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All 2003 ISL/ISC engines, regardless of production date, share

the same basic cylinder block design. The block integrates the In addition to the data plate the engine serial number is indicated
water pump volute, water pump inlet, oil pump housing, oil on the top of the oil cooler housing.
cooler housing and thermostat seat.

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 Cylinder Block
 Block strengthened, not reverse-compatible with CM554 engines (Euro 3
engines).

 Increased cylinder pressures

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

 Directed piston cooling for longer piston life

 Roller followers for durability
 Increased lube flow for better lubrication & flow
 Strengthened con rod for durability
 Larger main bearing bolts for increased clamping

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The Cylinder liners have a bore of 114.05mm regardless of A press fit between the liner and the block aligns the top of the
engine displacement. liner in the block bore . The cylinder head gasket provides the
coolant seal between the block and the liner. The mid-stop seat
seals the lower end of the coolant Cavity. A D ring seal is used to
separate the oil cavity from the coolant . This as remain the same
from the previous engines.

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Fracture Split Connecting rods are used in ISL
Engines. Refer to (CPL) of ESN

ISLe (8.9 litre)

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 Connecting Rod
Bearings

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

 3966244 = ISL upper. Looks similar to the above bearing.

Marked "UPR" on back. Stronger than ISC bearings and
narrower to accommodate crank fillet change.

 3950661 = ISL lower. This bearing is just to hold the upper

bearing in place. It does not have the strength to live in upper
position of the ISL engine.

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 Articulated ISL
Piston
 ISL uses a 2-piece articulated
piston
– Steel top/crown for strength
– Aluminum skirt for weight
savings
 Single piston design for all ISLe
ratings

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New Crank-Shaft
ISLe4

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 Crankshaft Identification
ISLe4 5 Crankshaft ISC 4 Cap screws
Cap screws (part no)

The ISLe4 Crankshaft has a Longer stroke than the ISC

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 Crankshaft Speed Indicator Ring

 Primary engine speed sensor has

been moved to the crankshaft.
 Provides increased speed resolution
for the fuel system.
 Increases reliability from current
product because the primary and
secondary speed sensors are reading
from two different targets.

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 Head Gasket
 Designed for higher cylinder pressures optimize & balance flow
– Used to equalize coolant flow to all 6 cylinders
 Solid core graphite gasket with oil passage grommets
 Improved reliability / durability

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 Cylinder Head Strengthened

 Stiffening ribs required in water jackets

 Increased top deck thickness for higher cylinder pressures
 Ribs were added below the air-box for rigidity
 Added material around push tube holes & injector bore
 Increased material to top deck for improved gasket sealing
 Not interchangeable with previous CM554 engines.

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Inlet & Exhaust Valves

Exhaust Valves are

identified by the letter
‘0’ stamped in the
dimple.

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 Rocker Housing & Valves
 Valves & valve seats upgraded for strength & higher
temperatures
 Valve train & overhead upgraded for high cylinder pressures
 Not Backwards Compatible with Euro 3 engines.
 Valve cover bolts moved to the perimeter, which improves
clamping & sealing

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New Camshaft and Cam Gear

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New roller follower design more
robust
Roller Followers
1. Increased oil feed for
lubrication
2. Shortened trough for
improved debris filtration
3. Roller larger diameter (15%)
& wider (6%) for load &
durability

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 Improve robustness to design & serviceability
 Increased thread engagement
 Using pre-applied thread locker/sealant Tappet Guide Pin
 Material induction-hardened
 Replacing pressed in dowel pins with screw-in guide pins

Increased
engagement

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Tappet Guide pin location

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ISLe CM850 Engine Flows

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Coolant Flow

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 Lubricating Oil Filter Requirements
 ISLe4 CM 850 engines must use the LF9009 oil filter with an internal
venturi that provides filter bypass oil flow through a ‘stacked disk’
section of the filter.

 Premature engine wear will occur due to the lack of proper oil
filtering if the LF3000 is used on the ISLe4.

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Lube Flow - 1

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Lube Flow - 2

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Lube Flow - 3

1. From lubricating oil cooler

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

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 Lube System Changes

– Increased efficiency by over 30%

– Same oil Sump temp despite higher top
tank temp

 Higher oil pump capacity

 Increased piston cooling flow

 Oil rifle increased for improved flow

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

for oil cooled accessories
 Fleetguard LF9009 lube oil filter must be used.

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Lube Flow - 4

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New Style J – Jet With Cap screw

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Combustion Air Flow - 1

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Combustion Air Flow -
2

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 Air Intake Connection

 Design changed to horizontal inlet with 90° elbow

 Two designs offered
 Air flow not affected by elbow rotation for installation
ease
 Houses the grid heater, for increased grid heater
efficiency
 New “Cobra Head” elbow for tighter installations

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 Air Intake Connection

 New 3 piece air intake connection.

 Grid heaters are now above the intake cover.

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 Crankcase Breather
 Implement open valve cover mounted impacter breather

 Carryover robustness improvement required

 Passed all tests with no oil drips

– Simulated blow-by
conditions

– 45 degrees in all angles

 No maintenance required

 Adds 40 mm of engine height to

 ISL Euro 4

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Oil Drain Tube
Connection to Cylinder Block

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ISLe4

FUEL SYSTEM
Fuel System

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 New Fuel System
 New Common Rail Fuel System:
– Allows multiple injection events per cylinder firing.
• Pilot
• Main
• Post

– Injection event is not coupled with a mechanical system such as a fuel

pump rotor or an injector cam.

– Lower chance of a single failure causing a mission disabling failure.

– Repair cost is much less because there is not an expensive fuel pump
to change.

– Can be used on multiple engine platforms (midrange, heavy duty, and

high horsepower).

– New fuel system is a major component of the advanced combustion

technology being used to reduce emissions.

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 New High Pressure Common Rail

 True High Pressure Common Rail fuel system - Eliminated distributor & injection
control valve
 High pressure fuel stored in rail mounted on cylinder head - Pressure independent
of engine speed 1800 Bar
 Fuel delivered to injectors via short, simple tubes
 Fueling events controlled by a Bosch electronic injector - Similar in design to
ISBe4 injector, except longer
 Reduction in weight – offsets block & head changes
 Improved fuel system transient performance
 Enhanced reliability / durability

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Fuel System Schematic - HPCR

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 High Pressure Common Rail

CYL Head

Fuel Rail
ISLe4 Engine Pressure Injectors
Regulator

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return Fuel
Return

Fuel
Fuel Manifold
Return
Priming Pump Fuel
Return
Fuel Out

Primary Fuel Tank

L.P. Fuel Filter
Gear ECM Cooling
H.P. Fuel Pump
Pump Plate
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 ISLe4 HPCR Fuel System

Injectors

Rail Pressure
H.P. Fuel Sensor
Pump

Fuel
Rail

Electronic Fuel
Control
Actuator

L.P. Fuel
Gear
Pump ECM
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HPCR Fuel System

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 Fuel Flow Paths
Fuel Drain Manifold

Fuel Drain Line

Outlet

Fuel Outlet
to
ECM/electric
lift pump
Fuel Inlet

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 Fuel Filters

 Primary fuel filter

– Installed by OEM off engine
– Filtration to 10 microns
– Filter large particles ahead of the lift pump
– Incorporates water separator & Water In Fuel sensor
– Fleetguard P/N FS1003
– Changed with oil filter

Secondary fuel filter

– Installed by Cummins on engine or remote by OEM
– Filtration to 2 microns
– Filter fine particles ahead of the high pressure pump
– Fleetguard P/N FF5488
– Changed at every other oil filter

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 High Pressure Relief Valve Front View
Fuel Pump Drain Line Drain Line

Injector Drain Line

Fuel Pump

ECM Cooling Plate ECM 2 micron Fuel Filter

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 Fuel System Layout (Back)

Fuel Drain
Connection

Electric Fuel Lift Pump

Fuel Supply
Connection

ECM Cooling Plate Check ECM Cooling Plate

Valve

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

4 - Fuel Inlet to Gear

Pump

5 - Fuel Outlet From

Gear Pump 3 - Fuel Outlet From ECM 2 - Fuel Inlet to ECM
Cooling Plate Cooling Plate

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The low pressure subsystem fuel flow is as follows:

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

2 - Fuel flows through the ECM Cooler to its outlet. The outlet of the ECM Cooler
includes an integral check valve so that when the lift pump is running fuel does
flow back out of the cooler. (LIFT PUMP IS VERY SENSITIVE FOR DIRT. PRIMARY
FILTER NECESSARY 10 MICRON)

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

4 - Four points at the Low Pressure Pump Outlet.

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

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

7 - This points at the IMV inlet.

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 Low Pressure Drain Fuel

Pump Drain

Injector Drain and

Integral Check Valve

Return to Fuel
Manifold

Fuel Manifold

High pressure rail

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

 ISL use an ECM cooler

 Fuel flows through a plate behind ECM
 Isolated for thermal & vibration loading
 Incorporates electric lift pump for self priming - Must pre-fill remote fuel filter but not
on-engine filter

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 ECM Cooling Plate Assembly
 The primary purpose of the priming circuit is to provide pressure to the gear pump for quick
engine starts.
 The fuel lift pump only runs for 30 seconds at key-on. It is only used for priming the fuel
system at start-up.
 The priming pump will fill the pressure side filter when installed dry. 5 or 6 key cycles is
required to fill the pressure side filter.
 The lift pump does not do a good job of priming a dry system. It is recommended that the
suction filter be pre-filled with clean fuel when replaced.

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 ECM Cooling Plate Check Valve

 The ECM cooling plate check valve prevents fuel from flowing through the ECM cooling
plate when the fuel lift pump is in operation.
 Without the ECM cooling plate check valve, fuel would continuously circulate through
the lift pump when the lift pump is not running.

 The check valve can become damaged upon installation. Inspect the check valve for
damage or debris when troubleshooting low power and performance problems.
 High fuel inlet restriction will be measured at the gear pump inlet if the check valve is
damaged.

Check Valve

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FUEL PUMP

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 Pump Assembly Details
Pump Structured as Four Basic Sub-Assemblies

Cam Housing
Assembly

Fuel Adapter
Pump Head Assembly
Assembly

There are four sub assemblies in the pump:

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

Fuel Pump Actuator

High Pressure Outlet Gear Pump Inlet

Fitting

Cam Housing

Gear Pump Outlet

Fuel Gear Pump
Inlet Restriction Service Port
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 Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Return Spring

Pump cam

This slide shows a cross section of the pump.

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

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 Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet Return Spring

with Roller

Pump cam

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

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

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 Pump Operation:

Inlet Check Valve

Outlet Check Valve

Plunger/Barrel
Assembly

Translating Tappet Return Spring

with Roller

Pump cam

As the pump cam lobe rises, the roller tappet makes contact with the pumping
plunger.

Fuel in the pumping chamber is pressurized and opens the outlet valve. The inlet
valve closes and fuel is pumped out of the high pressure pump head.

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 Pump head flow passages

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

Outlet Fitting

Outlet Check Valves

Barrels
Plungers

Fuel enters via the inlet porting and inlet check valves. It is pressurized by the action of the cam
and roller tappet assembly on the plungers and pumped out through the outlet check valves.

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 Inlet Metering Valve: (M-Prop/ EFCA)

Design Features
•Normally Open

The Inlet Metering Valve is used to meter fuel into the High Pressure Pump.
- It is a normally open slide sleeve proportional control valve.
-The valve is held open by a spring when there is no current flowing to the actuator.

-When the current is turned on, a magnetic force generated in the actuator overcomes
the spring force and the valve closes, blocking flow into the high pressure pump.

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 Low Pressure Pump.

The low pressure pump delivers fuel from the fuel supply to the high pressure pump.
- It is coupled to the high pressure pump driveshaft. The low pressure pump driveshaft
therefore rotates at the same speed as the high pressure pump, which is one half of
engine speed.

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 Fuel Pump Assembly

Align guide grooves to pins and

Install Tappets into Cam Housing
Assembly

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

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 High Pressure Fuel Lines

 Simplified design for reliability

 Shorter length for reduced weight
 Fuel line for cylinders 2-5 are the same part number
– Common fuel lines used to reduce parts proliferation

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 High Pressure Connector - HPC

Edge Filter
The built in edge filter ensures
HPV Body
that particles larger than 80
microns can not enter the
injector.

Anti-rotation pin

The high pressure connector transfers The anti-rotation pin prevents

fuel from the fuel delivery line to the HPC rotation during installation.
injector.

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 High Pressure Relief Valve

 High pressure relief valve acts like a ‘fuse’ in

the fuel system.

 If fuel pressure exceeds the relief valve pop-

off pressure, fuel rail pressure will be
regulated to 900 bar and the excess fuel will
be returned to drain.

 If the high pressure relief valve opens, fault

code 449 will activate indicating high fuel
pressure.

High Pressure Relief Valve

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 Electronic Injector

 Electronic injector designed by Bosch

 Essentially an off-the-shelf injector
 Many common components with CM850
 Leads to a reliable product
 Advanced design allow for up to 3 injection events for
emissions control

– Pilot injection, also for lower noise & improved cold

starting
– Main injection
– Post injection for emissions control

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

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Commencement of injection: Fuel pressure is increased to the
desired pressure in the fuel rail. The control ball is on its seat.
The pressure in the control chamber and under the needle are equal
Preventing injection the fuel in the injector provides hydraulic lock, A
state of equilibrium now exists.
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Point of Injection: The ECM as energized the injector solenoid this lifts the
control ball off its seat allowing fuel to escape from the control chamber through the
discharge chamber and out the drain passage.
Because the drain pressure is larger then the fill passage, the discharge is at a
controlled rate and prevents pressure building in the control chamber.
This allows the fuel pressure at the needle to overcome the drain pressure allowing
the needle to lift of its seat commencing injection.

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End of Injection: The Solenoid as being de –energized by
the ECM, the control ball now seals the discharge chamber
preventing needle from lifting ending injection. The injector is
in equilibrium or hydraulic lock preventing fuel from entering
the cylinder.

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