance. SmartCruise is a trademark of Eaton
Corporation. The Cummins Adaptive Cruise Control feature is programmable.

Implementation
The hardware requirements for OEMs to implement the Adaptive Cruise Control feature
include the installation of CC/PTO On/Off Switch, Set/Resume Switch, Eaton VORAD
Smart Cruise system, and J1939 Datalink connection. The installation requirements for
the CC/PTO On/Off switch and Set/Resume switch are described in this manual. For the
communication requirements between Eaton VORAD Smart Cruise system and J1939
Datalink, please refer to Cummins AEB 15.45, CM850/870/875 Electronic Subsystem
Tech. Package – OEM Serial Communications. Please consult with your Cummins
application engineers if additional assistance is required.

As mentioned above, Adaptive Cruise Control is a programmable feature. There are two
trimmable parameters available associated with this feature: Adaptive Cruise Control
Enable/Disable and Adaptive Cruise Control Recovery Enable/Disable.

To enable the Adaptive Cruise Control feature, the normal Cruise Control feature has to
be enabled first. If the normal Cruise Control function is still allowed after an active
Adaptive Cruise Control fault, set the Adaptive Cruise Control Recovery to Enable. If the
normal Cruise Control function is not allowed, set the Adaptive Cruise Control Recovery
to Disable.

To program the Adaptive Cruise Control feature using Cummins Insite tool, take the
following steps as an example:

1) Connect a PC to a CM870/875 ECM.

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Adaptive Cruise feature on the right when the Features and Parameters
window fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable as desired.

5) If Enable is selected, then double click on Adaptive Cruise to show Adaptive

Cruise Recovery programming option. Select either Enable or Disable as desired.

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6) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 3: Configuration Example of Adaptive Cruise Control

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Centinel System (ISM02, ISX02)

Description
Cummins ISM02 and ISX02 engines are equipped with an option of Centinel System.
The Centinel system will inject a small amount of used engine oil into the fuel return line
for burning out when measuring accumulated fuel usage. The system may also inject a
similar amount of fresh engine oil into the oil pan if the makeup tank is installed. The
Centinel System feature is able to extend the engine oil and oil filter change intervals
greatly. The Centinel System feature is programmable.

Implementation
If the Centinel System feature is ordered and enabled, the system will operate in one of
two modes: Burn Only or Makeup.

If the Burn-only configuration is desired and selected, no OEM hardware connection is

required. The ECM will measure accumulated fuel usage, and commands an actuator to
inject a small amount of dirty oil into the fuel return line back to the fuel tank as
necessary. The vehicle operator must follow the oil level maintenance procedures and
add necessary oil to the engine to compensate for oil extracted as well as that lost during
normal operation.

If the Makeup configuration is desired and selected, OEM/Body Builder-supplied

Centinel Makeup Tank and Centinel Makeup Tank Oil Level Sensor must be installed.

Oil Not Detected

Centinel Makeup Tank Oil Level

12

CM870/875 Oil Detected

34
ECM Switch Return

Figure 4: Centinel Makeup Tank Oil Level Sensor Connection

The installation of the Centinel Makeup Tank Oil Level Sensor (Remote Oil Level
Sensor) consists of wiring an oil level switch in a 6V switched pull-up circuit. The switch
is placed between pin 12 and pin 34 on the OEM 50-pin connector as seen above. This
switch will close the circuit to ground when the normal oil level position is detected. An
open circuit of the switch indicates the oil is not detected, then the Centinel System will
be disabled and Warning Lamp will be lighted to alert the operator. The Centinel System
function will resume when the sensor returns the switch to a closed position (Oil

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Detected). Please refer to Cummins AEB 15.41, CM850/870/875 Electronic Subsystem

Tech. Package – OEM Components, for the specification of this sensor.

For the Centinel Makeup Tank design, selection and installation requirements, please
consult with your Cummins application engineers.

To program the Centinel System feature using Cummins Insite tool, do the following:

1) Connect a PC to a CM870/875 ECM.

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Centinel Oil System feature on the right when the Features and Parameters
window fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable as desired.

5) If Enable is selected, then double click on Centinel Oil System to show Centinel
Installation Type programming option. Select either Burn Only or Makeup option.

6) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 5: Configuration Example of Centinel System

Note: Centinel System is mutually exclusive with the Maintenance Monitor feature.

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Clutch Switch
Description
The Clutch Switch feature tells the ECM if a hard-wired clutch switch is installed and
detects the position of the clutch pedal. Many automotive features, such as Engine
Brakes, Cruise Control and PTO, etc., use this information to help determine the state
transition. The operator closes the normally open Clutch Switch by releasing the clutch
pedal. All vehicles containing a clutch require the Clutch Switch installed. The Clutch
Switch signal is programmable on Cummins 2002/2003 engines. It can also be
multiplexed on a J1939 datalink.

Implementation
Hardware implementation of Clutch Switch consists of wiring a Clutch Switch in a 6V
switched pull-up circuit. This switch is a normally open switch (Momentary in the closed
position and latched in the open position). Please refer to Cummins AEB 15.41,
CM850/870/875 Electronic Subsystem Tech. Package – OEM Components, for the
specification of this switch. The switch is placed between pin 15 and pin 34 on the OEM
50-pin connector as seen below in Figure 6.

Pedal Pressed

Clutch Switch
15

CM850/870/875 Pedal released

34
ECM Switch Return

Figure 6: Clutch Switch Connection

The switch is wired such that the Pedal Released position will result in a closed switch
(Grounded) and no other automotive features will be affected. On the other hand, the
Pedal Pressed position will indicate an open switch (Not Grounded) which will inhibit or
exit certain operational features incompatible with the clutch engagement. For example,
the engagement of the clutch pedal will disengage engine brakes.

Clutch Switch shares an input with and is mutually incompatible with Engine Protection
Shutdown Override Switch unless Clutch Switch and/or Engine Protection Shutdown
Override function are multiplexed on a J1939 datalink.

The Clutch Switch signal is programmable. If a hard-wired Clutch Switch is installed, set
the Clutch Switch parameter to Installed. At the same time, the Engine Protection

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Shutdown Override parameter must be set to Disable. If no Clutch Switch is installed, or

Clutch Switch is multiplexed, set the Clutch Switch parameter to Not Installed.

To program the Clutch Switch feature using Cummins Insite tool, do the following (See
Figure 7 below for a configuration example):

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Clutch Pedal Position Switch under the Transmission Setup feature on the
right when the Features and Parameters window fully displayed.

4) Click in the Installed (or Not Installed) box, then click the drop down list button to
select either Installed or Not Installed.

5) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 7: Configuration Example of Clutch Switch

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Deicer (ISB02, ISC03, ISL03)

Description
The Deicer feature is a special feature designed for some Deicer Truck applications. The
feature was available on Cummins ISB/ISC/ISL engines previously, and it will also be
supported on Cummins ISB02, ISC03, and ISL03 engine platforms upon request.

The Deicer feature will allow a vehicle to have two discrete maximum vehicle speed
limits, usually at a very low speed level (4 mph for example). To select one of the two
speed limits, the operator can use the Set/Resume Switch. The Set/Resume Switch may
also be tied to some physical positions of the vehicle hardware (a door or boom for
example).

Implementation
As mentioned above, the Deicer feature will only be available on Cummins ISB02,
ISC03, and ISL03 engines upon request. It also requires special calibration supports and
OEMs hardware interface approval from a Cummins Application Engineer.

There is no tool interaction associated with this feature.

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Driver Reward (ISM02, ISX02)

Description
Cummins ISM02 and ISX02 engines are equipped with the Driver Reward feature. The
feature is designed to encourage efficient driving by adjusting the maximum vehicle
speed. The efficient driving is measured by the fuel economy (MPG) and the percentage
of idle time. For a good driver, the maximum vehicle speed may be increased as a
reward. On the other hand, the maximum vehicle speed may be decreased as a penalty for
inefficient driving. The Driver Reward feature is programmable.

Implementation
There is no hardware installation required for implementing the Driver Reward feature.

If the Driver Reward feature is enabled, the fleet or owner will have a choice to select
whether the maximum vehicle speed adjustments are applied to Cruise Control only,
Accelerator Control only, or both (defined by Speed Control Mode parameter). The fuel
economy standards, idle time standards, and speed rewards are also programmable by the
fleet or owner. For the detailed feature and programming parameters description, please
refer to Cummins AEB 15.46, CM850/870/875 Electronic Subsystem Tech. Package –
OEM Programming Guide.

The following function diagram highlights the brief control strategy of the feature.

Fuel Economy Speed Rewards Idle Standards

Standards Efficient Driving - Best
- Best - Best
- Good
- Good - Good
-Expected
- Expected - Expected
Inefficient Driving - Penalty

Selected Speed Selected Speed

Reward based on Lower Wins Reward based on
fuel economy percentage of idle time

Selected Driver Reward Speed

Standard CC or RSG Modified maximum vehicle speed

maximum vehicle speed

Figure 8: Function Diagram of Driver Reward

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To program the Driver Reward feature using Cummins Insite tool, take the following
steps as an example:

1) Connect a PC to a CM870/875 ECM.

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Driver Reward feature on the right when the Features and Parameters
window fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable as desired.

5) If Enable is selected, then double click on Driver Reward to show Fuel Economy
Standards, Idle Standard, Speed Reward Mode, and Speed Rewards
programming options.

6) Select the option that needs to be programmed, then either click the drop down list
button to pick the selection or enter the number in the ECM Value box/column.

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 9: Configuration Example of Driver Reward

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For the typical ranges and Cummins default settings of these programmable parameters,
please contact your Cummins Application Engineer or refer to the OEM Programmable
Parameters Table created for ISM02 and ISX02 engines.

Note: Modified maximum vehicle speed by the Driver Reward feature is up limited by
the Global Maximum Vehicle Speed parameter.

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Engine Protection
Description
In certain situations, monitoring critical engine operating parameters is crucial to efficient
and successful applications. Cummins Engine Protection system provides this
functionality, using the information it monitors to prevent damage and loss of engine
durability. The system will monitor, record, and react to diagnostic faults caused by the
engine operating outside its normal conditions. If an out of range condition is severe or
persists for a period of time, the algorithm will derate the engine. Depending on the
setting of a programmable option, the Engine Protection feature may also shut down the
engine after 30 seconds whenever monitored parameters fall outside the preset operating
limits, and can examine the engine at startup to determine whether to allow a restart. In
the Engine Protection feature, the engine shutdown, engine restart inhibit, and engine
shutdown override are programmable options. Engine Protection Shutdown Override can
also be multiplexed on a J1939 datalink.

Implementation
Cummins engines are equipped with the Engine Protection System as a standard feature.
This feature continuously monitors critical engine parameters for an out-of range
condition. If an out-of-range condition occurs for a short period of time, the Engine
Protection feature will log the engine protection data and impose a torque derate, an
engine speed derate, or both. The exact amount of time before the feature impose a derate
depends on the parameter which is out of range. Engine Protection derates are always in
place, but the Engine Protection Shutdown, Shutdown Override and Restart Inhibit
functions are only performed by enabling the programmable options.

The logged Engine Protection Data can be accessed through Cummins Insite software
(See Figure 10 below for an example):

Figure 10: Example of Logged Engine Protection Data

1) Connect a PC to an ECM (CM850/870/875).

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2) Click Advanced ECM Data on the Viewbar. This button is located in the
Information group on the left side of the Insite window by default.
3) Select Engine Protection group to display as shown in Figure 5 below.

The system requires two lamps in the dash to alert the driver of an out-of range condition
in any of the engine parameters. If a critical engine parameter goes out-of-range, the
Engine Protection feature waits for a few seconds. If the parameter stays out-of-range, the
algorithm lights the Warning Lamp, and derates the engine. The derate remains until the
critical parameter goes back in-range or the engine is shut down. If the out-of-range
condition persists, the Engine Protection feature will flash the Stop Lamp for 30 seconds
then shut the engine down if Engine Protection Shutdown is enabled. If the Engine
Protection feature shuts the engine down, there may be limitations on engine operation at
startup depending on the specific programming of the Engine Protection feature.

Engine Protection Shutdown Override

If the Engine Protection Shutdown parameter is set Enable and the shutdown condition is
met, the red Stop Lamp starts flashing to indicate that the Shutdown feature is triggered.
Once the feature is engaged, the engine will shut down 30 seconds later unless during
which time the operator activates the Engine Protection Shutdown Override Switch if
Engine Protection Shutdown Override is enabled. If the override switch is activated, the
ECM will hold the Stop Lamp continuously lit for a few seconds to acknowledge the
shutdown override, then restart the shutdown timer at 30 seconds. The operator can use
the override as many times as desired or until engine failure. If the engine protection fault
is made inactive during the 30 second shutdown warning period, the engine will return to
normal operation and will not shut down.

Hardware implementation of Engine Protection Shutdown Override consists of wiring an

Engine Protection Shutdown Override Switch in a 6V switched pull-up circuit. This
switch is a normally closed switch (Momentary in the open position and latched in the
closed position). Please refer to Cummins AEB 15.41, CM850/870/875 Electronic
Subsystem Tech. Package – OEM Components, for the specification of this switch. The
switch is placed between pin 15 and pin 34 on the OEM 50-pin connector as seen below.

Pressed
Engine Protection Shutdown
Override Switch
15

CM850/870/875 Released

34
ECM Switch Return

Figure 11: Engine Protection Shutdown Override Switch Connection

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The switch is wired such that the Pressed position will result in an open switch (Not
Grounded) while the Released position will indicate a closed switch (Grounded). When
operator cycles the switch from Released to Pressed to Released, the ECM will reset the
shutdown timer to 30 seconds and lights the Stop Lamp (Hold the lamp continuously lit
for a few seconds) to indicate a successful override.

Engine Protection Shutdown Override Switch shares an input with and is mutually
incompatible with Clutch Switch unless Engine Protection Shutdown Override and/or
Clutch Switch function are multiplexed on a J1939 datalink.

If a hard-wired Engine Protection Shutdown Override Switch is installed and the operator
should be able to override Engine Protection Shutdowns, set the Engine Protection
Shutdown Override parameter to Enable. At the same time, the Clutch Switch parameter
must be set to Not Installed. If Engine Protection Shutdown Override Switch is not
installed, or Engine Protection Shutdown Override function is not desired, set the Engine
Protection Shutdown Override parameter to Disable.

Engine Protection Restart Inhibit

If the engine is shutdown by the Engine Protection feature, the ECM will save which
parameter was out-of-range to cause the shutdown, and the fact of the engine being
shutdown by the Engine Protection feature. The engine can be restarted by cycling the
key switch. Upon restart, the ECM checks that parameter to see if it is still out-of-range.
If the parameter is still out-of-range, the ECM will allow the engine to restart and
immediately derate the torque and the engine speed. If the out-of-range fault stays, the
ECM will again shut the engine down. After a few consecutive shutdown by the Engine
Protection feature (about 5 times depending on specific application), the ECM will
completely prevent engine from starting until reset by a Cummins Service tool if Engine
Protection Restart Inhibit is enabled.

Programming on Engine Protection

As mentioned above, there are three programmable parameters in the Engine Protection
feature on Cummins 02/03 engines. They are the Engine Protection Restart Inhibit
(Engine Protection Limited Restart) parameter, the Engine Protection Shutdown
parameter, and the Engine Protection Shutdown Override (Engine Protection Shutdown
Manual Override) parameter. To configure them using Cummins Insite tool, do the
following:

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Engine Protection on the right when the Features and Parameters window
fully displayed.

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4) Double click on Engine Protection to show Engine Protection Limited Restart,

Engine Protection Shutdown, and Engine Protection Shutdown Manual
Override options.

5) Click in the Enable (or Disable) box for each option, then click the drop down list
button to select either Enable or Disable.

6) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 12: Configuration Example of Engine Protection

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Ether Injection (ISM02, ISX02)

Description
Cummins ISM02 and ISX02 engines are equipped with the Ether Injection feature. The
Ether Injection feature is design to aid engine starting in cold ambient conditions. The
system is specifically designed to work with the KBi NVT system only.

Operation
The KBi NVT system control valve is connected to Pin 40 of the OEM connector and
returned to an ECM general ground return pin. No other programming or electrical
connections are required for this feature. The ECM controls the valve to flow ether into
the air intake system during cold engine starting at ambient temperatures below
approximately 40 degrees F. Connection of any other ether injection system may cause
damage to the ECM. The correct KBi NVT system must be installed depending on the
engine size and chassis electrical system voltage (12 or 24 volts). Consult KBi for correct
system components and installation guidance or visit the KBi NVT web page at
http://www.koldban.com/mainpages/systems/nvt.htm.

Implementation
If the Ether Injection feature is desired, OEM/Body Builder-supplied Ether Injection
Device must be installed. Cummins CM870/875 supports a metered flow ether injection
device – from KBi. The ether injection device should be wired in a switched source
driver circuit (outputs either a battery voltage or 0 voltage), between pin 40 and pin 33 on
the OEM 50-pin connector as seen below. The twisted wiring is recommended. Please
contact a KBi representative for the detailed installation guidance.

Ether Injection
40
Ether Injection
CM870/875 Device
33
ECM Return

Figure 13: Ether Injection Device Connection

No programming is required for using the Ether Injection feature.

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Fan Control
Overview
The Fan Control feature determines fan operation logic with respect to: air conditioner
pressure, manual fan switch input, engine braking, and output signals to the fan clutch.
Several hardware configurations and programmable options are involved in this feature.

Fan Clutch Control

Description

The Fan Clutch Control feature defines if and/or how the ECM should control the fan
operation with respect to coolant temperature, intake manifold temperature, air
conditioner pressure, manual fan switch input, engine braking, OEM pressure input,
OEM temperature input, and etc.

The Fan Clutch Control feature is programmable for all Cummins 02/03 engines (ISB02,
ISM02, ISX02, ISC03, and ISL03). If the ECM should control the fan operation as
defined above, set the Fan Clutch Control parameter to Enable. If the Fan Clutch Control
parameter is set to Disable, the ECM will not be able to control the fan. So program this
parameter wisely.

Implementation

If the Fan Clutch Control feature is enabled, then a Fan Clutch Relay should be placed
between pin 38 and pin 29 on the OEM 50-pin connector as seen below. The controlled
circuit is a switched source driver which exists in one of two states: Source (Battery
Voltage) or Off (0 Voltage). The twisted wiring is recommended for the connection. The
Relay may operate as a Normally Open or Normally Closed Relay at customers’
preference. Refer to Cummins IS-1377-9801 for the fan clutch interface specifications
and Cummins AEB 15.41, CM850/870/875 Electronic Subsystem Tech. Package – OEM
Components, for the choice of this relay. The fan clutch control and operation by the
ECM are defined in the section of Fan Control Type and Logic.

Fan Clutch Output

38 Fan
CM850/870/875 Clutch
29 Relay
ECM General Return

Figure 14: Fan Clutch Relay Connection

Note: Do not put any switch in series with the fan clutch circuit. Otherwise fault codes will be logged.

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If the Fan Clutch Control feature is enabled, the ECM will control the fan operation
automatically in response to the sensed signals, such as high coolant temperature, based
on the calibration settings. For the applications of the Air Conditioner Pressure Switch
feature, Fan Control Accessory Switch (Manual Fan Switch) feature, and Fan On With
Engine Braking feature, the fan control requires hardware implementation and/or
programming. See the following sections for the detailed descriptions.

Fan Control Type, Logic, and PWM Period

Description

The fan control type, logic, and PWM period are programmable for all 02/03 engines.
The fan control type defines the type of the fan clutch installed. Two types of fan clutches
are supported on Cummins engines: On-Off and Variable Speed. The fan control logic
defines whether the fan clutch engages the fan when receiving a high voltage signal
(Battery +) or a low voltage signal (Ground). The fan control PWM period determines the
frequency of the PWM signal controlling the variable speed fan. It should be noted that
the variable speed fan supported is not frequency modulation controlled. The
programmable option of the fan clutch PWM period is added only to support various
variable speed fan controllers which may require different frequency settings.

Implementation

Set the Fan Control Type parameter to the type of fan that is installed. If the fan clutch
type is On-Off, set this parameter to On-Off. If the fan clutch type is Variable Speed, set
this parameter to Variable Speed.

If the fan clutch should be engaged with a high voltage signal (Battery voltage), set the
Fan Clutch Logic parameter to Active High. If the fan clutch should be engaged with a
low voltage signal (0 voltage), set the Fan Clutch Logic parameter to Active Low.

If the Fan Control Type parameter is set to Variable Speed, the Fan Clutch PWM Period
parameter (also called Variable Speed Fan Frequency) should be set correctly to the
frequency that is required for the variable speed fan installed on the vehicle.

Fan On With Engine Braking

Description

The Fan On With Engine Braking feature is intended to operate as an engine braking aid.
When the engine brakes achieve the 100% of the braking level, after a calibration period
delay the fan will be commanded on at full speed so the engine power can be further
reduced by turning the fan (better braking effect). The ECM will not command the fan on
when the engine brakes level is less than 100%, at low coolant temperature condition
(prevent from overcooling), or if the feature is not desired.

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Implementation

If the fan operation in response to engine brakes is desired, set the Fan On With Engine
Braking parameter to Enable. Otherwise, set the parameter to Disable.

Air Conditioner Pressure Switch

Description

The Air Conditioner Pressure Switch feature configures the fan to operate as an air
conditioner condenser fan to remove heat from the air conditioner system and reduce air
conditioner refrigerant pressure. This pressure is monitored at the high-pressure side of
the cab air conditioning system. The fan must be installed so that it directs airflow
through the air conditioner condenser. The Minimum Fan On Time For A/C Pressure
Switch parameter defines the minimum fan-on operating time in response to high air
conditioner refrigerant pressure. An OEM-supplied Air Conditioner Pressure switch is
required, refer to Cummins AEB 15.41, CM850/870/875 Electronic Subsystem Tech.
Package – OEM Components, for the detailed description of this switch. The Air
Conditioner Pressure Switch can also be multiplexed on a J1939 datalink.

Implementation

Hardware implementation of the Air Conditioner Pressure Switch consists of wiring a

typical pressure-activated switch, AC Pressure Switch, into the air conditioning system.
This switch is to be a normally closed switch (Momentary in the open position and
latched in the closed position) from pin 6 to pin 34 on the OEM 50 pin connector as seen
below. The controlled circuit is a 6V switched pull-up circuit. The circuit opens when the
high pressure in the system is detected, which will activate the fan at full speed at least
the time defined by the Minimum Fan On Time For A/C Pressure Switch parameter.
Once this time expires, the ECM will no longer run the fan due to the Air Conditioner
Pressure Switch if the switch indicates acceptable air conditioner pressure. However, the
fan may still run in response to some other need, such as high coolant temperature. Be
aware that if the Air Conditioner Pressure Switch fails in an open position, the ECM will
run the fan continuously.
Pressure High

AC Pressure Switch
6

CM850/870/875 Pressure Not High

34
ECM Switch Return

Figure 15: Air Conditioner Pressure Switch Connection

The Air Conditioner Pressure Switch feature is programmable. If the Air Conditioner
Pressure Switch is installed and the fan operation due to high air conditioner refrigerant

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pressure is desired, set the Air Conditioner Pressure Switch Input parameter to Enable. If
the feature is enabled, then a proper value needs to be programmed for the Minimum Fan
On Time For A/C Pressure Switch parameter. Longer times decrease rapid on/off cycles
of the fan clutch with the engine at idle condition and the air conditioner on, while shorter
times may increase fuel economy and engine performance. If the Air Conditioner
Pressure Switch is not installed or the fan operation due to high air conditioner refrigerant
pressure is not desired, set the Air Conditioner Pressure Switch Input parameter to
Disable.

Fan Control Accessory Switch

Description

The Fan Control Accessory Switch (usually called Manual Fan Switch) feature
configures the fan to operate as an accessory fan. The fan runs in response to any open
circuit in various Fan Control Accessory Switches. For example, the fan could operate in
response to transmission fluid temperature by installing an accessory switch which opens
with high transmission fluid temperature. The feature is programmable. Fan Control
Accessory Switch can also be multiplexed on a J1939 datalink.

Implementation

Hardware implementation of the Fan Control Accessory Switch feature consists of wiring
a Fan Control Accessory Switch or multiple Fan Control Accessory Switches in series.
The switch (or switches) is to be an On-Off toggle switch (latched in the either open or
closed position) from pin 17 to pin 34 on the OEM 50-pin connector as seen below. The
controlled circuit is a 6V switched pull-up circuit. The diagram below shows three Fan
Control Accessory Switches connected in the circuit. Any number of switches may be
used as long as the maximum closed switch resistance requirement is met (< 10 ohms).
Refer to Cummins AEB 15.41, CM850/870/875 Electronic Subsystem Tech. Package –
OEM Components, for the detailed specifications of the switch.

Fan Control On On
Accessory Switch
17
Off Off

CM850/870/875 On

34
ECM Switch Return Off

Figure 16: Fan Control Accessory Switch Connection

When any switch opens, the ECM will activate the fan at full speed. When all switches
are closed, the fan will be off. However, the fan may still run in response to some other

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need, such as high coolant temperature. Be aware that if any of the switches fails in an
open position, the ECM will run the fan continuously.

As mentioned before, the Fan Control Accessory Switch feature is programmable. If any
Fan Control Accessory Switch is installed and the fan operation in response to the Fan
Control Accessory Switch is desired, set the Fan Control Accessory Switch parameter to
Enable. If no Fan Control Accessory Switch is installed or the fan operation in response
to the Fan Control Accessory Switch is not desired, set the Fan Control Accessory Switch
parameter to Disable.

Vehicle Speed Interaction

Description

The fan operation on 02/03 engines can also be configured in response to the vehicle
speed. When the Vehicle Speed Interaction parameter is set to Enable, the ECM enables a
special fan-control mode. If the A/C Pressure Switch triggers a fan event at low vehicle
speed in this mode, the ECM will keep the fan on constantly until the vehicle speed
exceeds a threshold (e.g. 6 mph), or the engine is shut down and restarted. This acts in a
similar manner to the Minimum Fan On Time for A/C Pressure Switch parameter
because it does not affect fan activation conditions, but prevents fan shutdowns during
times when the ECM otherwise would allow it. When the Vehicle Speed Interaction
parameter is set to Disable, this function of the fan control feature has no effect on vehi-
cle operation.

OEM Temperature & OEM Pressure Input

Description

The fan operation on 02/03 engines can also be configured in response to the OEM
Temperature signal & the OEM Pressure signal. For using this feature, an OEM-supplied
temperature sensor & pressure sensor has to be installed. A special calibration support is
also required. For customers who wish to use this feature should contact Cummins
Application Engineer for the guidance.

Programming on Fan Control

As mentioned above, there are nine programmable parameters in the Fan Control feature.
They are Fan Clutch Control (Fan Control), Fan Control Type (Fan Type), Fan Clutch
Logic (Fan Control Logic), Fan Clutch PWM Period (Variable Speed Fan Frequency),
Fan On With Engine Braking, Air Conditioner Pressure Switch Input, Minimum Fan On
Time For A/C Pressure Switch, Vehicle Speed Interaction and Fan Control Accessory
Switch (Fan Control Switch). Refer to Cummins AEB 15.46, CM850/870/875
Electronic Subsystem Tech. Package – OEM Programming Guide, for the detailed
description of programming options. To program the Fan Control feature using Cummins
Insite software, do the following (See Figure 17 below for a configuration example):

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1) Connect a PC to a CM850/870/875 ECM.

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Fan Control on the right when the Features and Parameters window fully
displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

5) If Enable is selected, double click on Fan Control to show next level programmable
options.

6) Select the option that needs to be re-configured, then either click the drop down list
button to pick the selection or enter the number directly in the ECM Value
box/column.

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 17: Configuration Example of Fan Control

For the typical ranges and Cummins default settings of these programmable parameters,
please contact your Cummins Application Engineer or refer to the OEM Programmable
Parameters Tables created for ISB02, ISM02, ISX02, ISC03, and ISL03 engines.

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Fast Idle Warm-up (ISB02, ISC03, ISL03)

Description
The Fast Idle Warm-up feature is a standard feature on Cummins ISB02, ISC03 and
ISL03 engine platforms. The feature is activated automatically when a very low
engine/ambient temperature is detected. When activated, the engine idle speed will be
increased from its normal idle setting while running on only three cylinders to warm up
the engine quickly. Upon the completion of the fast idle warm up cycle (the engine is
warmed up), the engine speed will return to the normal idle speed, and the engine will
idle on all cylinders. The Fast Idle Warm-up feature can reduce the potential engine
damage during prolonged idle period in cold weather.

Implementation
As mentioned above, the Fast Idle Warm-up feature is implemented on all ISB02, ISC03,
and ISL03 engines. The feature is only run at very low temperature condition. There is no
hardware installation required. However, there are two programmable parameters
available for OEMs/Body Builders adjustment:

• Fast Idle Warmup PTO Load Threshold, used to determine how much load the engine
must be under to allow PTO to turn off the Fast Idle Warm-up feature

• Fast Idle Warmup Speed (Fast Idle Warm-up Idle Speed), used to define the idle
speed set for run during the fast idle warm up period.

Please refer to Cummins AEB 15.46, CM850/870/875 Electronic Subsystem Tech.

Package – OEM Programming Guide, for the detailed description of these parameters and
the programming strategies.

To program the Fast Idle Warm-up feature using Cummins Insite tool, do the following
(See Figure 18 below for a configuration example):

1) Connect a PC to a CM850 ECM.

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Fast Idle Warmup on the right when the Features and Parameters window
fully displayed.

4) Double click on Fast Idle Warmup to show next level programmable options.

5) Select the option that needs to be re-configured, then enter the number directly in the
ECM Value box/column.

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6) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 18: Configuration Example of Fast Idle Warm-up

For the typical ranges and Cummins default settings of these programmable parameters,
please contact your Cummins Application Engineer or refer to the OEM Programmable
Parameters Table created for ISB02, ISC03, and ISL03 engines.

Note: Although Cummins does not anticipate any vibration impact on the vehicle
because of using the Fast Idle Warm-up feature, OEMs and Body Builders are
recommended to check up the vibration characteristics against the engine mounting when
the Fast Idle Warm-up feature is activated. If the vibration level is not satisfied, adjust the
programmable parameter - Fast Idle Warmup Idle Speed accordingly as displayed
above.

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Generic Tool Permissions

Description
The Generic Tool Permissions feature allows generic (Non-Cummins) service tools to
reset the maintenance, tire wear and trip information recorded on the engine, or stop the
J1939 broadcast over the public J1939 datalink. When this feature is disabled, non-
Cummins service tools can’t reset the applicable features. Cummins Insite tool can reset
the maintenance, tire wear and trip information regardless of the settings of this feature.
Please refer to Cummins AEB 15.45, CM850/870/875 Electronic Subsystem Tech.
Package – OEM Serial Communications, for the additional information.

Implementation
If the engine uses the Maintenance Monitor, Tire Wear, or Trip Information feature, and
has the parameters broadcasted over the J1939 datalink, the following programmable
parameters in the Generic Tool Permissions feature will function as explained below.

• J1939 Service Reset – Enable or disable the Maintenance Monitor and Tire Wear
features to be reset with a generic service tool.

• J1939 Trip Reset - Enable or disable the Trip Information feature to be reset with a
generic service tool.

• J1939 Stop Broadcast Allowed - Enable or disable the J1939 broadcast function to be
stopped with a generic service tool.

To program the Generic Tool Permissions feature using Cummins Insite tool, do the
following (See Figure 19 below for a configuration example):

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select and double click the Generic Tool Permissions feature on the right when the
Features and Parameters window fully displayed.

4) Click the drop down list button on J1939 Service Reset, J1939 Trip Reset, or J1939
Stop Broadcast Allowed to select either Enable or Disable as desired.

5) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

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Figure 19: Configuration Example of Generic Tool Permissions

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Idle Shutdown
Description
The Idle Shutdown feature is designed for automatically shutting down the engine after it
has been idling unattended for a period of time defined by a preset timer. The feature may
also be used during PTO operation if a load parameter is set, which allows the ECM to
distinguish legitimate PTO operation from PTO operation that may be unintentional or
intended to bypass the Idle Shutdown feature.

On ISM02 and ISX02 engines, the Idle Shutdown feature also supports an Idle Shutdown
Relay and the Idle Shutdown Ambient Temperature Override function. The Idle
Shutdown Relay can be used to cut the power to OEM selected high current devices
when the idle shutdown occurs. The Idle Shutdown Ambient Temperature Override
feature can be used to alter the idle shutdown operation by the ambient air temperature.

Implementation
The Idle Shutdown feature is programmable. There is no hardware installation required
for implementing the Idle Shutdown feature on Cummins ISB02, ISC03, and ISL03
engines. To implement the Idle Shutdown feature on ISM02 and ISX02 engines, an Idle
Shutdown Relay and an Ambient Air Temperature sensor should be installed if the
associated feature is desired.

If the Idle Shutdown Relay feature is desired, then an Idle Shutdown Relay should be
wired in a switched source driver circuit (outputs either a battery voltage or 0 voltage).
The relay is placed between pin 48 and pin 42 on the OEM 50-pin connector as seen
below. The twisted wiring is recommended. The installed relay should be a Normally
Closed Relay. When the relay is energized the terminals open and disconnect power from
selected high current devices. When the relay is not energized the terminals close and
allow power to high current devices. Refer to Cummins AEB 15.41, CM850/870/875
Electronic Subsystem Tech. Package – OEM Components, for the specifications of this
relay.

Idle Shutdown Relay

48 Idle
CM870/875 Shutdown
42 Relay
ECM General Return

Figure 20: Idle Shutdown Relay Connection

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If the Idle Shutdown Ambient Temperature Override feature is desired, an OEM Ambient
Air Temperature Sensor should be installed. The sensor will detect the external ambient
air temperature and the reading will be used to make idle shutdown determination
depending on the programming logic as explained below.

The OEM Ambient Air Temperature Sensor should be wired in a resistive analog input
circuit, between pin 19 and pin 32 on the OEM 50-pin connector as seen below. The
sensor should be placed outside of the vehicle, preferably to the vehicle frame and out of
the air stream. Refer to Cummins AEB 15.41, CM850/870/875 Electronic Subsystem
Tech. Package – OEM Components, for the specifications of this sensor.

OEM Ambient Air Temperature

19 Ambient Air
CM870/875 Temperature
32
Sensor
ECM Sensor Return

Figure 21: OEM Ambient Air Temperature Sensor Connection

The programmable parameters available in the Idle Shutdown feature include:

• Idle Shutdown, used to enable or disable the Idle Shutdown feature

• Idle Shutdown Timer (Time Before Shutdown), used to define the idle time allowed
before the ECM shuts the engine down

• Idle Shutdown Override (Manual Override), used to enable or disable the operator
to override the Idle Shutdown feature until the next time the engine starts

• Idle Shutdown In PTO (Shutdown In PTO), used to enable or disable the Idle
Shutdown feature during PTO operation

• Idle Shutdown/PTO % Load (Shutdown Percent Engine Load), used to set a

legitimate load threshold to engage or disengage the engine shut down

• Idle Shutdown Relay (Shutdown Accessory Relay), used to enable or disable the
Idle Shutdown Relay to cut the power to OEM selected high current devices when the
Idle Shutdown feature shuts down the engine (ISM02, ISX02 only)

• Idle Shutdown Ambient Temperature Override (Ambient Temperature Override),

used to enable or disable the ambient air temperature to alter the idle shutdown
operation (ISM02, ISX02 only)

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• Idle Shutdown Hot Ambient Air Temperature (Hot Ambient Air Temperature),
used to set the ambient air temperature threshold (high boundary, ISM02, ISX02
only))

• Idle Shutdown Intermediate Ambient Air Temperature (Intermediate Ambient Air

Temperature), used to set the ambient air temperature threshold (middle point,
ISM02, ISX02 only))

• Idle Shutdown Cold Ambient Air Temperature (Cold Ambient Air Temperature),
used to set the ambient air temperature threshold (low boundary, ISM02, ISX02 only)

Please refer to Cummins AEB 15.46, CM850/870/875 Electronic Subsystem Tech.

Package – OEM Programming Guide, for the detailed description of these parameters,
control logic of the feature and the programming strategies.

A brief explanation of these parameters can be found in Table 1 as seen below:

Table 1. Explanation of Idle Shutdown Programmable Parameters

Programmable Parameters Function Engage Condition

Idle Shutdown Enable to shutdown the engine when engaged • Idle Shutdown enabled
• Idle Shutdown Timer elapsed
Idle Shutdown Timer • A count down timer runs when conditions • Idle Shutdown enabled
met • Engine speed is at idle or constant
• ECM will flash the Warning lamp once • Vehicle is stopped (zero vehicle speed)
per second when the timer is 30 seconds
• No active VSS fault
from expiring
• No operator interactions with clutch, brake or
• Timer can be reset/restarted before it
throttle pedals
expires by changing engine speed, moving
vehicle, engaging PTO (if Idle Shutdown • Timer will not run in PTO operation unless Idle
in PTO disabled) or changing in position Shutdown In PTO is enabled and engine load is
of throttle, clutch, or service brake pedal. less than the setting of Idle Shutdown/PTO %
Load
Idle Shutdown Override • Deactivate the Idle Shutdown feature until • Idle Shutdown enabled
the engine is powered down and restarted • Idle Shutdown Override enabled
• ECM will flash the Warning lamp at a 0.5 • Change in position of throttle, clutch, or service
second rate for two minutes upon a brake pedal before Idle Shutdown Timer expires
successful override
Idle Shutdown In PTO Enable to shutdown the engine during PTO • Idle Shutdown enabled
operation when engaged • PTO/Remote PTO activated
• Idle Shutdown In PTO enabled
• Idle Shutdown Timer elapsed
Idle Shutdown/PTO % Load A legitimate load threshold setting used for • Idle Shutdown enabled
deciding weather Idle Shutdown Timer should • PTO/Remote PTO activated
run during PTO (Timer will not run if engine
load is greater than this setting) • Idle Shutdown In PTO enabled

Idle Shutdown Relay (ISM02, ISX02 Enable to cut the power to OEM selected high • Idle Shutdown enabled
only) current devices when the Idle Shutdown feature • Idle Shutdown Relay enabled
shuts down the engine
• Idle Shutdown Timer elapsed
Idle Shutdown Ambient Enable the ambient air temperature to alter the • Idle Shutdown enabled
idle shutdown operation •
Temperature Override (ISM02, Ambient air temperature sensor installed
ISX02 only) • Idle Shutdown Ambient Temperature Override
enabled

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Programmable Parameters Function Engage Condition

Idle Shutdown Hot Ambient Air A legitimate ambient air temperature threshold • Idle Shutdown enabled
(high boundary) setting used for altering the idle •
Temperature (ISM02, ISX02 only) shutdown operation
Ambient air temperature sensor installed
• Idle Shutdown Ambient Temperature Override
enabled
• Change in position of throttle, clutch, or service
brake pedal before Idle Shutdown Timer expires
Idle Shutdown Intermediate A legitimate ambient air temperature threshold • Idle Shutdown enabled
(middle point) setting used for altering the idle •
Ambient Air Temperature (ISM02, shutdown operation
Ambient air temperature sensor installed
ISX02 only) • Idle Shutdown Ambient Temperature Override
enabled
• Change in position of throttle, clutch, or service
brake pedal before Idle Shutdown Timer expires
Idle Shutdown Cold Ambient Air A legitimate ambient air temperature threshold • Idle Shutdown enabled
(low boundary) setting used for altering the idle •
Temperature (ISM02, ISX02 only) shutdown operation
Ambient air temperature sensor installed
• Idle Shutdown Ambient Temperature Override
enabled
• Change in position of throttle, clutch, or service
brake pedal before Idle Shutdown Timer
expires, or Idle Shutdown Timer elapsed

To program the Idle Shutdown feature using Cummins Insite tool, do the following (See
Figure 22 below for a configuration example):

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Idle Shutdown on the right when the Features and Parameters window fully
displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

5) If Enable is selected, double click on Idle Shutdown to show next level

programmable options.

6) Select the option that needs to be re-configured, then either click the drop down list
button to pick the selection or enter the number directly in the ECM Value
box/column.

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

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Figure 22: Configuration Example of Idle Shutdown

For the typical ranges and Cummins default settings of these programmable parameters,
please contact your Cummins Application Engineer or refer to the OEM Programmable
Parameters Table created for ISM02, ISX02, ISB02, ISC03, and ISL03 engines.

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OEM Switched Engine Protection (ISB02, ISC03, ISL03)

Description
Cummins ISB02, ISC03, and ISL03 engines are equipped with the OEM Switched
Engine Protection feature. This feature is set up as an additional switched input to the
regular Engine Protection feature. Activation of the OEM Switched Engine Protection
feature occurs 5 seconds after the switch input is closed to ground, this will cause the
Warning lamp to illuminate, and the fueling derate to begin. If the Engine Protection
Shutdown enable parameter is set, the ECM will begin flashing the Stop lamp after the
full derate is reached (about 25 seconds from starting the derate) and commence a
shutdown of the engine 30 seconds after flashing the Stop lamp. OEM may use this
switch input to trigger the regular Engine Protection feature.

Implementation
If the OEM Switched Engine Protection feature is desired, then an OEM-supplied
standard switch must be installed. The switch should be wired in a 6V switched pull-up
circuit. This switch is to be an On-Off toggle switch (latched in the either open or closed
position). Please refer to Cummins AEB 15.41, CM850/870/875 Electronic Subsystem
Tech. Package – OEM Components, for the specification of this switch. The switch is
placed between pin 12 and pin 34 on the OEM 50-pin connector as seen below.

Deactivated
OEM Switched Engine
Protection Signal
12

Activated
CM850
34
ECM Switch Return

Figure 23: OEM Switched Engine Protection Connection

Note: The OEM Switched Engine Protection pinout (pin 12) is shared with the OEM
Switch Input feature on ISB02, ISC03, and ISL03 engines. The OEM Switch feature
requires special calibration support. If the OEM Switch feature is ordered, the OEM
Switched Engine Protection feature will no longer be supported on these engines.

No programming is required for using the OEM Switched Engine Protection feature. If
the signal (pin 12 of the OEM 50-pin connector) is open, the ECM performs no action.

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Powertrain Protection
Description
Powertrain Protection (PTP) is an electronic torque management feature designed to limit
the output torque of the engine where required in accordance with the capacity of a
vehicle’s respective driven drivetrain components. It is used to prevent the engine from
exceeding the rated torque capacity of drivetrain components. This can be particularly
useful in body builders’ applications, since oftentimes vehicles operate at lower gears and
therefore require a protection mechanism for the drive train. In the case of an auxiliary
drive train mechanism, the Powertrain Protection feature can be programmed for
maximum drivetrain durability.

Implementation
Powertrain Protection is an OEM programmable feature. It is protected under the OEM
Password. If the rated engine torque may exceed the torque rating of any power train
component, set the PTP parameter to Enable. There are three categories of protection
offered by Powertrain Protection: Switched, Axle/Driveshaft, and Transmission.

• PTP Torque Limit Switched:

This function imposes a switched torque limit under conditions specified by the OEM
or Body Builder. Hardware implementation of PTP Torque Limit Switched consists
of wiring a Torque Limit Switch in a 6V switched pull-up circuit. Please refer to
Cummins AEB 15.41, CM850/870/875 Electronic Subsystem Tech. Package – OEM
Components, for the specification of this switch. This switch is placed between pin 13
and pin 34 of the OEM 50-pin connector as seen below.

Normal

PTP Torque Limit Switch

13

CM850/870/875 Torque Limit

34
ECM Switch Return

Figure 24: PTP Torque Limit Switch Connection

The PTP Torque Limit Switch can be either a normally closed switch as shown here
(Momentary in the open position and latched in the closed position) or a normally
open switch (Momentary in the closed position and latched in the open position). The
operation of the PTP Torque Limit Switched feature depends on the switch type
installed and the application-specified switch condition. To specify the switch

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condition, the PTP Torque Limit Switch Usage parameter has to be set properly. If
the PTP Torque Limit Switch should limit torque in the Open position, set the PTP
Torque Limit Switch Usage parameter to Active Open. If the PTP Torque Limit
Switch should limit torque in the Closed position, set the PTP Torque Limit Switch
Usage parameter to Active Close. Circuit failure conditions should be considered
when setting up the PTP Torque Limit Switch Usage parameter. For example, if the
PTP Torque Limit Switch Usage parameter is set to Active Close, a circuit failure to
the Open position will disable the PTP Torque Limit Switched function at all times.

This PTP Torque Limit switch shares an input with and is mutually incompatible with
the Accelerator Interlock Switch unless Accelerator Interlock and/or PTP Torque
Limit Switch are multiplexed on a J1939 datalink.

The PTP Torque Limit Switched feature is programmable. If a hard-wired PTP

Torque Limit Switch is installed, set the PTP Torque Limit Switch parameter to
Enable and program the PTP Torque Limit Switch Usage parameter properly. If the
feature is activated, the engine output torque will be limited to the value set by the
PTP Maximum Torque Allowed Switched parameter. At the same time, the
Accelerator Interlock parameter must be set to Disable. If no PTP Torque Limit
Switch is installed, or PTP Torque Limit Switch signal is multiplexed, set the PTP
Torque Limit Switch parameter to Disable.

• Axle/Driveshaft Torque Limit

This type of protection is in place at all times. The ECM uses the current gear ratio
and the user specified torque limit of the axle or driveshaft to determine the current
maximum torque at the engine. The torque limit of the axle or driveshaft is
determined by the PTP Maximum Torque Allowed by Axle/Driveshaft parameter. If
the axle/driveshaft torque limit protection is not desired, set the PTP Maximum
Torque Allowed by Axle/Driveshaft parameter to the highest allowable value. If the
axle/driveshaft torque limit protection is desired, set the PTP Maximum Torque
Allowed by Axle/Driveshaft parameter to the actual maximum torque desired. A
calculation for the transmission gear ratio is not required as the ECM performs this
calculation during operation.

• Transmission Torque Limit

This feature supports up to three gear ratio bands to allow different torque limit
ranges in different gears. It also includes the torque limit at zero vehicle speed. The
Axle/Driveshaft Torque Limit feature can not provide powertrain protection when the
vehicle is stopped because the ECM can not determine the current transmission gear
until the vehicle moves. The Transmission Torque Limit feature is mainly intended
for use with transmissions which have multiple input limits. Fleet owners may also
find this gear ratio based torque limit function very useful if regulation of the engine
output torque as a function of gear ratio or vehicle speed is desired.

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There are totally eight programmable parameters associated with the Transmission
Torque Limit function. They are PTP Lugback, PTP Ratio of Lowest Gear of Top
Gear Range, PTP Ratio of Lowest Gear of Intermediate Gear Range, PTP Ratio of
Lowest Gear of Bottom Gear Range, PTP Maximum Torque Allowed by
Transmission Top Gear Range, PTP Maximum Torque Allowed by Transmission
Intermediate Gear Range, PTP Maximum Torque Allowed by Transmission Bottom
Gear Range, and PTP Maximum Torque Below Bottom Gear Range or @ 0 Vehicle
Speed. Please refer to Cummins AEB 15.46, CM850/870/875 Electronic Subsystem
Tech. Package – OEM Programming Guide, for detailed information on how to setup
each of these parameters.

The following figure summarizes the general operating functions imposed by the
Transmission Torque Limit feature and explains how each of these parameters works.

PTP Lugback Enable

PTP Maximum Torque Transmission In Top
Allowed by Top Gear Range Gear Range

Vehicle
Transmission In Moving
PTP Maximum Torque Intermediate Gear Range Selected Transmission
Allowed by Intermediate Torque Limit
Gear Range
Transmission In
Bottom Gear Range
PTP Maximum Torque Allowed by Vehicle Not
Bottom Gear Range Moving
Transmission Below
Bottom Gear Range

PTP Maximum Torque Below Bottom

Gear Range or @ 0 Vehicle Speed

Figure 25: Operating Diagram of PTP Transmission Torque Limit

The above three torque limit requests are independent from each other. If only one torque
limit is requested, PTP imposes that limit on the vehicle. If more than one torque limit are
requested, the ECM applies them all in a “least-wins” fashion as shown below.

Torque Limit Switched

Selected PTP
Axle/Driveshaft Torque Limit Min Torque Limit

Transmission Torque Limit

PTP Enable

Figure 26: PTP Torque Limit Selection

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Programming on PTP
As mentioned before, Power Train Protection is an OEM programmable feature.
Cummins Insite software can be used to adjust the parameters in the following way (See
Figure 27 below for a configuration example):

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Powertrain Protection on the right when the Features and Parameters
window fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

5) If Enable is selected, double click on Powertrain Protection to show next level

programmable options.

6) Select the option that needs to be re-configured, then either click the drop down list
button to pick the selection or enter the number directly in the ECM Value
box/column.

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 27: Configuration Example of Powertrain Protection

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For the typical ranges and Cummins default settings of these programmable parameters,
please contact your Cummins Application Engineer or refer to the OEM Programmable
Parameters Table created for ISB02, ISC03, ISL03, ISX02, and ISM02 engines.

Insite Naming Convention

The Cummins Insite service tool uses a quite different naming convention for the
Powertrain Protection feature than the OEM Programming Guide (Cummins AEB 15.46).
The following table highlights the differences:

Table 2: OEM Programming Guide to Insite Name Conversions for PTP

OEM Programming Guide (VEPS) Name Insite Name

PTP Powertrain Protection

PTP Lugback Powertrain Protection Lugback

PTP Torque Limit Switch Torque Limit Switch

PTP Torque Limit Switch Usage Torque Limit Switch Setup

PTP Maximum Torque Allowed Switched Maximum Torque Allowed Switched

PTP Maximum Torque Allowed by Axle/Driveshaft Driveshaft/Axle Torque Limit

PTP Maximum Torque Allowed by Transmission Top Gear Range Limit 1 Torque Limit 1

PTP Maximum Torque Allowed by Transmission Intermediate Gear Limit 2 Torque Limit 2
Range

PTP Maximum Torque Allowed by Transmission Bottom Gear Limit 3 Torque Limit 3
Range

PTP Maximum Torque at Zero Vehicle Speed Maximum Torque at Zero Road Speed

PTP Ratio of Lowest Gear of Top Gear Range Limit 1 Gear Ratio 2

PTP Ratio of Lowest Gear of Intermediate Gear Range Limit 2 Gear Ratio 2

PTP Ratio of Lowest Gear of Bottom Gear Range Limit 3 Gear Ratio 2

N/A Limit 1 Gear Ratio 1 (Read only)

N/A Limit 2 Gear Ratio 1 (Read only)

N/A Limit 3 Gear Ratio 1 (Read only)

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PTO/Remote PTO Control

Overview
PTO/Remote PTO Control is designed to meet the requirements of Power Take-Off
(PTO) applications. The PTO/Remote PTO Control feature will maintain engine speed at
an operator-selectable speed. The engine controlled by the PTO/Remote PTO Control
feature is usually used to drive an on-board or off-board PTO device. The PTO/Remote
PTO Control feature includes three sub-features: Standard PTO (Cab PTO), Remote
PTO, and Alternate PTO (PTO Fire Truck).

The PTO/Remote PTO Control feature is programmable on all Cummins engines. If the
feature is desired, set the PTO/Remote PTO parameter to Enable. If the PTO/Remote
PTO parameter is set Disable, no PTO/Remote PTO function will be available on the
engine.

Standard PTO
Description

Standard PTO is so called Cab PTO. With this feature, the vehicle operator can:

• Select one of three programmed engine speeds (using Set, Resume, and PTO
Additional Switch) ranging from Idle to a programmed Maximum PTO Speed (Note:
The PTO maximum engine speed is subject to be limited by the maximum high speed
governor speed).
• Sequentially step between the three programmed engine speeds.
• Ramp engine speed up or down to the desired engine speed at a programmable ramp-
up (Accel) or ramp-down (Coast) rate.

To control the Standard PTO feature, up to three OEM-supplied switches are required to
install in the Cab or be wired to remote stations on the vehicle. A remote hook-up of the
cab PTO should be distinguished from the Remote PTO, a separate feature discussed later
in this section. These three in-cab switches are: CC/PTO On/Off Switch (a shared
multifunction switch), Set/Resume Switch (a shared multifunction switch), and PTO
Additional Switch. The switches of CC/PTO On/Off and Set/Resume function can also
be multiplexed on a J1939 datalink.

Implementation

As mentioned above, hardware implementation of the Standard PTO Control feature

requires up to three OEM-supplied switches to be installed.

The very first one is CC/PTO On/Off Switch. This switch is to be an On-Off toggle
switch (latched in the either open or closed position). Please refer to Cummins AEB
15.41, CM850/870/875 Electronic Subsystem Tech. Package – OEM Components, for

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the specification of this switch. The switch is installed in a 6V switched pull-up circuit,
and placed between pin 16 and pin 34 on the OEM 50-pin connector as seen below.
Off
CC/PTO On/Off Switch
16

On
CM850/870/875
34
ECM Switch Return

Figure 28: CC/PTO On/Off Switch Connection

The second switch needs to be installed is Set/Resume Switch. Please refer to

Set/Resume Switch section described in this manual for detailed information.

PTO Additional Switch installation is optional for operating Standard PTO Control
depending on if PTO Additional Switch Engine Speed is desired or not. The PTO
Additional Switch allows the operator to select a third governed engine speed (Compared
to one preset engine speed activated by the Set position and a second on the Resume
position of the Set/Resume Switch). This switch is a normally open, double-pole switch
(Momentary in the closed position and latched in the open position). Please refer to
Cummins AEB 15.41, CM850/870/875 Electronic Subsystem Tech. Package – OEM
Components, for the specification of this switch. The switch is installed in a 6V switched
pull-up circuit, and placed between pin 24, pin 25 and pin 34 on the OEM 50-pin
connector as seen below. This double-pole switch is installed such that both of pin 24
(Resume) and pin 25 (Set) are wired to ground when the switch is pressed (closed). The
action for this should be momentary.
Released

Set/Resume Switch (Resume)

24

CM850/870/875 Set/Resume Switch (Set)

25
Pressed

34
ECM Switch Return

Figure 29: PTO Additional Switch Connection

Operation

If the PTO/Remote PTO parameter is enabled, placing the CC/PTO On/Off switch to the
ON position enables Standard PTO Control. To access each of the three programmed
PTO speeds, the operator uses the Set Speed or Resume Speed functions of the

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Set/Resume Switch, or the PTO Additional Switch if installed. If the Set Speed function
is used for activation (momentarily, less than 0.5 second, toggling the Set/Resume switch
to the Set position), selected engine speed will be the PTO Set Switch Engine Speed. If
the Resume Speed function is used for activation (momentarily, less than 0.5 second,
toggling the Set/Resume switch to the Resume position), selected engine speed will be
the PTO Resume Switch Engine Speed. If the PTO Additional Switch is used for
activation, selected engine speed will be the PTO Additional Switch Engine Speed. It is
important to note that Standard PTO Control activates as the switches are released. This
means that if the Set or Resume switches are toggled and held in position, nothing
happens. It is not until the switch is released that the desired speed control is activated.
For this reason, momentary center off type switches are highly recommended for
Standard PTO Control activation.

While Standard PTO Control is active, the engine speed can be ramped down by pressing
and holding the Coast switch, or ramped up by pressing and holding the Accel switch.
Holding the Set/Resume switch to either the Set or Resume position for longer than 0.5
second will enable the Coast or Accel function, depending on which switch position is
held. The engine speed will continue to ramp-up or ramp-down (again, depending on
which switch position is depressed) until the switch is released. PTO Maximum Engine
Speed is achieved by holding the Accel switch, or PTO Minimum Engine Speed is
achieved by holding the Coast switch. If desired, the active Standard PTO Control
functions of the Set/Coast and Resume/Accel switches can be reversed by changing the
parameter Set/Resume Switch Usage, as described in Set/Resume Switch section.

While Standard PTO Control is active, input from the accelerator (either Cab accelerator
or Remote accelerator) can override the PTO Control programmed engine speed if so
desired. If this feature is selected, a PTO Accelerator Override Maximum Engine Speed
can also be selected which limits the engine speed which accelerator input can achieve.
When PTO Accelerator Override is not selected and PTO Control is engaged, any input
from the accelerator is ignored.

The Idle Shutdown feature is also ignored while PTO control is active, unless the Idle
Shutdown In PTO function is enabled as described in Idle Shutdown section.

Clutch or service brake pedal activation can be programmed to return the engine speed to
low idle if so desired. These parameters are PTO Service Brake Override and PTO Clutch
Override. If PTO Service Brake Override is selected (Enabled) any service brake
activation will deactivate Standard PTO operations and cause the engine speed to return
to low idle. Selecting PTO Clutch Override allows any clutch activation to deactivate
Standard PTO operations and return the engine speed to low idle upon depressing the
clutch.

The driver may manually deactivate the Standard PTO Control feature by placing the
CC/PTO On/Off switch to Off. This will typically return the engine fueling control to the
idle governor. Deactivation will automatically occur if the vehicle speed exceeds the
programmed PTO Maximum Vehicle Speed parameter, there is an active vehicle speed
sensor (VSS) fault, or the engine is shut down.

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The following table details all operating functionality, programmable parameter usage,
and switch controls associated with Standard PTO Control.

Table 3. Summary of Standard PTO Operation

Programmable Function Engage Condition

Parameters
PTO/Remote PTO Enable or disable PTO/Remote PTO feature Programming as desired

PTO Maximum Engine Used for limiting maximum engine torque • PTO/Remote PTO enabled
while PTO/Remote PTO engaged • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Load
• PTO engaged
PTO Maximum Vehicle Used for imposing a vehicle speed limit • PTO/Remote PTO enabled
above which PTO/Remote PTO will be • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Speed deactivated
• PTO engaged
PTO Maximum Engine The highest engine speed permitted in • PTO/Remote PTO enabled
PTO/Remote PTO operation (subject to be • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Speed limited by max HSG speed)
• PTO engaged
PTO Minimum Engine The lowest engine speed permitted in • PTO/Remote PTO enabled
PTO/Remote PTO operation • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Speed
• PTO engaged
PTO Zero VSS Limit If enabled, the maximum PTO or Remote • PTO/Remote PTO enabled
PTO engine speed will be further limited by • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Maximum Engine Speed Without VSS when
condition met. Otherwise, PTO Maximum • PTO engaged
Engine Speed is the limit • Loss or tampering of VSS detected, or vehicle speed is zero
PTO Accelerator Override Enable or disable cab or remote accelerator • PTO/Remote PTO enabled
to temporarily increase engine speed beyond • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
the set speed in PTO/Remote PTO operation
• PTO engaged
PTO Accelerator Override The highest engine speed allowed by • PTO/Remote PTO enabled
accelerator override function in PTO/Remote • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Maximum Engine Speed PTO operation
• PTO engaged
PTO Clutch Override Enable or disable clutch pedal to deactivate • PTO/Remote PTO enabled
PTO operation (not Remote PTO) • CC/PTO On/Off Switch is On
• PTO engaged
• Clutch pedal is pressed
PTO Service Brake Enable or disable service brake pedal to • PTO/Remote PTO enabled
deactivate PTO operation (not Remote PTO) • CC/PTO On/Off Switch is On
Override
• PTO engaged
• Service brake pedal is pressed
PTO Set Switch Engine Preset engine speed to be selected by • PTO/Remote PTO enabled
Set/Resume Switch (Set) • CC/PTO On/Off Switch is On
Speed
• Set position of Set/Resume Switch is toggled and released
PTO Resume Switch Preset engine speed to be selected by • PTO/Remote PTO enabled
Set/Resume Switch (Resume) • CC/PTO On/Off Switch is On
Engine Speed
• Resume position of Set/Resume Switch is toggled and released
PTO Additional Switch Preset engine speed to be selected by PTO • PTO/Remote PTO enabled
Additional Switch • CC/PTO On/Off Switch is On
Engine Speed
• PTO Additional Switch is toggled and released
PTO Engine Speed Controls engine speed ramp up & down rate • PTO/Remote PTO enabled
when using Accel or Coast (Set/Resume • PTO activated
Switch Ramp Rate Switch)

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In Table 3 above, the PTO Maximum Engine Load parameter is mentioned. The
following diagram (Figure 30) shows how the PTO Maximum Engine Load feature limits
the engine output torque level. It should be noted that engine output torque is only limited
while the engine is operating in the PTO operating mode (Standard PTO or Remote
PTO). Engine output torque is not limited when the PTO mode is not engaged. Refer to
the Powertrain Protection section described in this manual for engine toque limiting
outside of the PTO operating mode.

As shown in this example, engine torque is limited by the programmed value. This
feature does not effect the engine’s operating speed range. In addition, engine output
torque will be limited by the lesser of either the programmed value or the maximum
capability of the engine.

Max Engine Torque

PTO Maximum Engine Load

RPM

Figure 30: Available Engine Torque is Limited to the Shaded Region

Remote PTO
Description

The Remote PTO feature is useful when set programmed engine speeds are required, and
the ability to ramp up or down once a programmed speed is achieved is not desired. This
feature utilizes five pre-programmed engine speeds to supplement the three offered by
Standard PTO Control. Remote PTO is activated by Remote PTO On/Off Switch if the
PTO/Remote PTO control parameter is enabled. The Remote PTO On/Off Switch can be
hard-wired outside the vehicle cab or multiplexed on a J1939 datalink. The Remote PTO
On/Off switch has higher priority than Cab PTO switches. The CC/PTO On/Off Switch
does not have to be ON to allow Remote PTO to be activated.

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Input from the accelerator pedal can override the Remote PTO Control programmed
engine speed if so desired. If this feature is selected, a PTO Accelerator Override
Maximum Engine Speed can also be selected which limits the engine speed which
accelerator input can achieve. When PTO Accelerator Override is not selected and
Remote PTO Control is engaged, any input from the accelerator is ignored. However, the
service brake and clutch pedals cannot deactivate the Remote PTO under any
circumstances.

Remote PTO is deactivated if the Remote PTO On/Off switch is turned Off, the vehicle
speed exceeds PTO Maximum Vehicle Speed, there is an active vehicle speed sensor
(VSS) fault, or the engine is shut down.

Implementation

Hardware implementation of Remote PTO consists of wiring a Remote PTO On/Off

Switch in a 6V switched pull-up circuit. This switch is to be an On-Off toggle switch
(latched in the either open or closed position). Please refer to Cummins AEB 15.41,
CM850/870/875 Electronic Subsystem Tech. Package – OEM Components, for the
specification of this switch and other possible configurations. The switch is placed
between pin 4 and pin 34 on the OEM 50-pin connector as seen below.

Off

Remote PTO On/Off Switch

4

On
CM850/870/875

34
ECM Switch Return

Figure 31: Remote PTO On/Off Switch Connection

Operation

If the PTO/Remote PTO parameter is enabled, placing the Remote PTO On/Off switch to
the ON position enables Remote PTO Control and selects Remote PTO Speed Setting 1.
There are up to five preset engine speeds which may be selected using Remote PTO
On/Off Switch. The availability of these parameters is determined by the value of the
Remote PTO Number Of Speed Settings parameter. For example, if this parameter is set
to three, Remote PTO Speed Setting 1 through Remote PTO Speed Setting 3 are
available for programming, and may be selected via Remote PTO On/Off Switch. In this
case, Remote PTO Speed Setting 4 and Remote PTO Speed Setting 5 are invalid for
Remote PTO Control. To access the additional Remote PTO Speed Settings, refer to the
following diagram for the visual clarification.

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Remote PTO Remote PTO Remote PTO

Speed Setting 1 Speed Setting 3 Speed Setting 2

Switch On

Low Idle

Switch Off

Time

Figure 32. Method of Selecting Remote PTO Speed Settings

The ECM contains a counter on the number of switch transitions of the Remote PTO
On/Off Switch. Every time the switch is closed (On), the controller will count this as an
increment of the desired speed set number. For instance, if the switch is closed only once,
the engine will control to the programmed Remote PTO Speed Setting 1. If the switch is
closed three times, the engine will be controlled to Remote PTO Speed Setting 3. Set
speed switch closures designed to activate speed settings 2 through 5 are to act between
0.020 and 0.5 seconds apart or less. Once the controller sees no additional switch closures
for greater than 0.5 seconds since the last switch event, the engine speed will be set to
that desired engine speed setting and its switch counter will be reset to zero.

For example, as seen in Figure 21, first the Remote PTO On/Off switch is closed (On)
once for more than 0.5 seconds and Remote PTO Speed Setting 1 is selected. The switch
is then opened (Off) and engine speed returns to low idle. Next, the switch is closed 3
times (closures are less than 0.5 seconds apart) and Remote PTO Speed Setting 3 is
attained after more than 0.5 seconds have passed. Then, the switch is closed twice -
without returning to the open position first. After more than 0.5 seconds later, the
controller sees no additional switch inputs, the counter is reset to zero, and Remote PTO
Speed Setting 2 (the desired engine speed) is attained.

If the Remote PTO On/Off switch is toggled more often than the value programmed for
the Remote PTO Number Of Speed Settings parameter, the ECM switch counter will
reset back to 1 once the programmed value is attained. For example, if the Remote PTO
Number Of Speed Settings parameter is set to 4 and the switch is toggled 6 times in less
than 0.5 second increments, the engine speed setting will be set to Remote PTO Speed
Setting 2.

The following table details all operating functionality, programmable parameter usage,
and switch controls associated with Remote PTO Control.

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Table 4. Summary of Remote PTO Operation

Programmable Function Engage Condition

Parameters
PTO/Remote PTO Enable or disable PTO/Remote PTO feature Programming as desired

PTO Maximum Engine Used for limiting maximum engine torque • PTO/Remote PTO enabled
while PTO/Remote PTO engaged • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Load
• PTO engaged
PTO Maximum Vehicle Used for imposing a vehicle speed limit • PTO/Remote PTO enabled
above which PTO/Remote PTO will be • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Speed deactivated
• PTO engaged
PTO Maximum Engine The highest engine speed permitted in • PTO/Remote PTO enabled
PTO/Remote PTO operation (subject to be • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Speed limited by max HSG speed)
• PTO engaged
PTO Minimum Engine The lowest engine speed permitted in • PTO/Remote PTO enabled
PTO/Remote PTO operation • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Speed
• PTO engaged
PTO Zero VSS Limit If enabled, the maximum PTO or Remote • PTO/Remote PTO enabled
PTO engine speed will be further limited by • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Maximum Engine Speed Without VSS when
condition met. Otherwise, PTO Maximum • PTO engaged
Engine Speed is the limit • Loss or tampering of VSS detected, or vehicle speed is zero
PTO Accelerator Override Enable or disable cab or remote accelerator • PTO/Remote PTO enabled
to temporarily increase engine speed beyond • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
the set speed in PTO/Remote PTO operation
• PTO engaged
PTO Accelerator Override The highest engine speed allowed by • PTO/Remote PTO enabled
accelerator override function in PTO/Remote • CC/PTO On/Off Switch is On or Remote PTO On/Off Switch is On
Maximum Engine Speed PTO operation
• PTO engaged
Remote PTO Number of Defines the number of preset engine speeds • PTO/Remote PTO enabled
for Remote PTO feature that may be • Programming as desired
Speed Settings accessed using Remote PTO On/Off Switch
Remote PTO Speed Preset engine speed to be selected by Remote • PTO/Remote PTO enabled
PTO On/Off Switch • Remote PTO Number of Speed Settings set to 1 minimum
Setting 1
• Remote PTO On/Off Switch is On
• Remote PTO On/Off Switch is toggled once
Remote PTO Speed Preset engine speed to be selected by Remote • PTO/Remote PTO enabled
PTO On/Off Switch • Remote PTO Number of Speed Settings set to 2 minimum
Setting 2
• Remote PTO On/Off Switch is On
• Remote PTO On/Off Switch is toggled twice
Remote PTO Speed Preset engine speed to be selected by Remote • PTO/Remote PTO enabled
PTO On/Off Switch • Remote PTO Number of Speed Settings set to 3 minimum
Setting 3
• Remote PTO On/Off Switch is On
• Remote PTO On/Off Switch is toggled three times
Remote PTO Speed Preset engine speed to be selected by Remote • PTO/Remote PTO enabled
PTO On/Off Switch • Remote PTO Number of Speed Settings set to 4 minimum
Setting 4
• Remote PTO On/Off Switch is On
• Remote PTO On/Off Switch is toggled four times
Remote PTO Speed Preset engine speed to be selected by Remote • PTO/Remote PTO enabled
PTO On/Off Switch • Remote PTO Number of Speed Settings set to 5
Setting 5
• Remote PTO On/Off Switch is On
• Remote PTO On/Off Switch is toggled five times

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Alternate PTO
Description

The Alternate PTO feature, also known as PTO Fire Truck, is specifically designed for
the fire truck pumper applications. The intent of Alternate PTO is to give the fire truck
pumper more PTO functionality via a special option. The Alternate PTO feature operates
as the standard PTO feature except the following:

• In Alternate PTO, the feature is engaged on the rising edge of the Set/Resume switch
(the standard PTO is activated on the falling edge of the Set/Resume switch).

• In Alternate PTO, the feature is engaged at the current engine speed, not a preset
speed.

• In Alternate PTO, the only way to change the engine speed is to smoothly ramp up or
down with the Set/Resume switch. No “step” speed change is allowed.

• In Alternate PTO, the PTO Additional Switch function is not valid.

Implementation

Hardware implementation of the Alternate PTO feature is the same as Standard PTO
Control. A momentary switch must be used to enable the Alternate PTO function just like
the standard PTO operation. Please refer to Standard PTO section described above for
more detailed explanations.

The Alternate PTO feature is programmable on Cummins 02/03 engines. If the vehicle
should use the Alternate PTO function, set the Alternate PTO parameter to Enable. If the
Alternate PTO feature is enabled, the vehicle will no longer has Standard PTO operation.

Programming on PTO/Remote PTO Control

Figure 33 below shows how Cummins Insite software can be used to configure the
CM850/870/875 Engine Control Module for the PTO/Remote PTO Control. To make the
necessary adjustments:

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select PTO/Remote PTO on the right when the Features and Parameters window
fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

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5) If Enable is selected, double click on PTO/Remote PTO to show next level

programmable options.

6) Select the option that needs to be re-configured, then either click the drop down list
button to pick the selection or enter the number directly in the ECM Value
box/column.

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 33: Configuration Example of PTO/Remote PTO Control

For the typical ranges and Cummins default settings of these programmable parameters,
please contact your Cummins Application Engineer or refer to the OEM Programmable
Parameters Table created for ISB02, ISM02, ISX02, ISC03, and ISL03 engines.

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Special Considerations for Rear Mounted Auxiliary Components

In many applications, auxiliary components such as hydraulic pumps, vacuum pumps,
chippers, grinders, and the like are connected through a transfer case behind the vehicle
transmission. When the auxiliary equipment is engaged, the tailshaft of the transmission
turns even though the wheels of the vehicle are stationary. On vehicles where a vehicle
speed sensor is applied to the transmission tailshaft, the engine ECM will calculate
vehicle speed from the rotation of this tailshaft. As mentioned before, if this calculated
vehicle speed exceeds the PTO Maximum Vehicle Speed parameter, PTO Control is
deactivated and the engine is returned to low idle speed. For such applications, it is
necessary to disconnect the vehicle speed sensor (VSS) input to the engine ECM.

Vehicle Speed Sensor Disconnection: Disconnecting the VSS input to the engine ECM
must be done while the tailshaft is not rotating. Otherwise, a VSS sensor fault will occur
and PTO control will thereby be completely disabled. To prevent the open circuit from
the harsh environment conditions, the VSS connector must be capped when the speed
sensor is disconnected. When the drive axle is again engaged, the speed sensor must be
reconnected.

To be cautions, for the Magnetic Pickup VSS type sensor, the disconnected lead should
be switched to a resistor to shield the circuit from random noise, as shown in Figure 34
below. Since the function of the resistor shown below is simply to minimize the effects
stray EMI may have on the system, the actual value of the resistor used is not important.
Any resistor of 47 ohms or greater will be sufficient.

TO PIN 27

TO PIN 36

Figure 34: Proper Disconnection of the Magnetic Pickup VSS

Note: Do not set the VSS Type parameter to “None” unless approved by Cummins
application engineers. Applications with varying gear ratios but no VSS signal may suffer
stability issues or noticeable speed surges.

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Rear Axle Ratio Switch (ISB02, ISC03, ISL03)

Description
The Rear Axle Ratio Switch feature is designed for vehicles used in two-speed rear axle
ratio applications. Vehicles with a switchable rear axle ratio will have one rear axle ratio
associated with an open Rear Axle Ratio Switch, and another rear axle ratio associated
with a closed Rear Axle Ratio Switch. The ECM will read the position of the Rear Axle
Ratio Switch to determine the value of rear axle ratio that the vehicle is using. The Rear
Axle Ratio Switch feature is supported on ISB02, ISC03, and ISL03 engines. The feature
is programmable. The Rear Axle Ratio Switch can also be multiplexed on a J1939
datalink.

Implementation
Hardware implementation of Rear Axle Ratio Switch consists of wiring a Rear Axle
Ratio Switch in 6V switched pull-up circuit. The switch is to be an On-Off toggle switch
(latched in the either open or closed position). Please refer to Cummins AEB 15.41,
CM850/870/875 Electronic Subsystem Tech. Package – OEM Components, for the
specification of this switch. The switch is placed between pin 7 and pin 34 on the OEM
50-pin connector as seen below.

Rear Axle Ratio Low

Rear Axle Ratio Switch
7
Rear Axle Ratio High
CM850

34
ECM Switch Return

Figure 35: Rear Axle Ratio Switch Connection

If a switchable rear axle ratio function (uses a two-speed rear axle) is desired and the
Rear Axle Ratio Switch is installed, set the Rear Axle Ratio Switch (Two Speed Rear
Axle) parameter to Enable. If the Rear Axle Ratio Switch parameter is enabled, set the
Rear Axle Ratio Low (Rear Axle Ratio) parameter equal to the ratio of the low rear axle
and the Rear Axle Ratio High (Two Speed Rear Axle Ratio) parameter equal to the ratio
of the high rear axle. In the single-speed rear axle ratio applications, set the Rear Axle
Ratio Switch parameter to Disable. If the Rear Axle Ratio Switch feature is disabled, set
the Rear Axle Ratio High parameter equal to the Rear Axle Ratio Low parameter which
is the only rear axle ratio used on the vehicle.

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To program the Rear Axle Ratio Switch feature using Cummins Insite tool, do the
following:

1) Connect a PC to a CM850 ECM.

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Two Speed Rear Axle under the Vehicle Speed Source feature on the right
when the Features and Parameters window fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

5) If Enable is selected, double click on Two Speed Rear Axle to show Two Speed
Rear Axle Ratio programming option.

6) Enter the number directly in the ECM Value box/column for Two Speed Rear Axle
Ratio (Note: The Rear Axle Ratio Low parameter is shown as Rear Axle Ratio
under the Vehicle Speed Sensor Type group).

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 36: Configuration Example of Rear Axle Ratio Switch

For the typical ranges and Cummins default settings of these programmable parameters,
please contact your Cummins Application Engineer or refer to the OEM Programmable
Parameters Table created for ISB02, ISC03, and ISL03 engines.

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Remote Accelerator
Description
A Remote Accelerator function is available on Cummins ISM02, ISX02, ISB02, ISC03
and ISL03 engines, which allows the use of a continuously variable accelerator. Its
simpler interface makes the remote accelerator suitable for extended lengths of wiring.
Since the remote accelerator input to the CM850/870/875 control module does not
include an idle validation switch, it is intended for stationary applications only, and not to
be used for any mobile applications.

A programmable option, Remote Accelerator with Override, is also available in this

feature. If enabled, the Cab accelerator (main accelerator) is able to override the remote
accelerator signal during remote accelerator operation. This capability is specifically
designed for the fire truck applications.

Implementation
Hardware implementation of the Remote Accelerator feature consists of wiring in a
Remote Accelerator Position Sensor and a Remote Accelerator On/Off Switch. The
Remote Accelerator Position signal and the Remote Accelerator On/Off Switch can also
be multiplexed on a J1939 datalink if desired so.

The Remote Accelerator Position Sensor signal differs from the cab Accelerator Position
signal in two key ways: the Remote Accelerator Position sensor does not have Idle
Validation, and it dose not have dedicated power supply and return pins on the ECM. The
Remote Accelerator Position Sensor uses a 5V ratiometric analog circuit to detect the
value of a continuously variable voltage. Please refer to CES 14118 for the detailed
interface and sensor specifications. As seen below, the Remote Accelerator Position
Sensor signal is wired on pin 26 of the OEM 50-pin connector. The sensor power supply
and the return are placed on pin 21 and pin 32 of the OEM 50-pin connector respectively.
The twisted wiring is required for this connection.

Sensor Supply
21

Remote Accelerator Position Signal

CM850/870/875 26
ECM Sensor Return
32

Figure 37: Remote Accelerator Position Sensor Connection

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Hardware implementation of Remote Accelerator On/Off Switch consists of wiring a

Remote Accelerator On/Off Switch in a 6V switched pull-up circuit. This switch is to be
an On-Off toggle switch (latched in the either open or closed position). Please refer to
Cummins AEB 15.41, CM850/870/875 Electronic Subsystem Tech. Package – OEM
Components, for the specification of this switch. The switch is placed between pin 3 and
pin 34 on the OEM 50-pin connector as seen below.

Off

Remote Accelerator On/Off Switch

3
On
CM850/870/875

34
ECM Switch Return

Figure 38: Remote Accelerator On/Off Switch Connection

Operation
When the Remote Accelerator feature is enabled, the operator activates the Remote
Accelerator feature by placing the Remote Accelerator On/Off Switch to ON (close the
switch) and adjusting the remote accelerator to a position lower than the cab accelerator.
When the remote accelerator becomes active, the cab accelerator function is ignored if
the Remote Accelerator with Override parameter is set to Disable. To deactivate the
Remote Accelerator feature, the operator places the Remote Accelerator On/Off Switch
to OFF (open the switch) and adjusts the cab accelerator pedal. The Remote Accelerator
feature will then deactivate when the cab accelerator is in a position lower than the
Remote Accelerator. Deactivation occurs automatically if a remote accelerator fault
becomes active. If the Remote Accelerator with Override parameter is set to Enable, the
ECM will allow the cab accelerator override the remote accelerator signal during remote
accelerator operation.

The Remote Accelerator feature is programmable. Cummins Insite software can be used
to enable or disable this option. Adjustments can be made in the following way:

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Remote Accelerator on the right when the Features and Parameters window
fully displayed.

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4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

5) If Enable is selected, double click on Remote Accelerator to show the Remote

Accelerator with Override programming parameter.

6) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable as desired.

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 39: Configuration Example of Remote Accelerator

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Set/Resume Switch
Description
The Set/Resume Switch is not an actual feature by itself. It operates a few features on a
single installation. Because of its critical and unique function, it is necessary to
summarize the operational information for this switch and describe how all related
features are operated by this switch. The following table details all functionality and the
implication of the Set/Resume Switch:

Table 5. Set/Resume Switch Functionality Summary

Controlled Feature Performed Function Engage Condition

Cruise Control • Engage at current vehicle • Cruse Control enabled
speed or saved Resume • Vehicle speed is above 30 mph
speed
• No VSS errors
• Bump- up or bump-down
• CC/PTO On/Off switch is On
• Ramp-up or ramp-down
• Service brake and clutch
pedals are not pressed
Diagnostics List and flash-out the next or • Engine is stopped
previous fault code • Key Switch is On
• Diagnostics On/Off switch is
On
Low Idle Speed Adjustment Increase or decrease the idle • Low Idle Speed Adjustment
speed enabled
• Engine is at idle
• CC/PTO On/Off switch is Off
Standard PTO • Engage PTO • PTO enabled
• Bump- up or bump-down • Engine speed is between min
• Ramp-up or ramp-down PTO and max PTO speed
• Engine load is below max
PTO load
• No VSS faults
• Vehicle speed is below max
PTO speed
• Clutch and brake pedal not
pressed if required
• CC/PTO On/Off switch is On
Alternate PTO • Engage Alternate PTO • All conditions in PTO met
• Ramp-up or ramp-down • Alternate PTO enabled
Smart Road Speed Governor • Bump- up or bump-down • Smart RSG enabled
• Ramp-up or ramp-down • Engine speed is above idle
• CC/PTO On/Off switch is Off

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Implementation
Hardware implementation of Set/Resume Switch consists of wiring a Set/Resume Switch
in a 6V switched pull-up circuit. This switch is a three-position switch which has the
following characteristics: a momentary up position, a momentary down position, and r
return to a center position. The switch closes and grounds a different circuit in each
momentary position, activating functions in either position. The center position leaves
both circuits open. Functions activated at these switch positions vary with the selected
feature and programming. Please refer to Cummins AEB 15.41, CM850/870/875
Electronic Subsystem Tech. Package – OEM Components, for the specification of this
switch.

The switch is placed between pin 24, pin 25 and pin 34 on the OEM 50-pin connector as
seen below.

Set/Resume Switch (Resume) Resume/Accel or Coast

24

Set/Resume Switch (Set)

CM850/870/875 25
Set/Coast or Accel
34
ECM Switch Return

Figure 40: Set/Resume Switch Connection

There is a programmable option associated with the Set/Resume Switch. This

programmable parameter is called Set/Resume Switch Usage (Cruise Switch Setup). If
the Set function should be associated with the Coast function, set the Set/Resume Switch
Usage parameter to Set/Coast. If the Set function should be associated with the Accel
function, set the Set/Resume Switch Usage parameter to Set/Accel. The Resume function
of the Set/Resume Switch will automatically assume to opposite association from the Set
function, i.e., Set/Coast = Resume/Accel, and Set/Accel = Resume/Coast. Please refer to
Cummins AEB 15.46, CM850/870/875 Electronic Subsystem Tech. Package – OEM
Programming Guide, for the detailed programming strategy and feature descriptions
associated with this switch.

To program the Set/Resume Switch usage using Cummins Insite tool, do the following:

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Cruise Control Switch Setup on the right when the Features and
Parameters window fully displayed.

4) Double click on Cruise Control Switch Setup to show Cruise Switch Setup option.

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5) Click in the Set/Accelerate (or Set/Coast) box, then click the drop down list button
to select either Set/Accelerate or Set/Coast.

6) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 41: Configuration Example of Set/Resume Switch

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Starter Lockout
Description
The Starter Lockout feature is designed to prevent the starter motor from engaging while
the engine is running. It is especially useful for vehicles where the operator sits far away
from the engine. For the Starter Lockout feature operates properly, an OEM-supplied
starter lockout relay must be installed into the engine start circuit. Refer to Wiring
Diagram in Cummins AEB 15.39, CM850/870/875 Electronic Subsystem Tech. Package
– OEM Interfaces, for the guidance of wiring this starter lockout relay. The Starter
Lockout is a programmable feature, which is available on all Cummins 2002/2003
engines.

Implementation
If the Starter Lockout feature is desired, then a Starter Lockout Relay should be wired in
a switched source driver circuit (outputs either a battery voltage or 0 voltage). The relay
is placed between pin 49 and pin 42 on the OEM 50-pin connector as seen below. The
twisted wiring is recommended. The installed relay can be either a Normally Open or a
Normally Closed Relay depending on the programmable setting of the Starter Lockout
Relay Type parameter. Refer to Cummins AEB 15.41, CM850/870/875 Electronic
Subsystem Tech. Package – OEM Components, for the specifications of this relay.

Starter Lockout
49 Starter
CM850/870/875 Lockout
42 Relay
ECM General Return

Figure 42: Starter Lockout Relay Connection

Note: The Starter Lockout Relay pinout (pin 49) is shared with one of the two pins used
for the Switched Outputs feature on ISB02, ISC03, and ISL03 engines. The Switched
Outputs feature requires special calibration support. If the Switched Outputs feature is
ordered, the Starter Lockout feature may no longer be supported on these engines.

As mentioned above, the Starter Lockout feature is programmable. If the feature is

desired and the Starter Lockout relay is installed, set the Starter Lockout parameter to
Enable. Then set the Starter Lockout Relay Type parameter to either Normally Open or
Normally Closed depending on the relay installed. If a normally open Starter Lockout
Relay is used, the ECM will energize the relay (close the contact) whenever the engine
stops and allow the engine start. The relay will be de-energized (return to open position)
if the engine is running and disallow the engine start. If a normally closed Starter Lockout
Relay is used, the ECM will de-energize the relay (stay in closed position) whenever the

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engine stops and allow the engine start. The relay will be energized (open the contact) if
the engine is running and disallow the engine start.

To program the Starter Lockout feature using Cummins Insite tool, do the following:

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Starter Lockout on the right when the Features and Parameters window
fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

5) If Enable is selected, double click on Starter Lockout to show Starter Lockout

Relay Type.

6) Click in the Normally Open (or Normally Closed) box, then click the drop down list
button to select either Normally Open or Normally Closed.

7) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 43: Configuration Example of Starter Lockout

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Switchable Governor
Description
The Switchable Governor feature provides a way to switch between an Automotive
Governor (Min./Max. governor or Torque Controlled Governor) to a Variable Speed
Governor (Engine Speed Controlled Governor) to meet different application needs. The
ECM will use the selected governor as the default and the other governor as the switched
option. The difference between Automotive Governor and Variable Speed Governor is
that the former translates accelerator position into fuel rate, approximating accelerator
position to engine torque while the later will translate accelerator position into engine
speed, approximating accelerator position to engine speed. Variable Speed Governor is
used when tight engine speed control is required, such as vocational applications using a
“creep” gear.

Implementation
Hardware implementation of the Switchable Governor Type feature consists of wiring a
Governor Type Switch in a 6V switched pull-up circuit. This switch is to be an On-Off
toggle switch (latched in the either open or closed position). Please refer to Cummins
AEB 15.41, CM850/870/875 Electronic Subsystem Tech. Package – OEM Components,
for the specification of this switch. The switch is placed between pin 14 and pin 34 on the
OEM 50-pin connector as seen below.

Programmable
Governor Type Switch
14

Alternate
CM850/870/875

34
ECM Switch Return

Figure 44: Governor Type Switch Connection

The Governor Type Switch shares an input with and is mutually incompatible with
Switched Maximum Engine Operating Speed Switch.

The Switchable Governor feature is programmable. The Governor Type Switch function
only applies if the Switchable Governor Type parameter is enabled. If a hard-wired
Governor Type Switch is installed and the Switchable Governor feature is desired, set the
Switchable Governor Type parameter to Enable. At the same time, set the Switched
Maximum Engine Operating Speed parameter to Disable. If the feature is enabled, the
ECM will read the position of the Governor Type Switch to determine whether to use the
Programmable governor or Alternate governor. If a closed switch position is detected, the

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ECM will use the Alternate governor. If an open switch position is detected, the ECM
will use the Programmable governor. The Programmable governor is determined by
setting the Governor Type (Accelerator Type) parameter to either Automotive or
Variable Speed Governor as desired. The Alternate governor automatically assumes the
opposite governor from the Programmable. If the Switchable Governor Type parameter is
set to Disable, the ECM will always use the Programmable governor set by Governor
Type parameter. In this case, no Alternate governor can be selected (Governor Type
Switch signal is invalid).

The governor selection can be accomplished with either Switchable Governor Type
switch or Cummins Insite tool. Adjustments using Cummins Insite software can be made
in the following way:

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Accelerator Type on the right when the Features and Parameters window
fully displayed.

4) Double click on Accelerator Type to show the programming options of Accelerator

Type and Governor Type Switch.

5) Click in the ECM Value column/box, then click the drop down list button to pick the
selection on each option.

6) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 45: Configuration Example of Switchable Governor

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Switched Maximum Engine Operating Speed

Description
In many applications, exceeding a certain engine speed does not affect the engine
adversely but can be extremely detrimental to auxiliary equipment it powers. For
example, the vehicle’s hydraulic system could be damaged if not protected from
excessive power generated by high speeds. Cummins Switched Maximum Engine
Operating Speed provides this protection by limiting engine speed when auxiliary
systems are engaged.

Implementation
Hardware implementation of the Switched Maximum Engine Operating Speed feature
consists of wiring a Maximum Operating Speed Switch in a 6V switched pull-up circuit.
This switch is to be an On-Off toggle switch (latched in the either open or closed
position). Please refer to Cummins AEB 15.41, CM850/870/875 Electronic Subsystem
Tech. Package – OEM Components, for the specification of this switch. The switch is
placed between pin 14 and pin 34 on the OEM 50-pin connector as seen below.

Limit

Maximum Operating Speed Switch

14

Normal
CM850/870/875

34
ECM Switch Return

Figure 46: Maximum Operating Speed Switch Connection

The Maximum Operating Speed Switch shares an input with and is mutually
incompatible with Switchable Governor Type Switch.

The Switched Maximum Engine Operating Speed feature is programmable. If a hard-

wired Maximum Operating Speed Switch is installed and the vehicle should limit the
maximum engine speed, set the Switched Maximum Engine Operating Speed parameter
to Enable. At the same time, the Switchable Governor Type parameter should be set to
Disable. When the Switched Maximum Engine Operating Speed feature is enabled, the
ECM will or will not apply the Maximum Switched Engine Speed to limit the engine
speed depending on the setting of the Maximum Operating Speed Switch Setup
parameter and the actual position of the Maximum Operating Speed Switch. When the
Maximum Operating Speed Switch Setup parameter is set to Active Open (as an example
shown in Figure x above), an Open switch position will limit the engine speed up to the
Maximum Switched Engine Speed (This limit will competes with all other limits in a

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least-wins fashion). A Closed switch position in this case will not impose the Maximum
Switched Engine Speed limit to the engine speed limit selection. When the Maximum
Operating Speed Switch Setup parameter is set to Active Close, a Closed switch position
will limit the engine speed up to the Maximum Switched Engine Speed (This limit will
competes with all other limits in a least-wins fashion). An Open switch position in this
case will not impose the Maximum Switched Engine Speed limit to the engine speed
limit selection.

The Body Builder should carefully consider which switching logic to use for this
application. If setting the Maximum Operating Speed Switch Setup parameter to Active
Open, a Maximum Operating Speed Switch must be installed or the pinout must be
strapped to the ground. If not, the Switched Maximum Engine Operating Speed feature
will limit the engine speed at all times. Circuit failure conditions should also be
considered. For example, if the Maximum Operating Speed Switch Setup parameter is set
to Active Close, a circuit failure to the Open position will disable the Switched Maximum
Engine Operating Speed feature at all times.

Cummins Insite software can be used to enable or disable this option. Adjustments can be
made in the following way:

1) Connect a PC to an ECM (CM850/870/875).

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Switched Maximum Engine Operating Speed on the right when the
Features and Parameters window fully displayed.

4) Click in the Enable (or Disable) box, then click the drop down list button to select
either Enable or Disable.

5) If Enable is selected, double click on Switched Maximum Engine Operating Speed

to show additional programming options.

6) To program the Maximum Operating Speed Switch Setup parameter, click in the
Active Open (or Active Closed) box, then click the drop down list button to select
either Active Open or Active Closed.

7) To program the Maximum Switched Engine Speed parameter, click in the ECM
Value column/box, then enter the rpm number desired (It is subject to be limited by
the parameter range setting).

8) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

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Figure 47: Configuration Example of Switched Max Engine Operating Speed

For the typical ranges and Cummins default settings of these programmable parameters,
please contact your Cummins Application Engineer or refer to the OEM Programmable
Parameters Table created for ISB02, ISM02, ISX02, ISC03, and ISL03 engines.

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Transmission PWM Output (ISB02, ISC03, ISL03)

Description
The Transmission PWM Output (also called Transmission Shift Modulation) feature
allows customers to tailor an ECM generated PWM signal whose duty cycle is
proportional to the demanded engine torque, speed or throttle. The signal can be used to
drive an electronic shift modulation relay on the transmission, which allows for simple
one wire shift control on many transmissions. This signal can also be used as a kickdown
signal where the signal is either at Battery + or Ground (0 Volt) depending on the engine
load or speed. The Transmission PWM Output feature is supported on ISB02, ISC03, and
ISL03 engines. The feature is programmable.

Implementation
If the Transmission PWM Output feature is desired, then an electronic shift modulation
relay or a similar device can be wired in a switched source driver circuit (outputs either a
battery voltage or 0 voltage). The relay is placed between pin 48 and pin 33 on the OEM
50-pin connector as seen below. The twisted wiring is recommended for this connection.

Transmission PWM Output

48 Electronic Shift
CM850 Modulation
33 Relay
ECM General Return

Figure 48: Transmission PWM Output Relay Connection

Note: The Transmission PWM Output pinout (pin 48) is shared with one of the two pins
used for the Switched Outputs feature on ISB02, ISC03, and ISL03 engines. The
Switched Outputs feature requires special calibration support. If the Switched Outputs
feature is ordered, the Transmission PWM Output feature may no longer be supported on
these engines.

The Transmission PWM Output signal may be programmed to one of seven different
modes of operation by setting the Transmission Output Type parameter. The available
options are listed below.

As an example, if the Transmission Output Type parameter is set to 14 (80% Throttle On,
65% Throttle Off) then the ECM will output a voltage signal that transitions from 0 volt
to the battery voltage when the throttle exceeds 80%. A transmission can use this signal

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for downshifting. When the throttle goes below 65%, the signal will be transitioned from
the battery voltage to 0 volt, which the transmission can use it for upshifting.

Table 6: Transmission Output Type Settings

Transmission Description Applications

Output Type

14 80% Throttle On, 65% Throttle Off Allison AT, MT & HT Transmissions

16 None Output is disabled

17 PWM with Duty Cycle Directly Aisin A581 & ZF Ecomat Transmissions
Proportional to Throttle

18 PWM with Duty Cycle Inversely No known use at this time

Proportional to Throttle

19 70% Throttle On, 55% Throttle Off Allison AT, MT & HT Transmissions

20 60% Throttle On, 45% Throttle Off Default for Allison AT, MT & HT
Transmissions

21 PWM with Duty Cycle Directly Used for Industrial Applications

Proportional to Engine Speed

To program the Transmission PWM Output feature using Cummins Insite tool, do the
following:

8) Connect a PC to a CM850 ECM.

9) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

10) Select Transmission Pulse Width Modulation Output Type under the
Transmission Setup feature on the right when the Features and Parameters window
fully displayed.

11) Click in the ECM Value column/box, then click the drop down list button to pick the
selection.

12) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

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Figure 49: Configuration Example of Transmission PWM Output

Note: The Transmission PWM Output feature is unnecessary and obsolete for transmis-
sions which are J1939-compatible. Such transmissions should pull load and
torque information from the J1939 datalink and do not need to use this feature.

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Vehicle Speed Input

Description
The Vehicle Speed Input feature is programmable. Cummins engines currently supports
six types of vehicle speed inputs. They are:

• None – No Vehicle Speed Sensor (VSS) is installed or datalink signal is broadcasted.

• Magnetic – A hardwired Magnetic Pickup (Variable Reluctance) or Digital (Hall
Effect) sensor is installed.
• Pulses Per Mile – A digital input signal (a constant pulse per mile signal) for the
vehicle speed is hardwired into the ECM if a logic level signal is already available
from an OEM-supplied signal conditioner. ECM will read each pulse as a specified
distance (It is currently supported on ISB02, ISC03, and ISL03 engines only).
• Tachograph – A hardwired Tachograph device is installed.
• Tailshaft Datalink – A Tailshaft speed signal read on J1939 Datalink.
• Tachograph Datalink – A Tachograph signal read on J1939 Datalink.

The vehicle speed sensor must have a wire dedicated to the electronic control module
with the correct polarity. The vehicle speed sensor wire must use twisted pair wires at a
rate of one twist per inch. The vehicle speed sensor must meet the Cummins Vehicle
Speed Input Electrical Interface standard (Application Engineering Bulletin 119.01). For
more detailed information on the VSS specifications, usage and wiring or installation
requirements, please refer to Cummins AEB 15.39, 15.41, 15.45, and 15.46
(CM850/870/875 Electronic Subsystem Tech. Package – OEM Interfaces, OEM
Components, OEM Serial Communications, and OEM Programming Guide).

Note: Mechanical/Mini-Gen. type of VSS and Road Speed signal directly read over a
J1939 datalink (VSS Datalink) options are currently not supported on Cummins 02/03
engines. If these options are desired, contact your Cummins Application Engineer for
assistance.

Implementation
No VSS Required

If the VSS Type parameter is set to 0 (None), then no VSS hardware installation or data
linked VSS connection is necessary. In this case, the ECM will not have information
required for knowing the vehicle speed or current gear ratio. Many features will be
eliminated because of this. Some features will be partially affected. Therefore, do not set
the VSS Type parameter to “None” unless approved by Cummins application engineers.
Applications with varying gear ratios but no VSS signal may suffer stability issues or
noticeable speed surges.

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To prevent the open circuit from the harsh environment conditions, the unused VSS
connectors must be capped if no VSS is required.

The following table summarizes the main features which will be affected by setting the
VSS Type parameter to 0 (None). For the detailed information of these features, please
refer to Cummins AEB 15.46 (CM850/870/875 Electronic Subsystem Tech. Package –
OEM Programming Guide).

Table 7. Features Affected by Setting VSS Type to 0 (None)

Feature Eliminated Feature Affected

Gear-Down Protection Power Train Protection
VSS Tamper Maintenance Monitor
VSS Type = 0 Engine Brakes PTO
Road Speed Governor and Smart RSG Trip Information
Cruise Control, Smart CC Gear Ratio Based Gain Tables
Tire Wear
Rate Management
Driver Reward

Magnetic Pickup or Digital Sensor

If the VSS Type parameter is set to 1 (Magnetic), then a hardwired magnetic pickup
sensor or digital sensor must be installed. The ECM pin-out will operate in one of two
configurations: differential (sinusoidal ac signal) or single-ended (a constant duty cycle
with variable frequency). The differential magnetic pickup VSS signal provides
transmission tailshaft speed to the ECM for calculating current vehicle speed (based on
Tailshaft Tone Wheel Teeth, Rear Axle Ratio and Tire size data). The signal can also be
used for determining transmission gear ratio, vehicle mileage, etc. The Digital VSS is the
single-ended configuration. The single-ended digital VSS signal also provides
transmission tailshaft speed similar to the magnetic pickup VSS.

Hardware implementation of the Magnetic Pickup sensor consists of wiring VSS (+) to
pin 27 and VSS (-) to pin 36 on the OEM 50-pin connector as shown in Figure 50 below.
The wiring must be twisted.

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Magnetic Pickup VSS (+)

27 Magnetic
CM850/870/875 Pickup VSS
36
Magnetic Pickup VSS (-)

Figure 50: Magnetic Pickup Sensor Connection

For the Digital VSS sensor, connect the Digital VSS signal to pin 27, the sensor power
supply to pin 21, and the sensor return to pin 32 on the OEM 50-pin connector as shown
in Figure 51 below. The wiring must be twisted.

Digital VSS Power Supply

21
Digital VSS Signal
CM850/870/875 27 Digital VSS

32
Digital VSS Power Return

Figure 51: Digital VSS Connection

Pulse Per Mile (ISB02, ISC03, ISL03 only)

CM850 supports the Pulse Per Mile type of vehicle speed signal. If the VSS Type
parameter is set to 2 (Pulse Per Mile), then a digital input signal for the vehicle speed will
be recognized by the ECM if a logic level signal is already available from an OEM-
supplied signal conditioner. This OEM-supplied device would typically be programmed
with tire size, rear axle ratio and number of transmission tailshaft teeth in order to
generate a constant Pulse Per Mile signal. The ECM should also be programmed with the
correct tire size, rear axle ratio and pulse per mile parameter values to match the signal
provided by the OEM-supplied signal conditioner.

As seen below, this type of sensor should be connected to pin 27 of OEM 50-pin
connector on the ECM. The digital speed signal return line should be connected to the
ECM sensor return (pin 32 of OEM 50-pin connector). Do not ground this sensor to the
throttle assembly circuit or to the cab ground. Twisted pair wires, at a rate of one twist
per inch, should be used in the OEM harness for this signal interface. The input signal to
pin 27 is compatible with the speedometer output signal, which meets ATA/TMC
Recommended Practice RP-123 specifications.

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Digital VSS Signal

27 Pulse Per Mile
CM850 vehicle speed signal
32
Digital VSS Signal Return

Figure 52: Digital VSS Connection

Tachograph Sensor

If the VSS Type parameter is set to 3 (Tachograph), then a hardwired tachograph sensor
must be installed. The Tachograph VSS is a vehicle speed display and recording device
commonly used in Europe. The tachograph sensor generates a single-ended pulse train.
The ECM will detect the pulses/second and pulse width. The single-ended tachograph
VSS signal provides transmission tailshaft speed similar to the Digital VSS.

Hardware implementation of the Tachograph VSS consists of wiring the tachograph

signal to pin 30, the sensor power supply to pin 21, and the sensor return to pin 32 on the
OEM 50-pin connector as shown in Figure 53 below. The wiring must be twisted.

Tachograph VSS Power

21
Tachograph
CM850/870/875 30 Tachograph VSS Signal
VSS

32
Tachograph VSS Return

Figure 53: Tachograph VSS Connection

Datalink – Tailshaft & Tachograph

CM850/CM870/875 supports data linked VSS signals. If the VSS Type parameter is set
to 4 (Datalink-Tailshaft), the ECM will be able to read the tailshaft speed over the J1939
Datalink. If the VSS Type parameter is set to 6 (Datalink-Tachograph), the ECM will be
able to read the tachograph signal over the J1939 Datalink. For the detailed information
of selecting data linked VSS options, please refer to Cummins AEB 15.45
(CM850/870/875 Electronic Subsystem Tech. Package – OEM Serial Communications).

Programming on VSS Type

As mentioned above, the Vehicle Speed Input feature is programmable. Using Cummins
Insite tool to configure the VSS Type parameter in the following way (See Figure 54
below for a configuration example):

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1) Connect a PC to a CM850/870/875 ECM.

2) Click Features and Parameters on the Viewbar. This button is located in the
Adjustments group on the left side of the Insite window by default.

3) Select Vehicle Speed Sensor Type under the Vehicle Speed Source feature on the
right when the Features and Parameters window fully displayed.

4) Click in the ECM Value column/box, then click the drop down list button to pick the
configuration selection.

5) To send any changes to the ECM, click the Send To ECM button on the toolbar or
select Send To > ECM on the right-click menu.

Note: If you change a parameter, the original value from the ECM is displayed in the
Original Value column for reference. All values displayed in the Original Value column
are erased when you send changes to an ECM.

Figure 54: Configuration Example of Vehicle Speed Input Signal

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Reference Documentation
The following documents should be considered as Appendixes of this manual. They can
be obtained through Cummins Application Engineers or Cummins GCE (Global
Customer Engineering) web site: http://www.gce.cummins.com/ace_main/index.html.

OEM Parts List and Components Specification

For completed compatible parts list and components specification to interface OEM
harness with Cummins 2002/2003 engines (CM850/870/875), please refer to:

Cummins Application Engineering Bulletin 15.41 - CM850/870/875 Electronic

Subsystem Tech. Package – OEM Components

Pin Assignments for OEM Connector

For completed pinout assignments of OEM 50-pin connector to interface OEM harness
with Cummins 2002/2003 engines (CM850/870/875), please refer to:

Cummins Application Engineering Bulletin 15.39 - CM850/870/875 Electronic

Subsystem Tech. Package – OEM Interfaces

OEM Wiring Diagram

For completed CM850/870/875 OEM 50-pin wiring diagram and detailed key
components wiring (like Power Connection, Datalink Connection, Intake Air Heater
Connection, Exhaust Brake Connection, etc.), please refer to:

• Cummins GCE (Global Customer Engineering) web site - CM850/870/875 Wiring

Diagram OEM Connection: http://www.gce.cummins.com/isb02/index.html

• Cummins Application Engineering Bulletin 15.39 - CM850/870/875 Electronic

Subsystem Tech. Package – OEM Interfaces

OEM Features and Programming

For completed OEM features list available on Cummins 2003/2003 engines, including
detailed feature description and programmable information, please refer to:

Cummins Application Engineering Bulletin 15.46 - CM850/870/875 Electronic

Subsystem Tech. Package – OEM Programming Guide

Cummins Defaults of OEM Programmable Parameters

For completed Cummins default settings and ranges of OEM programmable parameters
used on Cummins 2003/2003 engines, please refer to:

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Cummins GCE (Global Customer Engineering) web site – Programmable Parameters:

http://www.gce.cummins.com/isb02/index.html

J1939 and J1587 Datalink Connection

For the detailed information on how to design and interface with the SAE J1939/J1587
datalink used on Cummins 2003/2003 engine platforms, please refer to:

Cummins Application Engineering Bulletin 15.45 - CM850/870/875 Electronic

Subsystem Tech. Package – OEM Serial Communications

Highlighted Improvements on 02/03 Engines

For the overall information about changes that have occurred on Cummins 2003/2003
engine platforms, please refer to:

Cummins Application Engineering Bulletin 10.82 – ISB02 Technical Package

Cummins Application Engineering Bulletin 10.97 – ISC03 Technical Package

Cummins Application Engineering Bulletin 10.98 – ISL03 Technical Package

Cummins Application Engineering Bulletin 10.80 – ISX02 Technical Package

Cummins Application Engineering Bulletin 10.110 – ISX02 Technical Package Update

Cummins Application Engineering Bulletin 10.86 – ISM02 Technical Package

Cummins Application Engineering Bulletin 10.111 – ISM02 Technical Package Update

Other Readings
The following referenced documents also contain valuable information and will be
helpful in designing and configuring the total vehicle system equipped with Cummins
2002/2003 engines:

• CES 14118 – Electronic Throttle Interface

• IS-1377-9801 – Fan Interface Standard

• IS-1377-9802 – Electrical Interface Spec. for Driver Interface Switches

• IS-1377-9804 – J1939 Multiplexing of Inputs & Outputs

• IS-1377-9805 – Electrical Interface Spec for Serial Communication Devices

• IS-1377-9807 – Power and Grounding Interface Specification

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• IS-1377-9809 – Coolant Level Sensor Interface Standard

• AEB 10.103 - ISM02 Specialty Turbo Technical Package

• AEB 10.109 - ISB260H Hybrid Bus Rating Technical Package (Allison Electric
Drives)

• AEB 15.54 - Automotive Load Based Speed Control (LBSC)

• AEB 20.10 - Installation Approval Process

• AEB 20.11 - Automotive & Industrial Installation Requirement - Air Compressor

Systems

• AEB 21.32 - Automotive/Bus Installation Requirements - Exhaust Systems

• AEB 21.33 - Automotive/Bus Installation Requirements - Fuel Systems

• AEB 21.35 - Starting and Electrical System

• AEB 21.36 - Engine Mounting

• AEB 21.37 - Power Train and Driven Accessories

• AEB 21.38 - Cooling System Heat Transfer

• AEB 21.39 - Automotive Air Compressor System

• AEB 21.46 - Guidelines for OEM Installed Hardware

• AEB 21.50 - 2002 Cooling System Fill & Deaeration

• AEB 21.51 - Cooling System Overheat Prevention Engine Control Feature Extreme
Ambient Overheat Protection AECD EGR Equipped Engines

• AEB 21.52 - Auto Installation Requirement - Cooling System Heat Transfer

• AEB 21.55 - Installation Requirement Body Builder IQA

• AEB 30.26 - ISX02 Front Gear Cover Clamping Plate

• AEB 46.05 - ISX02 Engines with Oil Pan Studded Capscrews

• AEB 90.44 - Extended Life Coolant and Coolant Filter for ISX and ISM Engines

• AEB 95.04 - Automatic Transmission Cooling

• AEB 106.02 - ISX02 Engine Brake Strategy

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• AEB 119.01 – VSS Input Electrical Interface Standard

• AEB 121.12 - Cummins Delco 39MT-HD Starter Transition

• AEB 121.14 - Cummins Denso Midrange Starter Transition

• AEB 121.15 - Cummins Delco 38MT-HD Starter Transition

• AEB 121.17 - Cummins Branded Electric Starter Performance Curves

• AEB 141.07 - Flywheel/Flexplate Assembly for ISX/QSX Engines

• AEB 143.12 - Signature Engines with STx and Meritor 149/169 Series Tandem Drive
Axles using Smart Torque Technology

• AEB 174.04 - Preparation for Cold Weather Engine Operation

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Appendix I: Total Vehicle Distance

Law Department

To all OEM’s, Distributors and Dealers

It has come to Cummins attention that some of our OEMs, Distributors and dealers may
be using the total vehicle distance broadcasted by our engine ECM (via our standard
protocol identifiers, for example and without limitation, PID 245 Total Vehicle Distance)
as total vehicle miles for purposes of the vehicle odometer. This practice should cease
immediately. Cummins does not authorize this practice, has never authorized this
practice and will not authorize this practice in the future. You may incur significant legal
liabilities if you utilize the total vehicle distance broadcasted by our engine ECM as the
Cumulative Odometer Value (“Cumulative Odometer Value,” means the actual, total
miles recorded by the odometer).

The ECM is not designed to be the vehicle odometer. As you are aware, certain
maintenance and repair practices can result in a modification to or “zeroing out” of the
total vehicle distance broadcasted by the engine ECM. If you use the engine ECM’s
broadcast to set the Cumulative Odometer Value and the ECM data is modified or
“zeroed out,” this may be considered an unlawful and potentially criminal act.

Installation of any device extraneous to the engine ECM or the installation of

processes or procedures, by whatever means, that utilize the total vehicle distance
broadcasted by our engine ECM for the purpose of setting the Cumulative
Odometer Value may violate the Vehicle Information and Cost Savings Act of 1972,
as amended, 49 U.S.C. Section 32701 et seq., and other state and federal laws and
regulations. These statutes and regulations authorize the imposition of significant
civil, financial and criminal penalties, including imprisonment.

Cummins disclaims any and all liability that may arise out of your decision,
contrary to its position in this notice, to use the total vehicle distance broadcasted by
our engine ECM as the Cumulative Odometer Value. Cummins expressly forbids
the use of its ECM and ECM broadcasted data for purposes of setting the
Cumulative Odometer Value.

If you have questions regarding the content of this notice or require further legal advice,
please contact your legal counsel. Thank you.

Ron B Lannan Ric E Kleine Miguel Rivera

Executive Director Executive Director Senior Counsel

Electronics Product Line Automotive Customer Engineering Law

Department

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Appendix II: Drive Belt Tension

SAE Belt Size Belt Tension Gauge Part No. Belt Tension Belt Tension Range
New Used*
Click-type Burroughs N lbf N lbf
0.380 in 3822524 620 140 270 to 490 60 to 110
0.440 in 3822524 620 140 270 to 490 60 to 110
1/2 in 3822524 ST-1138 620 140 270 to 490 60 to 110
11/16 in 3822524 ST-1138 620 140 270 to 490 60 to 110
3/4 in 3822524 ST-1138 620 140 270 to 490 60 to 110
7/8 in 3822524 ST-1138 620 140 270 to 490 60 to 110
4 rib 3822524 ST-1138 620 140 270 to 490 60 to 110
5 rib 3822524 ST-1138 620 140 270 to 490 60 to 110
6 rib 3822525 ST-1293 710 160 290 to 580 65 to 130
8 rib 3822525 ST-1293 890 200 360 to 710 80 to 160
10 rib 3822525 3823138 1110 250 440 to 890 100 to 200
12 rib 3822525 3823138 1330 300 530 to 1070 120 to 240
12 rib K section 3822525 3823138 1330 300 890 to 1070 200 to 240

NOTES:

This chart does not apply to automatic belt tensioners.

* A belt is considered used if it has been in service for ten minutes or longer.

* If used belt tension is less than the minimum value, tighten the belt to the maximumused belt value.

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Appendix III: Pre-Delivery Checklist

1. Ensure that the correct Operation and Maintenance Manual is included with the
vehicle.

2. Ensure proper fluids are used and engine is filled according to the specifications listed
in the Operation and Maintenance Manual. Also refer to the following bulletins:
“Cummins Engine Oil Recommendations (Bulletin No. 3810340)”, “Fuels for
Cummins Engines (Bulletin No. 3379001)”, “Cummins Coolant Requirements and
Maintenance (Bulletin No. 3666132)”.

3. Ensure that engine is started and warmed up according to the instructions listed in the
Operation and Maintenance Manual. Do not use unmetered ether to start.

4. Check engine idle speed with all applicable accessories engaged. Adjust to
specifications if necessary.

5. Check transmission fluid level (automatic transmission).

6. Check engine stall speed according to specifications (automatic transmission).

7. Check drive belts for noise, alignment, and tensions. Adjust tension if necessary.

8. Check cooling system and heater hoses for leaks, proper routing and clipping, and
separation from hot or rotating parts.

9. Check cold weather starting aid components for proper operation and installation.

10. Check electrical wiring/harness for routing, clipping, and separation from hot or
rotating parts.

11. Check exhaust system and components for proper installation and alignment. Ensure
proper clearance from any body parts. Check operation of exhaust brake if equipped.

12. Check air intake system components for proper installation and alignment. Ensure
proper clearance from any body parts.

13. Check engine mounted noise components such as oil pan enclosures, cylinder block
panels, and treated valve covers for proper installation.

14. Ensure that no active fault codes are logged in the ECM. If fault codes are logged,
either correct the problem and clear the fault or call an Authorized Cummins Repair
Facility.

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Appendix IV: Fraction Conversions (inch & mm)

Fraction inch mm Fraction inch mm
1/64 0.0156 0.397 33/64 0.5156 13.097
1/32 0.0313 0.794 17/32 0.5313 13.494
3/64 0.0469 1.191 35/64 0.5469 13.891
1/16 0.0625 1.588 9/16 0.5625 14.288
5/64 0.0781 1.984 37/64 0.5781 14.684
3/32 0.0938 2.381 19/32 0.5938 15.081
7/64 0.1094 2.778 39/64 0.6094 15.478
1/8 0.1250 3.175 5/8 0.6250 15.875
9/64 0.1406 3.572 41/64 0.6406 16.272
5/32 0.1563 3.969 21/32 0.6563 16.669
11/64 0.1719 4.366 43/64 0.6719 17.066
3/16 0.1875 4.763 11/16 0.6875 17.463
13/64 0.2031 5.159 45/64 0.7031 17.859
7/32 0.2188 5.556 23/32 0.7188 18.256
15/64 0.2344 5.953 47/64 0.7344 18.653
1/4 0.2500 6.350 3/4 0.7500 19.050
17/64 0.2656 6.747 49/64 0.7656 19.447
9/32 0.2813 7.144 25/32 0.7813 19.844
19/64 0.2969 7.541 51/64 0.7969 20.241
5/16 0.3125 7.938 13/16 0.8125 20.638
21/64 0.3281 8.334 53/64 0.8281 21.034
11/32 0.3438 8.731 27/32 0.8438 21.431
23/64 0.3594 9.128 55/64 0.8594 21.828
3/8 0.3750 9.525 7/8 0.8750 22.225
25/64 0.3906 9.922 57/64 0.8906 22.622
13/32 0.4063 10.319 29/32 0.9063 23.019
27/64 0.4219 10.716 59/64 0.9219 23.416
7/16 0.4375 11.113 15/16 0.9375 23.813
29/64 0.4531 11.509 61/64 0.9531 24.209
15/32 0.4688 11.906 31/32 0.9688 24.606
31/64 0.4844 12.303 63/64 0.9844 25.003
1/2 0.5000 12.700 1 1.0000 25.400

Conversion Factor: 1 inch = 25.4 mm

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Appendix V: Newton-Meter to Foot-Pound Conversions

N•m ft-lb N•m ft-lb N•m ft-lb
1 8.851 in-lb 55 41 155 114
5 44 in-lb 60 44 160 118
6 53 in-lb 65 48 165 122
7 62 in-lb 70 52 170 125
8 71 in-lb 75 55 175 129
9 80 in-lb 80 59 180 133
10 89 in-lb 85 63 185 136
1 0.738 90 66 190 140
12 9 95 70 195 144
14 10 100 74 200 148
15 11 105 77 205 151
16 12 110 81 210 155
18 13 115 85 215 159
20 15 120 89 220 162
25 18 125 92 225 165
30 22 130 96 230 170
35 26 135 100 235 173
40 30 140 103 240 177
45 33 145 107 245 180
50 37 150 111 250 18

NOTE: To convert from Newton-Meters to Kilogram-Meters, divide Newton - Meters

by 9.803

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Appendix VI: Weight and Measures Conversions

From U.S. From Metric to
Customary to U.S. Customary
QUANTITY U.S. Customary Metric Metric Multiply By Multiply By

Unit Name Abbr Unit Name ABBR

Area sq. inch in2 sq. millimeeters mm2 645.16 .001550
2
sq. centimeters cm 6.452 .155
sq. foot ft2 sq. meter m2 0.0929 10.764
Fuel Consumption pounds per horsepower hour lb/hp-hr grams per kilowatt hour g/kW-hr 608.277 .001645
miles per gallon mpg kilometers per liter km/l 0.4251 2.352
gallons per mile gpm liters per kilometer l/km 2.352 .4251
Force pounds force lbf Newton N 4.4482 .224809
Length inch in millimeters mm 25.4 .039370
foot ft millimeters mm 304.801 .00328
Power horsepower hp kilowatt kW 0.746 1.341
Pressure pounds force per sq. inch psi kilopascal kPa 6.8948 0.145037
inches of mercury in Hg kilopascal kPa 3.3769 0.29613
inches of water in H2O kilopascal kPa 0.2488 4.019299
inches of mercury in Hg millimeters of mercury mm Hg 25.40 0.03937
inches of water in H2O millimeters of water mm H2O 25.40 0.03937
bars bars kilopascals kPa 100.001 0.00999
bars bars millimeters of mercury mm Hg 750.06 0.001333
Temperature Fahrenheit °F centigrade °C (°F-32) /1.8 (1.8 x °C) + 32
Torque pound force per foot ft-lb Newton-meter N•m 1.35582 0.737562
pound force per inch in-lb Newton-meter N•m 0.113 8.850756
Velocity miles/hour mph kilometers/hour kph 1.6093 0.6214
Volume gallon (U.S.) gal. liter l 3.7853 0.264179
gallon (Imp∗) gal. liter l 4.546 0.219976
3
cubic inch in liter l 0.01639 61.02545
cubic inch in3 cubic centimeter cm3 16.387 0.06102
Weight (mass) pounds (avoir.) lb kilograms kg 0.4536 2.204623
Work British Thermal Unit BTU joules J 1054.5 0.000948
British Thermal Unit BTU kilowatt-hour kW-hr 0.000293 3414
horsepower hours hp-hr kilowatt-hour kW-hr 0.746 1.341

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Appendix VII: Capscrew Markings and Torque Values

CAUTION

When replacing capscrews, always use a capscrew of the same measurement and
strength as the capscrew being replaced. Using the wrong capscrews can result in
engine damage.

Metric capscrews and nuts are identified by the grade number stamped on the head of the
capscrew or on the surface of the nuts. U.S. Customary capscrews are identified by radial
lines stamped on the head of the capscrew.

The following examples indicate how capscrews are identified:

Metric - M8 - 1.25 x 25 U.S. Customary [5/16 x 18 x 1-1/2]

M8 - 1.25 x 25 5/16 x 18 x 1-1/2
Major thread diameter in inches
Major thread diameter in millimeters
Number of threads per inch
Distance between threads in millimeters
Length in inches
Length in millimeters

NOTES:

1. Always use the torque values listed in the following tables when specific torque
values are not available.

2. Do not use the torque values in place of those specified in other sections of this
manual.

3. The torque values in the table are based on the use of lubricated threads.

4. When the ft-lb value is less than 10, convert the ft-lb value to in-lb to obtain a better

5. Torque with an in-lb torque wrench. Example: 6 ft-lb equals 72 in-lb.

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Capscrew Markings and Torque Values - Metric

Commerical Steel Class: 8.8 10.9 12.9

Capscrew Head Markings

Body Torque Torque Torque

Size
Diam Cast Iron Aluminum Cast Iron Aluminum Cast Iron Aluminum
mm N•m ft-lb N•m ft-lb N•m ft-lb N•m ft-lb N•m ft-lb N•m ft-lb
6 9 5 7 4 12 9 7 4 14 9 7 4
7 14 9 11 7 18 14 11 7 23 18 11 7
8 25 18 18 14 33 25 18 14 40 29 18 14
10 45 33 30 25 60 45 30 25 70 50 30 25
12 80 60 55 40 105 75 55 40 125 95 55 40
14 125 90 90 65 165 122 90 65 195 145 90 65
16 180 130 140 100 240 175 140 100 290 210 140 100
18 230 170 180 135 320 240 180 135 400 290 180 135

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Capscrew Markings and Torque Values - U.S. Customary

SAE Grade Number 5 8

Capscrew Head Markings

Capscrew Torque - Grade 5 Capscrew Torque - Grade 8

Capscrew Capscrew

Capscrew Cast Iron Aluminum Cast Iron Aluminum

Body Size
N•m ft-lb N•m ft-lb N•m ft-lb N•m ft-lb
1/4 - 20 9 7 8 6 15 11 8 6
- 28 12 9 9 7 18 13 9 7
5/16 - 18 20 15 16 12 30 22 16 12
-24 23 17 19 14 33 24 19 14
3/8 - 16 40 30 25 20 55 40 25 20
- 24 40 30 35 25 60 45 35 25
7/16 - 14 60 45 45 35 90 65 45 35
-20 65 50 55 40 95 70 55 40
1/2 - 13 95 70 75 55 130 95 75 55
- 20 100 75 80 60 150 110 80 60
9/16 - 12 135 100 110 80 190 140 110 80
- 18 150 110 115 85 210 155 115 85
5/8 - 11 180 135 150 110 255 190 150 110
- 18 210 155 160 120 290 215 160 120
3/4 - 10 325 240 255 190 460 340 255 190
- 16 365 270 285 210 515 380 285 210
7/8 - 9 490 360 380 280 745 550 380 280
- 14 530 390 420 310 825 610 420 310
1-8 720 530 570 420 1100 820 570 420
- 14 800 590 650 480 1200 890 650 480

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Appendix VIII: Pipe Plug Torque Values

Size Torque Torque
Thread Actual Thread in O.D. In Aluminum In Cast Iron or Steel
Components Components
In in N•m ft-lb N•m ft-lb

1/16 0.32 5 45 in-lb 15 10

1/8 0.41 15 10 20 15

¼ 0.54 20 15 25 20

3/8 0.68 25 20 35 25

½ 0.85 35 25 55 40

¾ 1.05 45 35 75 55

1 1.32 60 45 95 70

1-1/4 1.66 75 55 115 85

1-1/2 1.90 85 65 135 100

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Revision History
Revision/Date Change Page

Rev. 1.0/July 02 Initial creation of the Manual for the ISB02 engine All

Rev. 2.0/Oct. 02 Revised to cover all Cummins 2002/2003 engines (ISB02, ISM02, ISX02, All
ISC03, and ISL03)

Rev. 3.0/August. 03 - Revised to support CM875 based ISM02, scheduled launch on Jan. 04 All
- Required to remove all ECM connections prior to any vehicle welding 2
- Modified electronically controlled transmission interface recommendations 4
- Added a warning note for the Fan clutch circuit diagnostics 34
- Added a new programmable parameter: Vehicle Speed Interaction 38
- Cautioned on none VSS setting 65
- Pointed out no Transmission PWM is necessary if J1939 data is available 83
- Added new AEB’s for references 91 & 92

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