CUMMINS QSC8.3, QSL9 Operation And Maintenance Manual

Operation and Maintenance Manual
QSC8.3 and QSL9 Engine

Cummins Customer Assistance Center
1-800-DIESELS

TM

(1-800-343-7357)

APPLICABLE ONLY IN U.S.A. AND CANADA

Operation and Maintenance Manual
QSC8.3 and QSL9 Engine

Copyright© 2013 Bulletin 4021518
Cummins Inc. Printed 09-APRIL-2013
All rights reserved

Foreword

This manual contains information for the correct operation and maintenance of your Cummins engine. It also includes
important safety information, engine and systems specifications, troubleshooting guidelines, and listings of Cummins
Authorized Repair Locations and component manufacturers.

Read and follow all safety instructions. Refer to the WARNING in the General Safety Instructions in Section i ­Introduction.

Keep this manual with the equipment. If the equipment is traded or sold, give the manual to the new owner.

The information, specifications, and recommended maintenance guidelines in this manual are based on information in
effect at the time of printing. Cummins Inc. reserves the right to make changes at any time without obligation. If you
find differences between your engine and the information in this manual, contact your local Cummins Authorized
Repair Location or call 1-800-DIESELS (1-800-343-7357) toll free in the U.S. and Canada.

The latest technology and the highest quality components were used to produce this engine. When replacement parts
are needed, we recommend using only genuine Cummins or ReCon® exchange parts.

NOTE: Note: Warranty information is located in Section W. Make sure you are familiar with the warranty or warranties
applicable to your engine.

Table of Contents

Section

Introduction ........................................................................................................................................................ i

Engine and System Identification .................................................................................................................... E

Operating Instructions ...................................................................................................................................... 1

Maintenance Guidelines .................................................................................................................................... 2

Maintenance Procedures at Daily Interval ...................................................................................................... 3

Maintenance Procedures at 250 Hours or 3 Months ...................................................................................... 4

Maintenance Procedures at 500 Hours or 6 Months ...................................................................................... 5

Maintenance Procedures at 1000 Hours or 1 Year ......................................................................................... 6

Maintenance Procedures at 2000 Hours or 2 Years ....................................................................................... 7

Maintenance Procedures at 5000 Hours or 4 Years ....................................................................................... 8

Adjustment, Repair, and Replacement ............................................................................................................ A

System Diagrams .............................................................................................................................................. D

Service Literature .............................................................................................................................................. L

Service Assistance ............................................................................................................................................ S

Engine Storage .................................................................................................................................................. ES

Troubleshooting Symptoms ............................................................................................................................. TS

Maintenance Specifications .............................................................................................................................. V

Warranty ............................................................................................................................................................. W

Back .................................................................................................................................................................... back

Important Reference Numbers

Fill in the part name and number in the blank spaces provided below. This will give you a reference whenever service
or maintenance is required.

Name Number Number

Engine Model

Engine Serial Number (ESN)

Control Parts List (CPL)

Fuel Pump Part Number

Electronic Control Module (ECM)

Electronic Control Module Serial Numbers (ECM)

Filter Part Numbers:

• Air Cleaner Element

• Lubricating Oil

• Fuel

• Fuel-Water Separator

• Coolant

• Crankcase Ventilation

• Cummins Particulate Filter

Governor Control Module (GCM) (if applicable)

Belt Part Numbers:

•

•

•

Clutch or Marine Gear (if applicable):

• Model

• Serial Number

• Part Number

• Oil Type

• Sea Water Pump

- Model

- Part Number

QSC8.3 and QSL9
Section i - Introduction Page i-a

Section i - Introduction

Section Contents

Page

About the Manual .........................................................................................................................................................i-2

General Information.....................................................................................................................................................i-2

Acronyms and Abbreviations ...................................................................................................................................i-15

General Information...................................................................................................................................................i-15

General Cleaning Instructions ..................................................................................................................................i-10

Abrasive Pads and Abrasive Paper...........................................................................................................................i-10

Definition of Clean......................................................................................................................................................i-10

Fuel System...............................................................................................................................................................i-13

Gasket Surfaces........................................................................................................................................................ i-11

Plastic Bead Cleaning................................................................................................................................................i-12

Solvent and Acid Cleaning.........................................................................................................................................i-11

Steam Cleaning......................................................................................................................................................... i-12

General Repair Instructions ........................................................................................................................................i-8

General Information.....................................................................................................................................................i-8

Welding on a Vehicle with an Electronic Controlled Fuel System................................................................................i-9

General Safety Instructions ........................................................................................................................................i-6

Important Safety Notice...............................................................................................................................................i-6

How to Use the Manual ................................................................................................................................................i-3

General Information.....................................................................................................................................................i-3

Illustrations ...................................................................................................................................................................i-5

General Information.....................................................................................................................................................i-5

Symbols ........................................................................................................................................................................i-4

General Information.....................................................................................................................................................i-4

To the Owner and Operator .........................................................................................................................................i-1

General Information.....................................................................................................................................................i-1

QSC8.3 and QSL9

Page i-b Section i - Introduction

This Page Left Intentionally Blank

QSC8.3 and QSL9 To the Owner and Operator
Section i - Introduction Page i-1

To the Owner and Operator

General Information

Preventive maintenance is the easiest and least expensive type of maintenance. Follow the maintenance schedule
recommendations outlined in Maintenance Guidelines (Section 2).

Keep records of regularly scheduled maintenance.

Use the correct fuel, lubricating oil, and coolant in your engine as specified in Maintenance Specifications (Section V).
Blending engine oil with fuel is prohibited for engines with an aftertreatment system.

Cummins Inc. uses the latest technology and the highest quality components to produce its engines. Cummins Inc.
recommends using genuine Cummins new parts and ReCon® exchange parts.

Personnel at Cummins Authorized Repair Locations have been trained to provide expert service and parts support. If
you have a problem that can not be resolved by a Cummins Authorized Repair Location, follow the steps outlined in
the Service Assistance (Section S).

Product coverage, warranty limitations and owner responsibilities are available in Warranty (Section W).

CAUTION
Disconnect both the positive (+) and negative (-) battery cables from the battery before welding on the vehicle.
Attach the welder ground cable no more than 0.61 meters [2 feet] from the part being welded. Do not connect
the ground cable of the welder to the ECM cooling plate or ECM. Welding on the engine or engine mounted
components is not recommended.

About the Manual QSC8.3 and QSL9
Page i-2 Section i - Introduction

About the Manual

General Information

This manual contains information needed to correctly operate and maintain your engine as recommended by
Cummins Inc. For additional service literature and ordering locations, refer to Service Literature (Section L).

This manual does not cover vehicle, vessel, or equipment maintenance procedures. Consult the original vehicle,
vessel, or equipment manufacturer for specific maintenance recommendations.

Both metric and U.S. customary values are listed in this manual. The metric value is listed first, followed by the U.S.
customary in brackets.

Numerous illustrations and symbols are used to aid in understanding the meaning of the text. Refer to Symbols in this
section for a complete listing of symbols and their definitions.

Each section of the manual is preceded by a Section Contents to aid in locating information.

QSC8.3 and QSL9 How to Use the Manual
Section i - Introduction Page i-3

How to Use the Manual

General Information

This manual is organized according to intervals at which maintenance on your engine is to be performed. A
maintenance schedule, that states the required intervals and maintenance checks, is located in Maintenance
Guidelines (Section 2). Locate the interval at which you are performing maintenance; then follow the steps given in
that section for all the procedures to be performed.

Keep a record of all the checks and inspections made. A maintenance record form is located in Maintenance
Guidelines (Section 2).

Engine troubleshooting procedures for your engine are located in Troubleshooting Symptoms (Section TS).

Specifications for your engine are located in Maintenance Specifications (Section V).

Symbols QSC8.3 and QSL9
Page i-4 Section i - Introduction

Symbols

General Information

The following symbols have been used in this manual to help communicate the intent of the instructions. When one of
the symbols appears, it conveys the meaning defined below:

QSC8.3 and QSL9 Illustrations
Section i - Introduction Page i-5

Illustrations

General Information

Some of the illustrations throughout this manual are
generic and will not look exactly like the engine or parts
used in your application. The illustrations can contain
symbols to indicate an action required and an acceptable
or not acceptable condition.

The illustrations are intended to show repair or
replacement procedures. The procedure will be the same
for all applications, although the illustration can differ.

General Safety Instructions QSC8.3 and QSL9
Page i-6 Section i - Introduction

General Safety Instructions

Important Safety Notice

WARNING
Improper practices, carelessness, or ignoring the warnings can cause burns, cuts, mutilation, asphyxiation or
other personal injury or death.

Read and understand all of the safety precautions and warnings before performing any repair. This list contains the
general safety precautions that must be followed to provide personal safety. Special safety precautions are included
in the procedures when they apply.

• Work in an area surrounding the product that is dry, well lit, ventilated, free from clutter, loose tools, parts, ignition

sources and hazardous substances. Be aware of hazardous conditions that can exist.

• Always wear protective glasses and protective shoes when working.

• Rotating parts can cause cuts, mutilation or strangulation.

• Do not wear loose-fitting or torn clothing. Remove all jewelry when working.

• Disconnect the battery (negative [-] cable first) and discharge any capacitors before beginning any repair work.

Disconnect the air starting motor if equipped to prevent accidental engine starting. Put a "Do Not Operate" tag in
the operator's compartment or on the controls.

• Use ONLY the proper engine barring techniques for manually rotating the engine. Do not attempt to rotate the

crankshaft by pulling or prying on the fan. This practice can cause serious personal injury, property damage, or
damage to the fan blade(s) causing premature fan failure.

• If an engine has been operating and the coolant is hot, allow the engine to cool before slowly loosening the filler

cap to relieve the pressure from the cooling system.

• Always use blocks or proper stands to support the product before performing any service work. Do not work on

anything that is supported ONLY by lifting jacks or a hoist.

• Relieve all pressure in the air, oil, fuel, and cooling systems before any lines, fittings, or related items are removed

or disconnected. Be alert for possible pressure when disconnecting any device from a system that utilizes
pressure. Do not check for pressure leaks with your hand. High pressure oil or fuel can cause personal injury.

• To reduce the possibility of suffocation and frostbite, wear protective clothing and ONLY disconnect liquid

refrigerant (Freon) lines in a well ventilated area. To protect the environment, liquid refrigerant systems must be
properly emptied and filled using equipment that prevents the release of refrigerant gas (fluorocarbons) into the
atmosphere. Federal law requires capturing and recycling refrigerant.

• To reduce the possibility of personal injury, use a hoist or get assistance when lifting components that weigh 23 kg

[50 lb] or more. Make sure all lifting devices such as chains, hooks, or slings are in good condition and are of the
correct capacity. Make sure hooks are positioned correctly. Always use a spreader bar when necessary. The lifting
hooks must not be side-loaded.

• Corrosion inhibitor, a component of SCA and lubricating oil, contains alkali. Do not get the substance in eyes.

Avoid prolonged or repeated contact with skin. Do not swallow internally. In case of contact, immediately wash
skin with soap and water. In case of contact, immediately flood eyes with large amounts of water for a minimum of
15 minutes. IMMEDIATELY CALL A PHYSICIAN. KEEP OUT OF REACH OF CHILDREN.

• Naptha and Methyl Ethyl Ketone (MEK) are flammable materials and must be used with caution. Follow the

manufacturer's instructions to provide complete safety when using these materials. KEEP OUT OF REACH OF
CHILDREN.

• To reduce the possibility of burns, be alert for hot parts on products that have just been turned off, exhaust gas

flow, and hot fluids in lines, tubes, and compartments.

• Always use tools that are in good condition. Make sure you understand how to use the tools before performing any

service work. Use ONLY genuine Cummins® or Cummins ReCon® replacement parts.

• Always use the same fastener part number (or equivalent) when replacing fasteners. Do not use a fastener of

lesser quality if replacements are necessary.

• When necessary, the removal and replacement of any guards covering rotating components, drives, and/or belts

should only be carried out be a trained technician. Before removing any guards the engine must be turned off and
any starting mechanisms must be isolated. All fasteners must be replaced on re-fitting the guards.

• Do not perform any repair when fatigued or after consuming alcohol or drugs that can impair your functioning.

QSC8.3 and QSL9 General Safety Instructions
Section i - Introduction Page i-7

• Some state and federal agencies in the United States of America have determined that used engine oil can be
carcinogenic and can cause reproductive toxicity. Avoid inhalation of vapors, ingestion, and prolonged contact with
used engine oil.

• Do not connect the jumper starting or battery charging cables to any ignition or governor control wiring. This can
cause electrical damage to the ignition or governor.

• Always torque fasteners and fuel connections to the required specifications. Overtightening or undertightening can
allow leakage. This is critical to the natural gas and liquefied petroleum gas fuel and air systems.

• Always test for fuel leaks as instructed, as odorant can fade.

• Close the manual fuel valves prior to performing maintenance and repairs, and when storing the vehicle inside.

• Coolant is toxic. If not reused, dispose of in accordance with local environmental regulations.

• The catalyst reagent contains urea. Do not get the substance in your eyes. In case of contact, immediately flood
eyes with large amounts of water for a minimum of 15 minutes. Avoid prolonged contact with skin. In case of
contact, immediately wash skin with soap and water. Do not swallow internally. In the event the catalyst reagent is
ingested, contact a physician immediately.

• The catalyst substrate contains Vanadium Pentoxide. Vanadium Pentoxide has been determined by the State of
California to cause cancer. Always wear protective gloves and eye protection when handling the catalyst assembly.
Do not get the catalyst material in your eyes. In Case of contact, immediately flood eyes with large amounts of
water for a minimum of 15 minutes. Avoid prolonged contact with skin. In case of contact, immediately wash skin
with soap and water.

• The Catalyst substrate contains Vanadium Pentoxide. Vanadium Pentoxide has been determined by the State of
California to cause cancer. In the event the catalyst is being replaced, dispose of in accordance with local
regulations.

• California Proposition 65 Warning - Diesel engine exhaust and some of its constituents are known to the State of
California to cause cancer, birth defects, and other reproductive harm.

General Repair Instructions QSC8.3 and QSL9
Page i-8 Section i - Introduction

General Repair Instructions

General Information

This engine or system incorporates the latest technology at the time it was manufactured; yet, it is designed to be
repaired using normal repair practices performed to quality standards.

WARNING
Cummins Inc. does not recommend or authorize any modifications or repairs to components except for those
detailed in Cummins Service Information. In particular, unauthorized repair to safety-related components can
cause personal injury or death. Below is a partial listing of components classified as safety-related:

1 Air Compressor

2 Air Controls

3 Air Shutoff Assemblies

4 Balance Weights

5 Cooling Fan

6 Fan Hub Assembly

7 Fan Mounting Bracket(s)

8 Fan Mounting Capscrews

9 Fan Hub Spindle

10 Flywheel

11 Flywheel Crankshaft Adapter

12 Flywheel Mounting Capscrews

13 Fuel Shutoff Assemblies

14 Fuel Supply Tubes

15 Lifting Brackets

16 Throttle Controls

17 Turbocharger Compressor Casing

18 Turbocharger Oil Drain Line(s)

19 Turbocharger Oil Supply Line(s)

20 Turbocharger Turbine Casing

21 Vibration Damper Mounting Capscrews

22 Manual Service Disconnect

23 High Voltage Interlock Loop

24 High Voltage Connectors/Connections and Harnesses

25 High Voltage Battery System

26 Power Inverter

27 Generator Motor

28 Clutch Pressure Plate

• Follow all safety instructions noted in the procedures

• Follow the manufacturer's recommendations for cleaning solvents and other substances used during repairs. Some

solvents have been identified by government agencies as toxic or carcinogenic. Avoid excessive breathing,
ingestion and contact with such substances. Always use good safety practices with tools and equipment

• Provide a clean environment and follow the cleaning instructions specified in the procedures

• The engine or system and its components must be kept clean during any repair. Contamination of the engine,

system or components will cause premature wear.

• All components must be kept clean during any repair. Contamination of the components will cause premature

wear.

QSC8.3 and QSL9 General Repair Instructions
Section i - Introduction Page i-9

• Perform the inspections specified in the procedures

• Replace all components or assemblies which are damaged or worn beyond the specifications

• Use genuine Cummins new or ReCon® service parts and assemblies

- The assembly instructions have been written to use again as many components and assemblies as possible.
When it is necessary to replace a component or assembly, the procedure is based on the use of new Cummins or
Cummins ReCon® components. All of the repair services described in this manual are available from all Cummins
Distributors and most Dealer locations.

• Follow the specified disassembly and assembly procedures to reduce the possibility of damage to the components

Complete rebuild instructions are available in the service manual which can be ordered or purchased from a Cummins
Authorized Repair Location. Refer to Section L — Service Literature for ordering instructions.

Welding on a Vehicle with an Electronic Controlled Fuel System

CAUTION
Disconnect both the positive (+) and negative (-) battery cables from the low voltage battery before welding on
the vehicle. Attach the welder ground cable no more than 0.61 meters [2 feet] from the part being welded. Do
not connect the ground clamp of the welder to any of the sensors, wiring harness, electronic control units or
the components. Direct welding of any electronic components must not be attempted. Sensors, wiring
harness, and electronic control unit should be removed if nearby welding will expose these components to
temperatures beyond normal operation. Additionally, all electronic control unit connectors must be
disconnected

General Cleaning Instructions QSC8.3 and QSL9
Page i-10 Section i - Introduction

General Cleaning Instructions

Definition of Clean

Parts must be free of debris that can contaminate any engine system. This does not necessarily mean they have to
appear as new.

Sanding gasket surfaces until the factory machining marks are disturbed adds no value and is often harmful to forming
a seal. It is important to maintain surface finish and flatness tolerances to form a quality sealing surface. Gaskets are
designed to fill small voids in the specified surface finish.

Sanding gasket surfaces where edge-molded gaskets are used is most often unnecessary. Edge-molded gaskets are
those metal carriers with sealing material bonded to the edges of the gasket to seal while the metal portion forms a
metal to metal joint for stability. Any of the small amounts of sealing material that can stick to the parts are better
removed with a blunt-edged scraper on the spots rather than spending time polishing the whole surface with an air
sander or disc.

For those gaskets that do not have the edge molding, nearly all have a material that contains release agents to
prevent sticking. Certainly this is not to say that some gaskets are not difficult to remove because the gasket has
been in place a long time, has been overheated or the purpose of the release agent has been defeated by the
application of some sealant. The object however is just to remove the gasket without damaging the surfaces of the
mating parts without contaminating the engine (don't let the little bits fall where they can not be removed).

Bead blasting piston crowns until the dark stain is removed is unnecessary. All that is required is to remove the carbon
build-up above the top ring and in the ring grooves. There is more information on bead blasting and piston cleaning
later in this document.

Cummins Inc. does not recommend sanding or grinding the carbon ring at the top of cylinder liners until clean metal is
visible. The liner will be ruined and any signs of a problem at the top ring reversal point (like a dust-out) will be
destroyed. It is necessary to remove the carbon ring to provide for easier removal of the piston assembly. A medium
bristle, high quality, steel wire wheel that is rated above the rpm of the power tool being used will be just as quick and
there will be less damage. Yes, one must look carefully for broken wires after the piston is removed but the wires are
more visible and can be attracted by a magnet.

Oil on parts that have been removed from the engine will attract dirt in the air. The dirt will adhere to the oil. If possible,
leave the old oil on the part until it is ready to be cleaned, inspected and installed, and then clean it off along with any
attracted dirt. If the part is cleaned then left exposed it can have to be cleaned again before installation. Make sure
parts are lubricated with clean oil before installation. They do not need to be oiled all over but do need oil between
moving parts (or a good lube system priming process conducted before cranking the engine).

Bead blasting parts to remove exterior paint is also usually unnecessary. The part will most likely be painted again so
all that needs happen is remove any loose paint.

Abrasive Pads and Abrasive Paper

The keyword here is "abrasive". There is no part of an engine designed to withstand abrasion. That is they are all
supposed to lock together or slide across each other. Abrasives and dirt particles will degrade both functions.

WARNING
Abrasive material must be kept out of or removed from oil passages and parts wear points. Abrasive material
in oil passages can cause bearing and bushing failures that can progress to major component damage
beyond reuse. This is particularly true of main and rod bearings.

Cummins Inc. does not recommend the use of emery cloth or sand paper on any part of an assembled engine or
component including but not limited to removing the carbon ridge from cylinder liners or to clean block decks or
counterbores.

Great care must be taken when using abrasive products to clean engine parts, particularly on partially assembled
engines. Abrasive cleaning products come in many forms and sizes. All of them contain aluminum oxide particles,
silicon carbide, or sand or some other similar hard material. These particles are harder than most of the parts in the
engine. Since they are harder, if they are pressed against softer material they will either damage the material or
become embedded in it. These materials fall off the holding media as the product is used. If the products are used with
power equipment the particles are thrown about the engine. If the particles fall between two moving parts, damage to
the moving parts is likely.

If particles that are smaller than the clearance between the parts while they are at rest (engine stopped), but larger
than the running clearance then damage will occur when the parts move relative to each other (engine started). While
the engine is running and there is oil pressure, particles that are smaller than the bearing clearance are likely to pass
between the parts without damage and be trapped in the oil filter. However, particles larger than the bearing clearance
will remove material from one part and can become embedded in one of the parts. Once embedded in one part it will

QSC8.3 and QSL9 General Cleaning Instructions
Section i - Introduction Page i-11

abrade the other part until contact is no longer being made between the two parts. If the damage sufficiently degrades
the oil film, the two parts will come into contact resulting in early wear-out or failure from lack of effective lubrication.

Abrasive particles can fly about during cleaning it is very important to block these particles from entering the engine as
much as possible. This is particularly true of lubricating oil ports and oil drilling holes, especially those located
downstream of the lubricating oil filters. Plug the holes instead of trying to blow the abrasive particles and debris with
compressed air because the debris is often simply blown further into the oil drilling.

All old gasket material must be removed from the parts gasket surfaces. However, it is not necessary to clean and
polish the gasket surface until the machining marks are erased. Excessive sanding or buffing can damage the gasket
surface. Many newer gaskets are of the edge molded type (a steel carrier with a sealing member bonded to the steel).
What little sealing material that can adhere is best removed with a blunt-edged scraper or putty knife. Cleaning gasket
surfaces where an edge-molded gasket is used with abrasive pads or paper is usually a waste of time.

WARNING
Excessive sanding or grinding the carbon ring from the top of the cylinder liners can damage the liner beyond
reuse. The surface finish will be damaged and abrasive particles can be forced into the liner material which
can cause early cylinder wear-out or piston ring failures.

Tape off or plug all openings to any component interior before using abrasive pads or wire brushes. If really necessary
because of time to use a power tool with abrasive pads, tape the oil drillings closed or use plug and clean as much of
the surface as possible with the tool but clean around the oil hole/opening by hand so as to prevent contamination of
the drilling. Then remove the tape or plug and clean the remaining area carefully and without the tool. DO NOT use
compressed air to blow the debris out of oil drilling on an assembled engine! More likely than not, the debris can be
blown further into the drilling. Using compressed air is fine if both ends of the drilling are open but that is rarely the
case when dealing with an assembled engine.

Gasket Surfaces

The object of cleaning gasket surfaces is to remove any gasket material, not refinish the gasket surface of the part.

Cummins Inc. does not recommend any specific brand of liquid gasket remover. If a liquid gasket remover is used,
check the directions to make sure the material being cleaned will not be harmed.

Air powered gasket scrapers can save time but care must be taken to not damage the surface. The angled part of the
scraper must be against the gasket surface to prevent the blade from digging into the surface. Using air powered
gasket scrapers on parts made of soft materials takes skill and care to prevent damage.

Do not scrape or brush across the gasket surface if at all possible.

Solvent and Acid Cleaning

Several solvent and acid-type cleaners can be used to clean the disassembled engine parts (other than pistons. See
Below). Experience has shown that the best results can be obtained using a cleaner that can be heated to 90° to 95°
Celsius (180° to 200° Fahrenheit). Kerosene emulsion based cleaners have different temperature specifications, see
below. A cleaning tank that provides a constant mixing and filtering of the cleaning solution will give the best results.
Cummins Inc. does not recommend any specific cleaners. Always follow the cleaner manufacturer's instructions.
Remove all the gasket material, o-rings, and the deposits of sludge, carbon, etc., with a wire brush or scraper before
putting the parts in a cleaning tank. Be careful not to damage any gasket surfaces. When possible, steam clean the
parts before putting them in the cleaning tank.

WARNING
When using solvents, acids, or alkaline materials for cleaning, follow the manufacturers recommendations for
use. Wear goggles and protective clothing to reduce the possibility of personal injury.

Experience has shown that kerosene emulsion based cleaners perform the best to clean pistons. These cleaners
should not be heated to temperature in excess of 77°C (170°F). The solution begins to break down at temperatures in
excess of 82°C (180°F) and will be less effective.

Do not use solutions composed mainly of chlorinated hydrocarbons with cresols, phenols and/or cresylic components.
They often do not do a good job of removing deposits from the ring groove and are costly to dispose of properly.

Solutions with a pH above approximately 9.5 will cause aluminum to turn black; therefore do not use high alkaline
solutions.

Chemicals with a pH above 7.0 are considered alkaline and those below 7.0 are acidic. As you move further away
from the neutral 7.0, the chemicals become highly alkaline or highly acidic.

Remove all the gasket material, o-rings, and the deposits of sludge, carbon, etc., with a wire brush or scraper before
putting the parts in a cleaning tank. Be careful to not damage any gasket surfaces. When possible use hot high

General Cleaning Instructions QSC8.3 and QSL9
Page i-12 Section i - Introduction

pressure water or steam clean the parts before putting them in the cleaning tank. Removing the heaviest dirt before
placing in the tank will allow the cleaner to work more effectively and the cleaning agent will last longer.

Rinse all the parts in hot water after cleaning. Dry completely with compressed air. Blow the rinse water from all the
capscrew holes and the oil drillings.

If the parts are not to be used immediately after cleaning, dip them in a suitable rust proofing compound. The rust
proofing compound must be removed from the parts before assembly or installation on the engine.

Steam Cleaning

Steam cleaning can be used to remove all types of dirt that can contaminate the cleaning tank. It is a good method for
cleaning the oil drillings and coolant passages

WARNING
When using a steam cleaner, wear safety glasses or a face shield, as well as protective clothing. Hot steam
can cause serious personal injury.

Do not steam clean the following components:

• Electrical Components

• Wiring Harnesses

• Injectors

• Fuel Pump

• Belts and Hoses

• Bearings (ball or taper roller)

• Electronic Control Module (ECM)

• ECM Connectors

• Dosing Control Unit

• NOx Sensor.

Plastic Bead Cleaning

Cummins Inc. does not recommend the use of glass bead blast or walnut shell media on any engine part. Cummins
Inc. recommends using only plastic bead media, Part Number 3822735 or equivalent on any engine part. Never use
sand as a blast media to clean engine parts. Glass and walnut shell media when not used to the media
manufacturer's recommendations can cause excess dust and can embed in engine parts that can result in premature
failure of components through abrasive wear.

Plastic bead cleaning can be used on many engine components to remove carbon deposits. The cleaning process is
controlled by the use of plastic beads, the operating pressure and cleaning time.

CAUTION
Do not use bead blasting cleaning methods on aluminum pistons skirts or the pin bores in any piston, piston
skirt or piston crown. Small particles of the media will embed in the aluminum or other soft metal and result in
premature wear of the cylinder liner, piston rings, pins and pin bores. Valves, turbocharger shafts, etc., can
also be damaged. Follow the cleaning directions listed in the procedures.

CAUTION
Do not contaminate wash tanks and tank type solvent cleaners with the foreign material and plastic beads.
Remove the foreign material and plastic beads with compressed air, hot high pressure water or steam before
placing them in tanks or cleaners. The foreign material and plastic beads can contaminate the tank and any
other engine parts cleaned in the tank. Contaminated parts may cause failures from abrasive wear.

Plastic bead blasting media, Part Number 3822735, can be used to clean all piston ring grooves. Do not sure any
bead blasting media on piston pin bores or aluminum skirts.

Follow the equipment manufacturer's cleaning instructions. Make sure to adjust the air pressure in the blasting
machine to the bead manufacturer's recommendations. Turning up the pressure can move material on the part and
cause the plastic bead media to wear out more quickly. The following guidelines can be used to adapt to
manufacturer's instructions:

1 Bead size: U.S. size Number 16 — 20 for piston cleaning with plastic bead media, Part Number 3822735

2 Operating Pressure — 270 kPa (40 psi) for piston cleaning. Pressure should not cause beads to break.

QSC8.3 and QSL9 General Cleaning Instructions
Section i - Introduction Page i-13

3 Steam clean or wash the parts with solvent to remove all of the foreign material and plastic beads after cleaning.

Rinse with hot water. Dry with compressed air.

CAUTION
The bead blasting operation must not disturb the metal surface. If the metal surface is disturbed the engine
can be damaged due to increased parts clearance or inadequate surface finish on parts that move against
other parts.

When cleaning pistons, it is not necessary to remove all the dark stain from the piston. All that is necessary is to
remove the carbon on the rim and in the ring grooves. This is best done by directing the blast across the part as
opposed to straight at the part. If the machining marks are disturbed by the blasting process, then the pressure is too
high or the blast is being held on one spot too long. The blast operation must not disturb the metal surface.

Walnut shell bead blast material is sometimes used to clean ferrous metals (iron and steel). Walnut shell blasting
produces a great amount of dust particularly when the pressure if the air pressure on the blasting machine is
increased above media manufacturer's recommendation. Cummins Inc. recommends not using walnut shell media to
clean engine parts due to the risk media embedment and subsequent contamination of the engine.

Cummins Inc. now recommends glass bead media NOT used to clean any engine parts. Glass media is too easily
embedded into the material particularly in soft materials and when air pressures greater than media manufacturer's
recommend are used. The glass is an abrasive so when it is in a moving part, that part is abrading all the parts in
contact with it. When higher pressures are used the media is broken and forms a dust of a very small size that floats
easily in the air. This dust is very hard to control in the shop, particularly if only compressed air (and not hot water) is
used to blow the media after it is removed from the blasting cabinet (blowing the part off inside the cabinet may
remove large accumulations but never removes all the media).

Bead blasting is best used on stubborn dirt/carbon build-up that has not been removed by first steam/higher pressure
washing then washing in a heated wash tank. This is particularly true of pistons. Steam and soak the pistons first then
use the plastic bead method to safely remove the carbon remaining in the grooves (instead of running the risk of
damaging the surface finish of the groove with a wire wheel or end of a broken piston ring. Make sure the parts are dry
and oil free before bead blasting to prevent clogging the return on the blasting machine.

Always direct the bead blaster nozzle "across" rather than directly at the part. This allows the bead to get under the
unwanted material. Keep the nozzle moving rather than hold on one place. Keeping the nozzle directed at one-place
too long causes the metal to heat up and be moved around. Remember that the spray is not just hitting the dirt or
carbon. If the machining marks on the piston groove or rim have been disturbed then there has not been enough
movement of the nozzle and/or the air pressure is too high.

Never bead blast valve stems. Tape or use a sleeve to protect the stems during bead blasting. Direct the nozzle
across the seat surface and radius rather than straight at them. The object is to remove any carbon build up and
continuing to blast to remove the stain is a waste of time.

Fuel System

When servicing any fuel system components, which can be exposed to potential contaminants, prior to disassembly,
clean the fittings, mounting hardware, and the area around the component to be removed. If the surrounding areas are
not cleaned, dirt or contaminants can be introduced into the fuel system.

The internal drillings of some injectors are extremely small and susceptible to plugging from contamination. Some fuel
injection systems can operate at very high pressures. High pressure fuel can convert simple particles of dirt and rust
into a highly abrasive contaminant that can damage the high pressure pumping components and fuel injectors.

Electrical contact cleaner can be used if steam cleaning tools are not available. Use electrical contact cleaner rather
than compressed air, to wash dirt and debris away from fuel system fittings. Diesel fuel on exposed fuel system parts
attracts airborne contaminants.

Choose lint free towels for fuel system work.

Cap and plug fuel lines, fittings, and ports whenever the fuel system is opened. Rust, dirt, and paint can enter the fuel
system whenever a fuel line or other component is loosened or removed from the engine. In many instances, a good
practice is to loosen a line or fitting to break the rust and paint loose, and then clean off the loosened material.

When removing fuel lines or fittings from a new or newly-painted engine, make sure to remove loose paint flakes/chips
that can be created when a wrench contacts painted line nuts or fittings, or when quick disconnect fittings are
removed.

Fuel filters are rated in microns. The word micron is the abbreviation for a micrometer, or one millionth of a meter. The
micron rating is the size of the smallest particles that will be captured by the filter media. As a reference, a human hair
is 76 microns [0.003 in] in diameter. One micron measures 0.001 mm [0.00004 in.]. The contaminants being filtered
out are smaller than can be seen with the human eye, a magnifying glass, or a low powered microscope.

General Cleaning Instructions QSC8.3 and QSL9
Page i-14 Section i - Introduction

The tools used for fuel system troubleshooting and repair are to be cleaned regularly to avoid contamination. Like fuel
system parts, tools that are coated with oil or fuel attract airborne contaminants. Remember the following points
regarding your fuel system tools:

• Fuel system tools are to be kept as clean as possible.

• Clean and dry the tools before returning them to the tool box.

• If possible, store fuel system tools in sealed containers.

• Make sure fuel system tools are clean before use.

QSC8.3 and QSL9 Acronyms and Abbreviations
Section i - Introduction Page i-15

Acronyms and Abbreviations

General Information

The following list contains some of the acronyms and abbreviations used in this manual.

ANSI American National Standards Institute

API American Petroleum Institute

ASTM American Society of Testing and Materials

BTU British Thermal Unit

BTDC Before Top Dead Center

°C Celsius

CO Carbon Monoxide

CCA Cold Cranking Amperes

CARB California Air Resources Board

C.I.B. Customer Interface Box
C.I.D. Cubic Inch Displacement

CNG Compressed Natural Gas

CPL Control Parts List

cSt Centistokes

DEF Diesel Exhaust Fluid

DOC Diesel Oxidation Catalyst

DPF Diesel Particulate Filter

ECM Engine Control Module

EFC Electronic Fuel Control

EGR Exhaust Gas Recirculation

EPA Environmental Protection Agency

°F Fahrenheit

ft-lb Foot-Pound Force

FMI Failure Mode Indentifier

GVW Gross Vehicle Weight

Hg Mercury
hp Horsepower

H2O Water

inHg Inches of Mercury

in H20 Inches of Water

ICM Ignition Control Module

IEC International Electrotechnical Commission

km/l Kilometers per Liter

kPa Kilopascal

LNG Liquid Natural Gas

LPG Liquified Petroleum Gas
LTA Low Temperature Aftercooling

MIL Malfunction Indicator Lamp

MPa Megapascal
mph Miles Per Hour
mpq Miles Per Quart

N•m Newton-meter

NOx Mono-Nitrogen Oxides

NG Natural Gas

O2 Oxygen

Acronyms and Abbreviations QSC8.3 and QSL9
Page i-16 Section i - Introduction

OBD On-Board Diagnostics

OEM Original Equipment Manufacturer

OSHA Occupational Safety and Health Administration

PID Parameter Identification Descriptions

ppm Parts Per Million

psi Pounds Per Square Inch

PTO Power Takeoff

REPTO Rear Power Take Off

RGT Rear Gear Train

rpm Revolutions Per Minute

SAE Society of Automotive Engineers
SCA Supplemental Coolant Additive
SCR Selective Catalytic Reduction

STC Step Timing Control

SID Subsystem Identification Descriptions

VDC Volts of Direct Current

VS Variable Speed

VSS Vehicle Speed Sensor

QSC8.3 and QSL9
Section E - Engine and System Identification Page E-a

Section E - Engine and System Identification

Section Contents

Page

Cummins® Service Engine Model Product Identification ....................................................................................E-10

General Information..................................................................................................................................................E-10

Engine Diagrams ........................................................................................................................................................E-4

Engine Views..............................................................................................................................................................E-4

Engine Identification ..................................................................................................................................................E-1

Cummins® Engine Nomenclature..............................................................................................................................E-2

ECM Dataplate...........................................................................................................................................................E-3

Engine Dataplate........................................................................................................................................................E-1

Fuel Injection Pump Dataplate...................................................................................................................................E-2

QSC8.3 and QSL9

Page E-b Section E - Engine and System Identification

This Page Left Intentionally Blank

QSC8.3 and QSL9 Engine Identification
Section E - Engine and System Identification Page E-1

Engine Identification

Engine Dataplate

The engine dataplate provides important information about the engine. The engine serial number (ESN) and control
part list (CPL) provide information for service and for ordering parts. The engine dataplate must not be changed
unless approved by Cummins Inc.

Have the following engine data available when communicating with a Cummins® Authorized Repair Location:

1 Engine serial number (ESN)

2 Control parts list (CPL)

3 Model

4 Horsepower and rpm rating.

NOTE: Depending on the manufacturing plant, calibration data may also be be found on the engine dataplate.

Engine Identification QSC8.3 and QSL9
Page E-2 Section E - Engine and System Identification

If the engine dataplate (1) is not legible, the engine serial
number (ESN) (2) can be found on the engine block, on
top of the lubricating oil cooler housing. Additional engine
information is on the ECM dataplate.

Cummins® Engine Nomenclature

The Cummins® engine nomenclature provides the engine
model and horsepower rating.

Fuel Injection Pump Dataplate

The Cummins® Accumulator Pump System (CAPS) fuel
injection pump dataplate is located on the side of the
injection pump. The dataplate contains the following
information:

1 Cummins® part number

2 Pump serial number

3 Factory code.

QSC8.3 and QSL9 Engine Identification
Section E - Engine and System Identification Page E-3

ECM Dataplate

The ECM dataplate is located on the front of the ECM.

The following information is found on the ECM dataplate:

• ECM part number (PN)

• ECM serial number (SN)

• ECM date code (DC)

• Engine serial number (ESN)

• ECM Code (identifies the software in the ECM).

NOTE: The presence of an ECM dataplate depends on
the manufacturing plant and the date the engine was
manufactured. If an ECM dataplate was not installed by
the manufacturing plant, calibration data can be found on
the engine dataplate.

Engine Diagrams QSC8.3 and QSL9
Page E-4 Section E - Engine and System Identification

Engine Diagrams

Engine Views

The following illustrations provide the locations of the major external engine components, filters, and other service and
maintenance points. Some external components will be different locations for different engine models.

The illustrations are only a reference to show a typical engine.

QSC8.3 and QSL9 Engine Diagrams
Section E - Engine and System Identification Page E-5

Engine Views

Engine Diagrams

Front Engine View (Cummins® Common Rail Fuel System)

1 Engine lifting bracket

2 Crankcase breather

3 Air intake connection

4 Engine oil fill

5 Front gear cover

6 Fan pulley

7 Vibration Damper

8 Starter

9 Engine oil pan drain plug

10 Automatic belt tensioner

11 Coolant inlet connection

12 Water pump

13 Turbocharger (variable geometry turbocharger shown).

Engine Diagrams QSC8.3 and QSL9
Page E-6 Section E - Engine and System Identification

Engine Views

Engine Diagrams

1 Fan pulley

2 Top dead center (TDC) mark

3 Front gear cover

4 Vibration damper

5 Engine oil pan drain plug

6 Automatic belt tensioner

7 Water inlet

8 Water pump

9 Alternator

10 Water outlet

11 Turbocharger air outlet

12 Turbocharger air inlet

13 Engine oil fill.

Front View (CAPS Fuel System)

QSC8.3 and QSL9 Engine Diagrams
Section E - Engine and System Identification Page E-7

Engine Views

Engine Diagrams

1 1/2-inch (NPTF) coolant taps

2 Turbocharger wastegate actuator

3 Engine oil fill

4 Coolant outlet

5 Front engine lifting bracket

6 Coolant temperature sensor

7 Coolant heater port

8 Coolant inlet

9 Lubricating oil cooler

10 Engine oil pan drain plug

11 Lubricating oil filter

12 Dipstick location

13 Coolant filter

14 Injector drain fuel outlet connection.

Exhaust Side View (CAPS Fuel System)

Engine Diagrams QSC8.3 and QSL9
Page E-8 Section E - Engine and System Identification

Engine Views

Engine Diagrams

Fuel Pump Side View (CAPS Fuel System)

1 Engine air inlet

2 Intake manifold pressure sensor

3 Intake manifold temperature sensor

4 M10 (STOR) fuel pressure after-lift pump

5 M10 (STOR) fuel pressure before-lift pump

6 Magnetic pickup location 3/4-16 UNF

7 Fuel return connection

8 Fuel inlet connection

9 Fuel lift pump

10 Starter mounting flange

11 Oil pressure sensor

12 Fuel filter/water separator

13 Electronic control module (ECM)

14 Dipstick location

15 M10 (STOR) oil pressure port

16 Engine position sensor (EPS) - (inboard)

17 Engine speed sensor (ESS) - (outboard)

18 Engine dataplate

19 High-pressure fuel lines

20 Cummins® Accumulator Pump System (CAPS) injection pump

21 Intake air heater.

QSC8.3 and QSL9 Engine Diagrams
Section E - Engine and System Identification Page E-9

Engine Views

Engine Diagrams

1 Rear engine lifting bracket

2 Turbocharger exhaust outlet

3 Clutch mounting holes

4 Flywheel housing

5 Flywheel.

Rear View (CAPS Fuel System)

Cummins® Service Engine Model Product Identification QSC8.3 and QSL9
Page E-10 Section E - Engine and System Identification

Cummins® Service Engine Model
Product Identification

General Information

The Cummins® Service Engine Model Nomenclature
procedure describes how engines are identified within
Cummins service organization. This method was
introduced for models after and including manufacture
year 2007.

Electronic engines are identified by the first two letters,
either an "IS" for On-Highway automotive or "QS" for Off­Highway industrial market applications.

The third letter is the engine platform designation followed
by the engine liter size.

If the engine operates on a fuel type other than diesel, the
type will be identified after the liter size.

QSC8.3 and QSL9 Cummins® Service Engine Model Product Identification
Section E - Engine and System Identification Page E-11

The control system is identified with the letters "CM"
followed by the control system model number.

The technology identifier after the control system
designates the prevailing technology used with the
engine. (See table in this procedure for letter
designations.)

Example:

1 On-Highway automotive "X" 15 liter engine

2 Control system number 871

3 Technology supported; Electric EGR and Diesel

Particulate Filter

Cummins® Service Engine Model Product Identification QSC8.3 and QSL9
Page E-12 Section E - Engine and System Identification

Technology Name Suffix

Exhaust Gas Recirculation Not used None

Pneumatic P

Electric E

Diesel Particulate Filter (DPF) Not used None

Full Flow DPF F

Partial Flow DPF F2

Diesel Oxidation Catalyst Not used None

DOC C

3-Way Oxidation Catalytic Converter Not used None

3-Way Catalyst J

Selective Catalytic Reduction System Not used None

Air Driven S

Airless A

Nox Sensor Not used None

Nox Sensor N

Modular Common Rail System Used only on QSK19, 38, 50 , 60

MCRS

HHP Engines

Integrated Dosing Control Unit Not Used None

Integrated I

QSC8.3 and QSL9
Section 1 - Operating Instructions Page 1-a

Section 1 - Operating Instructions

Section Contents

Page

Cold Weather Starting ................................................................................................................................................1-3

General Information....................................................................................................................................................1-3

Using Starting Aids.....................................................................................................................................................1-3

Electromagnetic Interference (EMI) ........................................................................................................................ 1-53

General Information..................................................................................................................................................1-53

System EMI Radiation Levels...................................................................................................................................1-53

System EMI Susceptibility........................................................................................................................................ 1-53

Electronic Controlled Fuel System ...........................................................................................................................1-7

Diagnostic Fault Codes.............................................................................................................................................1-50

Engine Protection System..........................................................................................................................................1-9

General Information....................................................................................................................................................1-7

Programmable Features...........................................................................................................................................1-10

Engine Operating Range ............................................................................................................................................1-6

General Information....................................................................................................................................................1-6

Engine Shutdown ........................................................................................................................................................1-7

General Information....................................................................................................................................................1-7

Normal Starting Procedure ........................................................................................................................................1-2

General Information....................................................................................................................................................1-2

Operating Instructions - Overview ............................................................................................................................1-1

General Information....................................................................................................................................................1-1

Operating the Engine ..................................................................................................................................................1-4

Cold Weather..............................................................................................................................................................1-5

Normal........................................................................................................................................................................1-4

Winterfronts and Shutters...........................................................................................................................................1-5

Starting Procedure After Extended Shutdown or Oil Change ................................................................................1-4

General Information....................................................................................................................................................1-4

QSC8.3 and QSL9

Page 1-b Section 1 - Operating Instructions

This Page Left Intentionally Blank

QSC8.3 and QSL9 Operating Instructions - Overview
Section 1 - Operating Instructions Page 1-1

Operating Instructions - Overview

General Information

Correct care of your engine will result in longer life, better
performance, and more economical operation.

Follow the daily maintenance checks listed in
Maintenance Guidelines (Section 2).

The new Cummins® engine associated with this manual
does not require a ”break-in” procedure. This section of
the manual provides all of the necessary information
required for proper engine operation.

U.S. legislation requires that stationary compression
ignition internal combustion engines designated for
emergency use are limited to emergency operations and
required maintenance and testing.

Check the oil pressure indicators, temperature indicators,
warning lights, and other gauges daily to make sure they
are operational.

Normal Starting Procedure QSC8.3 and QSL9
Page 1-2 Section 1 - Operating Instructions

WARNING
DO NOT OPERATE A DIESEL ENGINE WHERE THERE
ARE OR CAN BE COMBUSTIBLE VAPORS. The
vapors can be sucked through the air intake system
and cause engine acceleration and overspeeding that
can result in a fire, an explosion, and extensive
property damage. Numerous safety devices are
available, such as air intake shutoff devices, to
minimize the risk of overspeeding where an engine,
due to its application, might operate in a combustible
environment, such as due to a fuel spill or gas leak.
Remember, Cummins has no way of knowing the use
you have for your engine. THE EQUIPMENT OWNER
AND OPERATOR ARE RESPONSIBLE FOR SAFE
OPERATION IN A HOSTILE ENVIRONMENT.
CONSULT YOUR CUMMINS AUTHORIZED REPAIR
LOCATION FOR FURTHER INFORMATION.

Cummins recommends the installation of an air intake
shutoff device or a similar safety device to minimize
the risk of overspeeding when an engine is operating
in a combustible environment, such as due to a fuel
spill or gas leak.

CAUTION
Do not expose the engine to corrosive chemicals.
Corrosive chemicals can damage the engine.

Normal Starting Procedure

General Information

CAUTION
The engine must have adequate oil pressure within 15
seconds after starting. If the WARNING lamp
indicating low oil pressure has not gone out or there
is no oil pressure indicated on a gauge within 15
seconds, shut off the engine immediately to avoid
engine damage. The low oil pressure troubleshooting
procedure is located in Troubleshooting Symptoms
(Section TS).

Idle the engine 3 to 5 minutes before operating with a
load.

QSC8.3 and QSL9 Cold Weather Starting
Section 1 - Operating Instructions Page 1-3

After starting a cold engine, increase the engine speed
(rpm) slowly to provide adequate lubrication to the
bearings and to allow the oil pressure to stabilize.

CAUTION
Do not operate engine at low idle for long periods
with engine coolant temperature below the minimum
specification in Maintenance Specifications (Section
V). This can result in the following:

•

Fuel Dilution of the lubricating oil

•

Carbon build up in the cylinder

•

Cylinder head valve sticking

•

Reduced performance

Cold Weather Starting

General Information

CAUTION
To reduce the possibility of damage to the lubricating
oil pan, due to the composite materials used in the
manufacture of the lubricating oil pan, under no
circumstances should an external heat source be
applied directly or indirectly to the lubricating oil pan.

Follow the Normal Starting Procedure in this section. If
equipped with an intake air heater, the Wait-To-Start lamp
will stay on longer.

Refer to the OEM service manual for any additional cold
weather starting procedures.

Using Starting Aids

WARNING
Do not use starting fluids with this engine. This
engine is equipped with an intake air heater; use of
starting fluid can cause an explosion, fire, personal
injury, severe damage to the engine, and property
damage.

Cold weather starting aids are available for this engine.
Contact a Cummins® Authorized Repair Location for
more information.

Operating the Engine QSC8.3 and QSL9
Page 1-4 Section 1 - Operating Instructions

Starting Procedure After Extended
Shutdown or Oil Change

General Information

Follow the Normal Starting Procedure in this section. The
engine will not start until the minimum cranking oil
pressure is detected by the ECM. It can take more
cranking time to start the engine after an extended shut
down or oil change.

Operating the Engine

Normal

If equipped, monitor the oil pressure and coolant
temperature gauges frequently. Refer to Lubricating Oil
System specifications and Cooling System specifications,
in Maintenance Specifications (Section V) for
recommended operating pressures and temperatures.
Shut off the engine if any pressure or temperature does
not meet the specifications.

Continuous operation with engine coolant temperature
above or below the engine coolant temperature
specifications listed in Maintenance Specifications
(Section V) can damage the engine.

If an overheating condition starts to occur, reduce the
power output of the engine by releasing the accelerator
pedal or lever or shifting the transmission to a lower gear,
or both, until the temperature returns to the normal
operating range. If the engine temperature does not
return to normal, shut off the engine, and refer to
Troubleshooting Symptoms (Section TS), or contact a
Cummins® Authorized Repair Location.

QSC8.3 and QSL9 Operating the Engine
Section 1 - Operating Instructions Page 1-5

Most failures give an early warning. Look and listen for
changes in performance, sound, or engine appearance
that can indicate service or engine repair is needed. Some
changes to look for are:

• Engine misfires

• Vibration

• Unusual engine noises

• Sudden changes in engine operating temperatures or

pressures

• Excessive smoke

• Loss of power

• An increase in oil consumption

• An increase in fuel consumption

• Fuel, oil, or coolant leaks.

Cold Weather

It is possible to operate engines in extremely cold environments if they are properly prepared and maintained.
Satisfactory performance of an engine in low ambient temperature conditions requires modification of the engine,
surrounding equipment, operating practices and maintenance procedures.

The correct engine coolant lubricating oil and fuels must be used for the cold weather range in which the engine is
being operated. Below are the recommendations for these critical engine fluids:

Winterfronts and Shutters

Winterfronts and shutters can be used on a vehicle or
equipment to reduce air flow through the radiator core into
the engine compartment. This can reduce the time
required to warm the engine and help maintain the engine
coolant temperature. The engine coolant temperature
specifications are in the Maintenance Specification
(Section V).

Engine Operating Range QSC8.3 and QSL9
Page 1-6 Section 1 - Operating Instructions

Engine Operating Range

General Information

CAUTION
Do not operate the engine at full throttle below peak
torque rpm (refer to engine dataplate for peak torque
rpm) for more than 30 seconds. Operating the engine
at full throttle below peak torque will shorten engine
life to overhaul, can cause serious engine damage,
and is considered engine abuse.

Cummins® engines are designed to operate successfully
at full throttle under transient conditions down to peak
torque engine speed. This is consistent with
recommended operating practices.

CAUTION
Do not operate the engine beyond the maximum
engine speed. Operating the engine beyond the
maximum engine speed can cause severe engine
damage. Use proper operating techniques for the
vehicle, vessel, or equipment to prevent engine
overspeed. The maximum engine speed specification
is listed in Maintenance Specifications (Section V).

CAUTION
Do not idle the engine for excessively long periods.
Long periods of idling, more than 10 minutes, can
cause poor engine performance.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-7

Engine Shutdown

General Information

Allow the engine to idle 3 to 5 minutes before shutting it
off after a full-load operation. This allows adequate cool
down of pistons, cylinders, bearings, and turbocharger
components.

NOTE: For engines equipped with an electronic control
module (ECM) ensure the keyswitch is turned off for a
minimum of 70 seconds prior to disconnecting the
continuous (unswitched) battery power supply. If the
unswitched battery power supply is disconnected in less
than 70 seconds after the keyswitch is turned off active
fault codes and incorrect ECM information can occur.

Turn the ignition switch to the OFF position. If the engine
does not shut down, refer to Troubleshooting Symptom
(Section TS) in appropriate Operation and Maintenance
manual.

CAUTION
Failure to follow the correct shutdown procedure may
result in damage to the turbocharger and shorten the
turbocharger life.

Electronic Controlled Fuel System

General Information

The QSC8.3 engine control system is electronically
controlled and also provides many operator and vehicle or
equipment features.

The base functions of the control system include fueling
and timing control, limiting the engine speed operating
range between the low- and high-idle set points, and
reducing exhaust emissions while optimizing engine
performance.

The control system uses inputs from the operator and
engine sensors to determine the fueling and timing
required to operate at the desired engine speed.

The engine control module (ECM) is the control center of
the system. It processes all of the inputs and sends
commands to the fuel system, vehicle, and engine control
devices.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-8 Section 1 - Operating Instructions

The engine control module (ECM) performs diagnostic
tests on most of its circuits and will activate a fault code if
a problem is detected in one of these circuits. Along with
the fault code identifying the problem, a snapshot of
engine operating parameters at the time of fault activation
is stored in memory.

Most fault codes will activate a diagnostic lamp to signal
the driver.

The ECM communicates with service tools and other
vehicle controllers such as the transmission, antilock
brake system (ABS), and anti-slip reduction through an
SAE J1939 datalink.

Some vehicles and equipment will have J1939 networks
that link many of the "smart" controllers together. Vehicle
control devices can temporarily command engine speed
or torque to perform one of its functions such as
transmission shifting or antilock braking.

The control system utilizes a number of sensors to
provide data on engine operating parameters. These
sensors include:

1 Coolant temperature sensor

2 Oil pressure sensor

3 Water-in-fuel sensor

4 Intake air temperature sensor

5 Intake manifold pressure sensor

6 Engine speed and position sensors

7 CAPS fuel temperature sensor

8 Injection control valve

9 Pumping control valves

10 CAPS fuel pressure sensor (not shown).

1 Coolant Temperature Sensor

2 Oil Pressure Sensor

3 Water-in-Fuel Sensor

4 Intake Air Temperature Sensor

5 Intake Manifold Pressure Sensor

6 Engine Speed and Position Sensors

7 Cummins® Accumulator Pumping System (CAPS)

Accumulator Pressure Sensor

8 Injection Control Valve

9 Pumping Control Valves.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-9

The following inputs are provided by original equipment
manufacturer (OEM)-selected devices:

1 Accelerator pedal position sensor

2 Idle validation switch

3 Coolant level sensor

4 Vehicle speed sensor (VSS)

5 Feature control switches such as cruise control, power

take off (PTO), and fan clutch control

6 Accelerator interlock (not shown)

7 OEM pressure sensor (not shown).

NOTE: These inputs are application-dependent. Some
applications will not use all of these inputs.

Engine Protection System

CAUTION
When the red STOP lamp is illuminated, the driver
must pull to the side of the road, once it is safe to do
so, to reduce the possibility of engine damage.

The QSC8.3 engines are equipped with an engine
protection system. The system monitors critical engine
temperatures and pressures, and will log diagnostic faults
when an over or under normal operation condition occurs.
If an out-of-range condition exists, and engine derate
action is to be initiated, the operator will be alerted by an
in-cab WARNING lamp. The WARNING lamp will blink or
flash when out-of-range conditions continue to get worse.
When the red STOP lamp is illuminated, the driver must
pull to the side of the road, when it is safe to do so, to
reduce the possibility of engine damage.

The engine protection system monitors the following data:

• Coolant temperature

• Coolant level (optional)

• Oil pressure

• Intake manifold temperature

• Engine overspeed

• Fuel temperature.

• OEM pressure (optional)

NOTE: Engine power and speed will gradually reduce
depending on the severity of the observed condition. The
engine protection system will not shut down the engine
unless the engine protection shutdown feature has been
enabled.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-10 Section 1 - Operating Instructions

Engine Protection Shutdown

This feature automatically shuts off the engine when the
temperature, pressure, or coolant level sensors indicate
the engine is operating over or under normal operating
conditions.

The red "STOP" lamp in the cab will flash for 30 seconds
prior to shutdown to alert the driver.

The engine protection shutdown feature can be enabled
or disabled using the INSITE™ electronic service tool if
the feature is available in the calibration.

Programmable Features

Control System Features

The electronic control system can provide many features
that are integrated into the vehicle operation. Some of
these features can be adjusted or turned on or off with a
service tool, but some are set at the factory and can not
be changed.

The following section describes the functionality of each
feature. Whether a feature is available in a given
application is calibration dependent.

Accelerator Interlock

When the accelerator interlock feature is active and the
external accelerator inhibit switch is active, the accelerator
action will be disregarded with respect to fueling and the
engine shall run at low idle speed or at the remote PTO
speed if the remote PTO switch is activated. Because of
different customer needs, each particular manufacturer
will build the interaction with its brakes, transmission, and
fast/slow idle selection capabilities.

Example: Most buses use this feature to disable the
accelerator pedal and PTO operation while the bus door is
open.

NOTE: This is not a customer adjustable feature.

Road Speed Governor

The road speed governor limits the maximum road speed
of the vehicle in top gear.

The maximum vehicle speed in top gear is the maximum
road speed for the vehicle. This speed must be greater
than or equal to the maximum cruise speed if the cruise
control feature is enabled.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-11

Smart Road Speed Governor

The smart road speed governor feature, when enabled,
allows the operator to adjust the maximum vehicle speed
limit by using an OEM switch, typically the cruise ACCEL/
RESUME switch.

This feature can be used for city driving when reducing
maximum vehicle speed can help prevent receiving
speeding tickets.

To adjust the maximum vehicle speed limit, the cruise
control ON/OFF switch must be off and the COAST/
ACCEL switch can be used to raise or lower the current
limit.

NOTE: The maximum speed limit can not be adjusted
above the predefined maximum vehicle speed in top gear
limit.

Road Speed Governor Upper Droop

The road speed governor upper droop parameter allows
tailoring of the torque curve before the maximum vehicle
speed is reached while operating the road speed
governor. Increasing the droop can increase fuel economy
in hilly terrain. The setting can be between zero and three
mph.

Road Speed Governor Lower Droop

The road speed governor upper droop parameter allows
tailoring of the torque curve in a downhill or no-load
condition while operating the road speed governor before
fueling is completely cut off. Faster downhill speed
increases momentum going up the next hill and improves
fuel economy in rolling terrain. The setting can be
between zero and three mph.

Cruise Control

The cruise control feature gives the driver the capability of
a "foot off" accelerator cruise operation. It is similar to an
automobile cruise control.

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Maximum Cruise Control Speed

This speed is the maximum allowable cruise set speed.
NOTE: The maximum cruise control speed can not

exceed the maximum vehicle speed in the top gear
setting.

Cruise Control Governor Upper Droop

The cruise control governor upper droop parameter allows
tailoring of the torque curve before the maximum vehicle
speed is reached while operating in cruise control.
Increasing the droop can increase fuel economy in hilly
terrain. The setting can be between zero and three mph.

Cruise Control Governor Lower Droop

The cruise control governor lower droop allows tailoring of
the torque curve in a downhill or no-load condition while
operating in cruise control before fueling is completely cut
off. Faster downhill speed increases momentum going up
the next hill and can improve fuel economy in rolling
terrain. The setting can be between zero and three mph.

SET/ACCEL

The SET/ACCEL parameter tells the ECM how the cab
switch is configured. If it is set to YES, the cab switch will
be SET/ACCEL in one position and RESUME/COAST in
the other position. If it is set to NO, SET/COAST will be in
one position while RESUME/ACCEL will be in the other
position.

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Cruise Control Set Speed Save

This feature permits the adjustable cruise control speed to
be saved through an engine shutdown and restart. This
feature may be programmed using the INSITE™ service
tool. When this feature is enabled, the adjustable cruise
control speed established prior to shutdown may be
resumed after next restart using the RESUME function of
the cruise SET/RESUME switch.

Power Takeoff (PTO)

The PTO feature controls the engine at a constant rpm
selected by the operator. For applications needing the
PTO mode, a remote mounted switch can be used when a
cab switch is not desirable. The cruise control switches
are used for the PTO feature also.

PTO Maximum Speed

The PTO maximum speed parameter is the maximum
engine speed that can be obtained while in the PTO
mode.

PTO Minimum Speed

The PTO minimum speed parameter is the minimum
engine speed that can be obtained while in the PTO
mode.

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PTO Set Point

The set point is for the PTO engine speed. This speed is
obtained when the PTO ON/OFF switch is in the ON
position and the SET switch is used.

NOTE: PTO set speed can not exceed the maximum
PTO speed.

PTO Resume Speed

This is the engine speed that will be obtained when the
RESUME switch is used.

NOTE: PTO resume speed can not exceed the maximum
PTO speed.

Maximum Engine Load in PTO

Some devices that are driven by the engine during PTO
operation are sensitive to input torque. The maximum
engine torque that can be output by the engine during
PTO operation can be adjusted to protect these devices.

NOTE: This torque limit is also in effect during accelerator
override of the PTO function.

Alternate PTO

The alternate PTO feature allows new SET/RESUME
PTO speeds to be established only when PTO is inactive.
This is designed to protect pumping applications when
high engine speed changes while in PTO mode could
cause pump damage.

The INSITE™ electronic service tool can enable or
disable this feature.

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PTO Accelerator Override

Some applications require the ability to override the PTO
set speed with the accelerator to increase engine speed
without disengaging the PTO function. When the
accelerator override in PTO feature is enabled, the engine
speed can be increased above the current PTO operating
speed by depressing the accelerator. Engine speed can
only be overridden up to the maximum accelerator
override in PTO speed. If the accelerator is released, the
engine speed will return to the PTO set speed that was in
effect before the accelerator override event.

Brake and Clutch PTO Disable

The brake override in PTO disable feature allows the
operator to exit PTO operation if the brake is activated.

The clutch override in PTO disable feature allows the
operator to exit PTO operation if the clutch pedal is
depressed.

Remote PTO

The remote PTO feature allows the PTO mode to be
activated from a separate remote switch. Remote PTO
can have up to five different set speeds depending upon
how many times the switch is toggled from OFF to ON
before being left in the ON position.

Example: To obtain remote PTO set speed 3, rapidly
toggle the remote PTO ON/OFF switch from OFF to ON
three times and leave it in the ON position on the last
cycle.

Remote PTO speeds 1 through 5 are the possible engine
speeds when the remote PTO is enabled. The remote
PTO has higher priority than the cab PTO so it will control
engine speeds in cases when both the cab and remote
PTO are enabled.

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Gear Down Protection

The gear down protection feature limits the vehicle speed
in the lower gears. The maximum vehicle speed in the
lower gears is set at a lower mph than the maximum
vehicle speed in the top gear. This encourages driving in
the top gear for better fuel economy. The parameters gear
down maximum vehicle speed, light engine load, and
heavy engine load are associated with this feature.

This feature allows the operator to down shift from top
gear to the next lower gear under heavy load and
maintain a speed higher than the gear down speed. This
allows the operator to keep the vehicle momentum up by
using a lower gear to maintain a high engine speed when
going uphill. As soon as the engine load drops off (e.g.,
going downhill) or the operator down shifts to another
lower gear, then the vehicle speed limit will ramp back
down to the light load gear down speed limit. The driver
will then have to up shift back into top gear to reach the
maximum vehicle speed limit.

Top Transmission Gear Ratio

The top transmission gear ratio parameter is needed for
gear down protection to work properly with double
overdrive transmissions. This parameter will also be used
by the trip information system to record the percentage of
distance traveled in top gear.

One Gear Down Gear Ratio

The one gear down gear ratio parameter is used to tell the
ECM the first gear down gear ratio of the transmission.

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Gear Down Maximum Vehicle Speed, Light Engine Load

This is the maximum vehicle speed (3) for operating one
gear below top gear during light engine load operations.
This value can not exceed gear down maximum vehicle
speed, heavy engine load (2).

Gear Down Maximum Vehicle Speed, Heavy Engine Load

This the maximum vehicle speed (2) for operating one
gear below top gear during heavy engine load operations.
This value can not exceed maximum vehicle speed in top
gear (1).

Powertrain Protection

This feature can limit engine output torque depending
upon transmission gear ratio. This feature helps protect
the drivetrain when lower gears are engaged. Engine
torque limits based on transmission gear ratio can be
adjusted using the INSITE™ service tool. This feature can
also limit the maximum engine torque when a switched
input to the ECM is activated. This allows the operator, or
an automatic switching device, to limit engine torque
under certain operating conditions, such as operation of
an auxiliary device. This feature can also be configured to
limit torque during heavy load conditions. This allows full
torque output at light load conditions and limits torque
output when the engine is heavily loaded. An example of
a torque limit table is illustrated.

Automotive/Variable Speed (VS) Governor

The automotive/variable speed (VS) governor feature
gives the owner a choice of engine governors. The
automotive governor allows a larger speed variation under
varying load conditions for a given accelerator position.
The VS governor maintains a constant engine speed for a
given accelerator position under varying load conditions.

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Low Idle Speed

This parameter is the engine speed at which the engine
will idle. This speed can be adjusted by a cab switch if the
switch is installed and the low idle adjustment feature is
enabled.

Low Idle Adjustment

This feature allows the idle speed range to be increased
or decreased in 25 rpm increments with the in-cab
increment or decrement switch. There are limits on how
high or low the low idle speed can be adjusted. The
allowable adjustment range for a ISB/QSB engine is 700
to 1000 rpm.

Idle Shutdown

The feature automatically shuts off an engine after a
period of engine idling when there is no activity from the
driver, such as clutch, brake, or accelerator actuation.

The idle shutdown system will not be active at coolant
temperatures below 37.8°C [100°F].

After an engine has been automatically shut off, the key
must be turned off for five seconds before attempting a
restart.

NOTE: This feature will shut off the engine only. It will not
remove power from other accessories powered by the
keyswitch and these can cause a drain on the battery.

Idle Shutdown Time

Idle shutdown time is the period of engine idling time
when there is no activity from the driver, such as clutch,
brake, or accelerator actuation, before the engine
automatically shuts off.

NOTE: This parameter will not appear if the idle
shutdown feature is turned off.

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Idle Shutdown in PTO

The idle shutdown in PTO feature automatically shuts off
the engine after a period of PTO or remote PTO operation
in which there is no activity from the driver, such as clutch,
brake, or accelerator actuation.

Idle Shutdown Override

The idle shutdown override feature allows the driver to
override the idle shutdown by changing the position of the
brake, clutch, or accelerator.

After the idle shutdown feature has been overridden, this
feature will not shut off the engine again until the vehicle
has been moved.

Engine Protection System

The ISB/QSB engines are equipped with an engine
protection system. The system monitors critical engine
temperatures and pressures and will log diagnostic faults
when an over or under normal operation condition occurs.
If an out-of-range condition exists and engine derate
action is to be initiated, the operator will be alerted by an
in-cab warning light. The warning light will blink or flash
when out-of-range conditions continue to get worse. The
driver must pull to the side of the road, when it is safe to
do so, to reduce the possibility of engine damage.

NOTE: Engine power and speed will be gradually
reduced, depending upon the level of severity of the
observed condition. The engine protection system will not
shut down the engine unless the engine protection
shutdown feature has been selected.

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Engine Protection Shutdown

The engine protection shutdown feature automatically
shuts off the engine whenever monitored parameters
indicate the engine is operating over or under normal
operating conditions.

The red STOP lamp will flash for a calibrated period of
time prior to shutdown to alert the driver.

Vehicle Speed Sensor Type

The vehicle speed sensor (VSS) type parameter indicates
the type of vehicle speed sensor being used by the ECM.

Maximum Engine Speed Without VSS

The maximum engine speed without VSS parameter sets
the maximum engine speed allowed when no vehicle
speed is detected.

Tire Revolutions Per Mile

The tire revolutions per mile parameter is used to tell the
ECM how many times the tire will turn a full revolution in
one mile.

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Rear Axle Ratio

This parameter tells the ECM the gear ratio of the rear
axle.

Number of Transmission Tailshaft Gear Teeth

This parameter tells the ECM the number of gear teeth on
the transmission tailshaft.

VSS Anti-Tampering (Fault code 242)

This feature gives the customer the option of disabling
Fault Code 242.

NOTE: Fault Code 242 is logged when an invalid or
inappropriate vehicle speed signal is detected by the ECM
indicating an intermittent connection or signal tampering.
This fault code is not a guarantee that vehicle speed
sensor tampering has been performed.

Fan Clutch Enable

The ECM can control the cooling fan based on inputs from
the coolant temperature sensor and the intake manifold
temperature sensor.

Some applications will also provide inputs to the ECM for
auxiliary device cooling (e.g., air conditioner pressure,
power steering temperature, transmission temperature) or
a manual fan switch for fan control.

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Air Conditioner Pressure Switch Input

The air conditioner pressure switch input feature allows
for the air conditioner pressure switch input to be disabled
if that input into the ECM is not being used. Select this
feature if the air conditioner pressure switch input into the
ECM is being used.

Application Type

The application type feature selection tells the ECM what
type of application is being used in this vehicle. Choose
between on-highway or on/off-highway. On-highway
applications are those that use top gear for the majority of
its operations. On/off-applications are those that use
gears lower than top gear for the majority of its
operations.

Automatic Transmission

The automatic transmission feature tells the ECM what
type of transmission is used in the vehicle. The
transmission is either manual or automatic.

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User Activated Datalogger

The user activated datalogger feature is aimed at
improving troubleshooting capabilities and providing better
assistance in troubleshooting intermittent problems. This
is accomplished through use of an internal ECM
datalogger to capture data while the problem is occurring.
The INSITE™ electronic service tool is used to configure
the feature for the specific type of problem that exists.
Once the feature has been configured, the vehicle or
machine can be put into operation.

When the problem occurs, the ECM datalogger is
activated and stores data in the ECM. This data can be
analyzed using the INSITE™ service tool. Once the
problem has been resolved, the ECM can be reset using
the INSITE™ electronic service tool and the data will be
cleared.

The ECM can store up to two occurrences of a specific
problem. These occurrences are known as Event 1 and
Event 2. Event 1 data is the first occurrence of a specific
problem and is stored as a baseline. Additional
occurrences are stored in Event 2. Event 2 data get
overwritten each time a new occurrence happens until the
ECM is reset.

For example, if a high coolant temperature condition
happened five times, the first occurrence would be stored
in Event 1 and the fifth occurrence would be stored in
Event 2. The second, third, and fourth occurrences were
stored in Event 2 but were overwritten each time the next
event occurred.

Both Event 1 and Event 2 data are stored in a before/after
manner where half the data logged is pre-trigger
information and the other half the data is logged post­trigger information. This is designed to give the user a
snapshot of what was happening right up the point when
the problem occurred and right after as well.

The INSITE™ electronic service tool is used to configure
the feature by specifying which parameters the ECM will
log, sampling rate, activation mode, and triggers 1 through

4. The feature will need to be configured differently
depending upon what type of problem is occurring. If an
intermittent problem is occurring with no fault codes but
the operator can determine when the problem happens,
manual mode activation should be used. If a vehicle
experiences fault codes intermittently or abnormal
temperatures of pressure, automatic mode should be
used.

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Manual Activation:

The INSITE™ electronic service tool is used to select
manual mode and sampling rate and to log parameters.
The vehicle can then be sent into operation. When the
operator experiences the problem, turning on the
diagnostic switch will activate the ECM to start logging
data. The ECM will continue to log data until that event's
ECM buffer is full. After the intermittent problem stops, the
diagnostic switch should be turned off. This data will be
stored in Event 1. The operator can keep collecting
additional occurrences of the problem of which the most
recent occurrence will be stored in Event 2. The INSITE™
electronic service tool can then be used to analyze the
data.

Automatic Activation:

Automatic mode allows the operator to define up to four
triggers using the INSITE™ service tool. When these
triggers become true, the ECM will be activated to log
data. Each trigger can be configured to activate the ECM
by either a fault code going active/inactive or a parameter
going above or below a specified value. The INSITE™
electronic service tool is also used to select sampling rate
and which parameters to log. When the ECM is activated
the logged data is stored in the ECM in the same manner
as manual mode.

The four triggers have and/or logic. This means that
triggers 1 through 3 are used in conjunction with each
other and trigger 4 is used as an alternate with triggers 1
through 3.

In detail, this means the following:

• If only trigger 1 is used, when the condition set for
trigger 1 is true, the ECM will be activated to log data.

• If triggers 1 and 2 are used, both conditions have to
become true before the ECM is activated.

• If triggers 1 and 2 and 3 are used, all three conditions
have to become true before the ECM is activated.

• Trigger 4 is the "or" trigger. If trigger 4 is used with any
combination of triggers 1 through 3, triggers 1 through
3 becoming true or trigger 4 becoming true will activate
the ECM.

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Real Time Clock

The real time clock feature provides time/date stamping of
operational events, such as fault codes, audit trails, and
engine protection data.

The real time clock is contained within the ECM and will
stamp events in units of year, month, day of month, hour,
minute, and second. If the clock loses power, a diagnostic
fault code will be triggered. Upon loss of power, the real
time clock will be initialized with the last known real time.

The INSITE™ electronic service tool can be used to
enable the real time clock feature and set the ECM clock.
The auto set feature can be selected which will
automatically set the ECM clock to the current time/date
of the PC.

NOTE: Once the real time clock feature has been enabled
in the ECM it can not be disabled.

Vehicle Anti-Theft Protection

The anti-theft feature prevents the engine from starting
until a password is entered in the ECM using Cummins®
RoadRelay™ or the INSITE™ service tool. Once
deactivated, the engine can be started.

The anti-theft feature will prevent the engine from starting
only if the feature is enabled and the feature is activated.
The feature can only be activated when the engine is
idling or keyed on and not running. This feature has three
separate functions:

• antilock

• Throttle lock

• Hijack.

antilock

There are two user selectable modes of operation:

• Automatic

• Manual.

In automatic mode, the engine is always locked by the
ECM at each engine shutdown. No password is required
to activate anti-theft. A password is required to deactivate
anti-theft. This feature will not lock automatically if the
engine stopped because of an unintended stall.

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Manual mode activation requires operator action to lock
the engine. The user is prompted to activate the security
by answering a YES/NO question. If the user answers
YES, the user must then key on the engine. If a PIN is
required (user selectable option), the user is prompted to
enter the correct PIN to activate anti-theft. If no PIN is
required, the anti-theft is activated by default.

There are six user passwords capable of locking or
unlocking the engine. These are stored in the ECM and
adjusted by the INSITE™ service tool.

A fault will be logged and a RED dash lamp will flash if the
anti-theft feature is active and an attempt to start the
engine is made.

Throttle Lock

With the engine idling, the user can activate the feature by
entering the PIN. The engine will then ignore throttle input
until a valid password is reentered. If the feature is
activated while the engine is idling and if vehicle speed is
greater than zero, the engine will be shut down. The
engine can also be shut off by the keyswitch. The engine
will not restart until a valid password is entered.

Hijack

A special hijack function will allow the engine to be
temporarily unlocked. This functionality is to counter a
hijacking event when a hijacker forces the operator to
input the password and the hijacker takes off with the
vehicle. This feature is customer selectable. When
enabled, a special hijack code may be entered that will
allow the vehicle to be driven for a customer
programmable amount of time, then to idle for a customer
programmable amount of time, and shut down. Once the
vehicle has shut down, the special hijack code will not
restart the engine. Once the vehicle has shut down, one
of the six passwords must be entered to restart the
engine.

J1939 Multiplexing

The J1939 multiplexing feature gives the ability to send
and receive messages over the J1939 datalink instead of
hard wire connections. This is accomplished by using a
vehicle electronic control unit. Inputs from switches, status
parameters, and sensors can be hardwired into the
vehicle electronic control unit. The vehicle electronic
control unit can then broadcast the information from these
switches and sensors via the J1939 datalink to the other
ECMs on the vehicle system. The Cummins® ECM is one
of the control modules connected to the vehicle system
through the J1939 datalink.

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The INSITE™ electronic service tool can be used to
enable or disable this feature. When the feature is
disabled the ECM will not recognize any multiplexed input
into the ECM. When the feature is enabled the ECM can
be configured to receive a multiplexed signal for the
following parameters:

• Air Conditioner Pressure Switch

• Service Brake Switch

• Clutch Switch

• Cruise Control ON/OFF Switch

• Cruise Control Resume Switch

• Cruise Control Set Switch

• PTO ON/OFF Switch

• PTO Resume Switch

• PTO Set Switch

• Remote PTO Switch

• Idle Increment/Decrement Switch

• Diagnostic Switch

• Torque Derate Switch

• Manual Fan Switch

• Engine Brake Switch

• Accelerator Pedal Position

• Idle Validation - On Idle/Off Idle

• Remote Accelerator Switch

• Remote Accelerator Position

• Wait-to-Start Lamp Status

• Water-in-Filter Lamp Status.

This feature will be configured by the OEM. If the
Cummins® ECM is not capable of communication and a
new ECM is required, a review of the customer
configuration records should be used to determine how
the feature should be configured in the new ECM.

Dual Outputs

The dual outputs feature, also known as switched outputs
based on sensed inputs, allows the ECM to control one or
two driver outputs based on input from up to 14
parameters.

The feature can also be configured to shut down the
engine based on customer specified values of up to 14 of
the same input parameters.

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The 14 input parameters are:

A Intake Manifold Temperature

B Engine Speed

C Commanded Fueling

D Intake Manifold Pressure

E Vehicle Speed

F Engine Coolant Temperature

G Engine Oil Pressure

H PTO Status

I OEM Switch

J OEM Sensor

K Throttle

L Ambient Air Pressure

M Remote Throttle

N Fuel Rate.

The dual outputs feature can be enabled or disabled by
using the INSITE™ service tool. The feature
configuration, which defines what inputs and outputs are
used, is specified by the customer or OEM.

The configuration can not be changed with the INSITE™
service tool.

Intake Air Heater

The intake air heater feature controls the heating
elements that are located in the engine's intake air
stream. These elements heat the intake air when starting
the engine in cold ambient conditions. Start ability and
white smoke control are enhanced by the use of an intake
air heater. A wait-to-start lamp is located on the operator's
controls to indicate when to crank the engine.

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The ECM checks intake manifold temperature to
determine how long to energize the air heater before
extinguishing the wait-to-start lamp (this is for the preheat
phase).

Once the engine is started, the heater will be energized
again for a time period determined by intake air
temperature and fuel temperature (this is for the postheat
phase).

Water-in-Fuel (WIF) Sensor

The water-in-fuel sensor is located in the fuel filter
housing. Once the storage space in the bottom of the filter
housing fills with a certain amount of water, the sensor will
signal the ECM. A water-in-fuel lamp will illuminate at the
operator controls indicating that the water must be
drained from the fuel filter assembly.

Electric Lift Pump

The ECM controls the electric lift pump which is located
between the fuel tank and the injection pump. Whenever
the keyswitch is turned on, the lift pump will be energized
for a few seconds to make sure that the low pressure fuel
lines are fully primed.

The electronic control system can provide many features
that are integrated into the vehicle's operation. Some of
these features can be adjusted or turned on and off with a
service tool, but some are set at the factory and can not
be changed.

The following section describes the functionality of each
feature and whether an available feature in a given
application is calibration-dependent.

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Maintenance Monitor Data

Using the INSITE™ service tool, the following
maintenance data can be viewed or printed from the
ECM:

• Percent of current interval consumed (by time or fuel
burned)

• Time since last reset

• Fuel burned since last reset

• Current maintenance monitor mode.

Alerting the Operator

The maintenance monitor will alert the operator of the
need to change oil by flashing the FLUID lamp for
approximately 12 seconds after keyswitch is turned on.
The flashing sequence will be three quick flashes followed
by a pause. This flash sequence will go through five
cycles in the 12-second period. This sequence will occur
every time the keyswitch is turned on until the
maintenance monitor has been reset.

NOTE: The diagnostic switch must be in the OFF position
for the flashing sequence to occur.

Maintenance Monitor Reset Log

The maximum threshold is entered by the user either
directly using the time mode, or by entering the interval
factor in the automatic mode.

The adjusted threshold is the new threshold set
automatically by the maintenance monitor when the
automatic mode is selected, and it automatically reduces
the maintenance intervals.

The "interval reset at" is the interval time and fuel
recorded by the ECM at the time the maintenance monitor
was reset.

The "cumulative reset at" is the total time and fuel
recorded by the ECM at the time the maintenance monitor
was reset.

The possible error will contain an "X" next to a row of data
that can be inaccurate due to a system fault. The "X" will
be triggered when a vehicle speed sensor fault or power­down fault occurs. These faults can cause data to either
not accumulate or accumulate inaccurately.

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Maintenance Monitor Reset

The maintenance monitor reset can be accomplished by
clicking the reset button on the maintenance monitor
screen using the INSITE™ service tool, or using one of
the following procedures:

1) Procedure for applications with a throttle pedal.

a Turn the keyswitch to the ON position (but do not start

the engine) and turn the diagnostic switch to the ON
position.

b Fully depress the throttle pedal (100 percent) for at

least 3 seconds and then release it.

c Fully depress the throttle pedal (100 percent), twice,

for less than 3 seconds each time.

d Fully depress the throttle pedal (100 percent) for at

least 3 seconds and then release it.

2) Procedure for applications without a throttle pedal.

a Turn the keyswitch to the ON position (but do not start

the engine).

b Turn the diagnostic switch to the ON position for at

least 3 seconds and then turn it to the OFF position.

c Turn the diagnostic switch to the ON position (for less

than 3 seconds) and then to the OFF position, twice,
with less than 3 seconds between each switching.

d Turn the diagnostic switch to the ON position for at

least 3 seconds and then turn it to the OFF position.

NOTE: Procedure must be completed within 20 seconds
after initiating steps 1) a through d or steps 2) a through d
or the data will not reset.

NOTE: The WARNING lamp will flash three times to
indicate that the reset has been completed.

Trip Information System

The trip information system records fuel consumption and
time information for the engine during normal operation,
and in certain operating modes such as intermediate
speed control and idle. Either data can be displayed using
the INSITE™ service tool. Some data can not be reset
and reflect the performance of the engine over its lifetime.
Other data, as well as trip data, can be reset using the
INSITE™ service tool.

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Duty Cycle Monitor

With this feature the ECM tracks engine load and speed.
These data are stored in the ECM, and the INSITE™
electronic service tool is used to display the data. The
INSITE™ electronic service tool display shows a duty
cycle "map" that shows the whole engine's operating
range in terms of speed and load. This "map" is divided
into fifty regions. The percent of the engine operating time
spent in each region is shown on the display.

The ECM contains duty cycle data for the whole life of the
engine and for two 500-hour operating periods. The two
500-hour maps can be reset with the INSITE™ service
tool.

Vehicle Speed Sensor Type

The vehicle speed sensor (VSS) indicates the type of
vehicle speed sensor being used with the ECM.

The vehicle speed sensor type can be adjusted with the
INSITE™ service tool.

The sensor type is one of the following:

1 None

2 Magnetic

3 J1939 datalink

4 Other.

Tire Revolutions per Mile

This parameter indicates to the ECM how many times the
tire will turn a full revolution in one mile.

Tire revolutions per mile can be adjusted using the
INSITE™ service tool.

Rear Axle Ratio

This parameter indicates to the ECM the gear ratio of the
rear axle.

Rear axle ratio can be adjusted using the INSITE™
service tool.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-33

Number of Transmission Tailshaft Gear Teeth

This parameter indicates to the ECM the number of gear
teeth on the transmission tailshaft.

The number of transmission tailshaft gear teeth can be
adjusted using the INSITE™ service tool.

Road Speed Governor

The road speed governor limits the maximum road speed
of the vehicle in top gear.

The maximum vehicle speed in top gear is the maximum
road speed for the vehicle. This speed must be greater
than or equal to the maximum cruise speed if the cruise
control feature is enabled.

The maximum road speed in top gear can be adjusted by
using the INSITE™ service tool.

NOTE: The auxiliary governor needs to be disabled to
utilize the road speed governor.

Cruise Control

WARNING
Do not use cruise control when the road is slippery, in
heavy traffic, or when the weather is inclement. Loss
of vehicle control can result.

The cruise control feature gives the driver the capability of
a foot-off accelerator cruise operation. It is similar to an
automobile's cruise control.

The cruise control feature can be enabled or disabled
using the INSITE™ service tool.

NOTE: Both cruise control and intermediate speed control
can not be active at the same time.

Maximum Cruise Control Speed

This speed is the maximum allowable cruise set speed.

The maximum cruise control speed can be adjusted using
the INSITE™ service tool.

NOTE: The maximum cruise control speed can not
exceed the maximum vehicle speed in top gear setting.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-34 Section 1 - Operating Instructions

Intermediate Speed Control

The intermediate speed control feature controls the
engine at a constant rpm. Up to three intermediate speed
control set speeds (1, 2, and 3) can be selected
depending on original equipment manufacturer (OEM)
availability (the axis 4 equals engine speed and 5 equals
engine torque).

NOTE: An additional five set speeds can be obtained
through use of the variable intermediate speed input
signal.

The intermediate speed control feature provides the ability
to select an intermediate speed control set speed by an
original equipment manufacturer (OEM)-provided switch
(1 is the OFF position and 2 is the ON position),
depending on original equipment manufacturer
availability.

This feature will override the throttle and control the
engine speed to the intermediate speed control speed
setting. This feature allows throttle control above the set
speed or below the set speed, according to the calibration
setup.

The intermediate speed control feature provides a single
droop (6) for up to three intermediate speeds (1, 2, and 3).
An additional five set speeds can be obtained through use
of the variable intermediate speed input signal. This droop
is independent of all other selectable droops and is
enforced during intermediate speed control operation only
(the axis 4 equals engine speed and 5 equals engine
torque).

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-35

The intermediate speed control set speed can be adjusted
by the intermediate speed control increment/decrement
switch. Set speed changes using this switch will be saved
to the engine control module (ECM) when the keyswitch is
turned to the OFF position.

The intermediate speed control feature can be enabled or
disabled using the INSITE™ electronic service tool if this
feature is available in the calibration. The intermediate
speed control set speeds (1, 2, and 3) can be adjusted
using the INSITE™ electronic service tool along with the
intermediate speed control droop.

Hybrid Governor

The hybrid governor can be enabled or disabled with the
INSITE™ electronic service tool if the feature is available
in the calibration. The hybrid governor feature uses
calibrated torque curves instead of the 100-percent
throttle torque curve to limit fueling at partial-throttle
auxiliary speed governor, and therefore achieves partial­throttle operation with the same power and torque rise
characteristics of the full-throttle operation. It will allow the
application to be operated in a more fuel efficient manner
and with a greater capability of driving at partial throttle.

Auxiliary Speed Governor

The auxiliary speed governor is an application-specific
feature that allows the engine to be governed by either an
auxiliary speed or pressure signal. The feature uses a
manual switch input to turn the governor operation on and
off.

NOTE: The switch must go from OFF to ON position
while the engine is running to activate this feature. It can
not be on all the time.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-36 Section 1 - Operating Instructions

Depending on original equipment manufacturer (OEM)
availability the alternate droop feature provides the ability
to select up to two additional alternate droop settings by
an original equipment manufacturer (OEM) provided
switch.

The type of droop switch (position 1, position 2, and
position 3 ) can be adjusted using the INSITE™ service
tool.

Each alternate droop setting provides the ability to select
the high speed governor break point speed and droop
percent. Droop percent at minimum and maximum throttle
for the vehicle speed (VS) governor is also adjustable.
The break point speed determines the position on the
engine torque curve where high speed governor will start
to limit engine torque output. Selection of the alternate
droop feature is accomplished by using the INSITE™
electronic service tool if the alternate droop feature is
available in the calibration.

Switched Torque

The switched torque feature allows the operator to switch
between the 100-percent throttle torque curve (1) and up
to two derated torque curves (2 and 3). (The axis 4 is
engine speed and 5 is engine torque.)

This feature improves operating efficiency in loaded (1)
versus unloaded (2), as well as protecting the
transmission and drivetrain.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-37

Depending on original equipment manufacturer (OEM)
availability the switched torque feature provides the ability
to select two additional derated torque curves with an
original equipment manufacturer (OEM)-provided switch.

This feature can be enabled or disabled by using the
INSITE™ electronic service tool if the alternate torque
feature is available in the calibration.

Boost Power

The boost power feature provides the operator with
enhanced torque and power for a fraction of the operating
period. If the feature is enabled, boost power can be
engaged by a cab-mounted switch or automatically if the
automatic boost power feature is enabled. The additional
power is limited by a calibrated time period, thresholds for
intake manifold temperature, coolant temperature, and
engine speed.

NOTE: Boost power is not available continuously.

The INSITE™ electronic service tool can enable or
disable the boost power feature if the feature is available
in the calibration. The electronic service tool can also
monitor the cab-mounted boost power switch.

If the boost power feature is enabled, the boost power can
be engaged by using a cab-mounted switch. When the
automatic boost power feature is enabled, it automatically
switches the engine to boost power curve based on the
engine operating conditions, and no manual switch is
needed.

The automatic boost power feature can be enabled or
disabled using the INSITE™ service tool.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-38 Section 1 - Operating Instructions

Remote Throttle

The remote throttle feature allows the operator to control
the engine from a position other than the driver's seat.
This feature is selected by the operator through an
original equipment manufacturer (OEM) cab-mounted
switch.

There are four modes available for the remote throttle
feature. These modes can be adjusted using the
INSITE™ service tool.

The remote throttle feature, if allowed, can be enabled or
disabled using the INSITE™ electronic service tool if the
feature is available in the calibration.

Remote Throttle Mode One (default)

This mode will override the primary throttle (1) control and
control the engine speed with the remote throttle setting.

NOTE: Remote throttle mode one does not employ idle
validation and is intended for stationary applications, only.

Remote Throttle Mode Two (select minimum)

Remote mode two throttle is a select minimum throttle
using two different throttles. One example is equipment
that uses a hand throttle as your primary throttle and a
foot throttle as a decelerating remote throttle. Remote
mode two throttle is enabled when a minimum throttle
value is sensed between the primary throttle and the
remote throttle.

NOTE: Remote throttle mode two does not employ idle
validation.

Remote Throttle Mode Three (select maximum)

Remote mode three throttle is a select maximum throttle
using two different throttles. One example is, equipment
using a hand throttle as your primary throttle and a foot
throttle as an accelerating remote throttle. Remote mode
three throttle is enabled when a maximum throttle value is
sensed between the primary throttle and the remote
throttle.

NOTE: Remote throttle mode three does not employ idle
validation.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-39

Frequency Throttle

The frequency throttle feature converts a filtered throttle
frequency input into a requested throttle percentage. The
frequency throttle feature is applicable in industrial and
marine applications in which a position (electronic or log
signal) is not appropriate. The frequency throttle feature
supports idle validation.

The frequency throttle feature can be enabled or disabled
using the INSITE™ electronic service tool if the feature is
available in the calibration.

Multiple Unit Synchronization

The multiple unit synchronization feature allows two or
more engines to be controlled by a single throttle signal.
There are three engine configurations available with this
feature. They are soft-coupled, hard-coupled, and soft­coupled marine.

The multiple unit synchronization feature can be enabled
or disabled using the INSITE™ electronic service tool if
the feature is available in the calibration.

All soft-coupled marine configuration engines are
connected to a J1939 datalink.

Pulse-Width Modulate Output

This feature allows the engine control module to output an
analog signal that is proportional to either engine speed,
engine load, engine torque output, or throttle input.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-40 Section 1 - Operating Instructions

The pulse-width modulate output signal is intended to be
used to control an engine or transmission that relies on an
analog signal input. This signal can also be configured as
an on/off signal where the signal is either 12 VDC (v
battery) or open, depending on the load.

The pulse-width modulate output feature can be adjusted
using the INSITE™ electronic service tool if the feature is
adjustable in the calibration.

Low-Idle Speed

This parameter is the engine speed at which the engine
will idle. This speed can be adjusted by a cab switch if the
switch is installed and the low-idle adjustment feature is
enabled.

Low-idle speed can be adjusted using the INSITE™
service tool.

Low-Idle Adjustment

This feature allows the idle speed range to be increased
or decreased in 25-rpm standard increments with the in­cab increment or decrement switch. Depending on the
calibration, the rpm increment could not be 25-rpm. There
are limits on how high or low the low-idle speed can be
adjusted. The allowable adjustment range for a QSC8.3
engine is 600 to 1200 rpm.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-41

Alternate Low-Idle Speed Control

This feature allows the operator to switch between the low
idle speed setting (3) and an alternate low-idle speed
setting (4) (the axis 1 is engine speed and 2 is engine
torque).

NOTE: On QSC8.3 engines during cold start-ups, and
with engine temperatures less than 21°C [70°F], pilot
injection has priority over alternate low-idle speed until the
engine is properly warmed up.

Depending on original equipment manufacturer (OEM)
availability the alternate low-idle speed control feature
provides the ability to select an alternate idle speed by an
original equipment manufacturer (OEM)-provided switch
(1 is in the OFF position, and 2 is in the ON position).

NOTE: The alternate low idle speed can not be adjusted
by the idle increment/decrement switch.

Idle Shutdown

This feature automatically shuts off an engine after a
period of engine idling when there is no activity from the
driver such as engine speed changing or having the
engine under load.

The idle shutdown system will not be active at coolant
temperatures below 37.8°C [100°F].

After an engine has been automatically shut off, the key
must be turned off for 15 to 20 seconds before attempting
a restart.

The idle shutdown feature can be enabled or disabled
using the INSITE™ service tool.

NOTE: This feature will shut off the engine only. It will not
remove power from other accessories powered by the
keyswitch. These can drain the battery.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-42 Section 1 - Operating Instructions

Idle Shutdown Time

This is a period of engine idling time when there is no
activity from the driver before the engine automatically
shuts off.

The idle shutdown time, if allowed, can be changed using
the INSITE™ service tool.

NOTE: This parameter will not appear if the idle
shutdown feature is turned off.

Idle Shutdown Override

This feature allows the driver to override the idle
shutdown by changing the engine speed or putting the
engine under load (1).

The idle shutdown warning period lasts for a calibrated
period of time prior to engine shutdown. The yellow
WARNING lamp on the dash will flash during the idle
shutdown warning period.

After the idle shutdown feature has been overridden, this
feature will not shut off the engine again until the vehicle
has been moved.

Fan Type

Enable this feature to control a variable speed fan drive to
help optimize fuel economy when a variable speed fan is
available for use. The engine control module (ECM) varies
fan speed according to coolant temperature to maintain
the temperature in the optimum operating range while
minimizing the amount of load put on the engine by the
fan.

The variable speed fan feature can be enabled or
disabled using the INSITE™ service tool.

Programmable Fan Logic

Select either 0 VDC equals ON or 12 VDC equals ON to
match the fan clutch logic used in the application. It is
recommended that a fan relay be used for fans that draw
more than six amps.

The programmable fan logic can be adjusted using the
INSITE™ service tool.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-43

Manual Fan Switch Enable

The ECM can control the cooling fan based on inputs from
the coolant temperature sensor and the intake manifold
temperature sensor.

Some applications will also provide inputs to the engine
control module (ECM) for auxiliary device cooling, such as
air conditioner pressure and power steering temperature.
Your application also can include a manual switch for fan
control.

The manual fan switch feature can be enabled or disabled
using the INSITE™ service tool.

Air Conditioner Pressure Switch Input

Enable this feature if the air conditioner pressure switch
input into the ECM is being used to control the fan.

The air conditioner pressure switch input can be enabled
by using the INSITE™ service tool.

Minimum Fan-on Time with Air Conditioner Pressure
Switch

This feature controls the minimum amount of time that the
fan will stay on when it is activated by the air conditioner
pressure switch to reduce excessive fan cycling.

The minimum fan-on time with air conditioner pressure
switch can be adjusted by using the INSITE™ service
tool.

Fan-on with Exhaust Brake

This feature will enable an electric fan when the exhaust
brake is engaged. This increases the total braking power
by increasing the parasitic load on the engine.

The fan-on with exhaust brake feature can be enabled or
disabled using the INSITE™ service tool.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-44 Section 1 - Operating Instructions

Exhaust Brake

Some vehicles are equipped with an ECM-controlled
exhaust brake. This exhaust brake can be used to slow
the vehicle. The brake accomplishes this by restricting the
exhaust gas flow out of the engine. Using the exhaust
brake in hilly terrain or during heavily loaded decelerations
can help reduce wear on the service brakes.

The ECM will activate the exhaust brake when conditions
require its operation.

Several operating conditions must be true to activate the
exhaust brake:

1 The exhaust brake switch must be in the ON position.

2 The operator's foot must be off the accelerator pedal

(pedal at low-idle speed position).

3 The engine speed must be above 1000 rpm.

If the above conditions are true, in addition to several
ECM internal fueling command checks, then the exhaust
brake will engage and begin applying a braking effect to
the engine. The exhaust brake will remain on until one of
the above conditions is no longer true.

NOTE: Some electronically controlled automatic
transmissions will begin downshifting during exhaust
brake operation. This keeps the engine speed up near
rated speed where the braking effect is greatest.

CAUTION
The engine speed must not exceed 2900 rpm under
any circumstances. When descending a steep grade,
use a combination of transmission gears and engine
or service brakes to control the vehicle and engine
speed.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-45

Exhaust Brake or Drivetrain Retarder Control

This feature tells the ECM whether an exhaust brake or a
drivetrain retarder is being used on the vehicle. It allows
the drivetrain retarder to operate below 1000 rpm down to
idle speed, but will disengage at 1000 rpm when the
exhaust brake feature is chosen.

Engine Warm-up Protection

This feature inhibits the throttle to keep the engine at low
idle. This allows oil to reach all critical engine components
before engine speed is increased above low idle.

To limit the engine's speed at start-up, the following inputs
are limited:

1 Throttle input

2 Intermediate speed control switches

3 Datalink control inputs.

The engine warm-up protection feature can be enabled or
disabled using the INSITE™ service tool.

NOTE: The MAINTENANCE lamp is turned on while this
feature is operating. Once adequate oil pressure is
supplied to the engine, the lamp is turned off.

Hot Shutdown Monitor/Hot Shutdown Load Percent

If the hot shutdown monitor feature is enabled, the engine
control module (ECM) will log an inactive fault code when
the engine is turned off while still "hot" by the operator or
by the engine protection feature.

An engine is considered "hot" when the hot shutdown load
percent of the engine is above the threshold set by the
INSITE™ service tool. The hot shutdown load percent is
based on the duty cycle load factor that is determined
from the engine's fueling levels.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-46 Section 1 - Operating Instructions

Maintenance Monitor

CAUTION
The maintenance monitor is designed to alert the
operator of the need for a routine maintenance stop.
Maintenance records must still be maintained for
historical purposes.

CAUTION
The maintenance monitor uses data received from the
engine control module (ECM) to determine the
amount of fuel burned. Whenever a battery voltage
fault has occurred, the maintenance monitor data can
be inaccurate.

The maintenance monitor is an optional feature that will
alert the operator when it is time to change oil and
perform any other simultaneous maintenance tasks. The
maintenance monitor continuously monitors the time the
engine has been operating and the amount of fuel burned,
to determine when it is time to change oil.

NOTE: The operator must still be alert for any indications
that the engine needs other service.

The maintenance monitor has three modes of operation:

• Automatic mode

• Manual mode

• Time mode.

Maintenance Monitor Automatic Mode

CAUTION
The use of synthetic-base oil does not justify
extended oil change intervals. Extended oil change
intervals will decrease engine life because of factors
such as corrosion, deposits, and wear.

The automatic mode alerts the operator when it is time to
change oil based on Cummins Inc. recommended interval.
It determines the maintenance interval based on coolant
temperature and load factor.

When the automatic mode is selected, the severe oil drain
interval duty cycle is the default.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-47

Maintenance Monitor Interval Factor

The interval factor is used only in the maintenance
monitor automatic mode. It is used to adjust the
maintenance interval for severe, normal, or light-duty
applications.

The original factory programmed value is SEVERE.

Maintenance Monitor Manual Mode

CAUTION
When selecting the correct oil-change interval for
your application, Cummins Inc. does not recommend
exceeding published intervals and is not responsible
for damage sustained from overextended drain
intervals.

Refer to Procedure 102-002 in Section 2.

The time mode allows the customer to enter a desired
time interval. The maintenance monitor will then monitor
the time the engine has run and alert the operator when
the interval has ended.

Maintenance Monitor Interval Alert Percentage

This feature allows the user to enter the percentage of the
current interval at which the light comes on, indicating the
need for an oil change. The parameter allows the user to
obtain an early warning of the need for a maintenance
stop.

For example, if the time mode is set to 100 hours, and the
interval alert percentage is set to 90 percent, the
MAINTENANCE lamp will illuminate at 90 hours (90
percent of 100 hours).

Engine Time Offset

This parameter is part of the trip information system. The
value entered here will be added to total ECM time to get
total engine time. This parameter allows the time on the
engine to be entered when an ECM is replaced.

Engine time offset can be adjusted using the INSITE™
service tool.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-48 Section 1 - Operating Instructions

Real-Time Clock

The real-time clock provides time and date for stamping of
operational events. The real time clock will maintain time
value in units of year, month, day, hour (24-hour base),
minute, and second. Loss of clock accuracy will be
indicated with a diagnostic fault code. This feature can be
set manually or automatically (to the PC time and date)
through the INSITE™ service tool.

Adjust Time

Auto Set (set to

Standard

Setting

No __ Yes __ No

Customer

Selection

PC time and

date)
Manual Date ____ ____
Date __/__/__ Adjust Date
Time __/__/__

Reduced accuracy will be indicated with the diagnostic
Fault Code 319. Upon loss of clock accuracy, the real­time clock will be "initialized" with the last known real time.

The loss of the real-time clock can occur due to a
hardware failure (real-time clock chip fails) or a loss of
power. There is no battery backup for the clock.
Therefore, if the battery is removed from the system for
five seconds, the real-time clock will be lost.

To initialize the real-time clock, use the INSITE™ service
tool, the menu item "Adjustments - Feature and
Parameters." At this point a screen will pop up in which
you can manually enter a new time and date, or you can
select "Real-Time Clock Autoset" and the time and date
will be set to the PC's time and date. After initializing the
real time clock, INSITE™ electronic service tool will set
the Fault Code 319 inactive.

NOTE: Once the real-time clock has been enabled, you
can not disable the feature.

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-49

User-Activated Datalogger

The purpose of this feature is to enable the engine control
module (ECM) to log selectable data parameters on
request. This snapshot request can be initiated either by
an operator-controlled diagnostic switch or automatically
based on a set of selectable trigger points. The engine
control module (ECM) will store, to nonvolatile memory, a
maximum of two snapshot events. Half of the data for
each snapshot event will consist of pretrigger data, and
the other half will be posttrigger data. The INSITE™
electronic service tool will provide a list of loggable data
parameters and trigger points for the user to select. In
addition, the INSITE™ electronic service tool will allow the
user to select the time interval for data parameter
sampling and choose manual or automatic triggers. This
feature has the potential to decrease equipment downtime
due to improved troubleshooting capabilities as well as
providing assistance in troubleshooting intermittent
problems. Also, in the diagnostic switch mode, an
operator can capture data while a problem is occurring, so
service personnel can analyze the data at a later time.

Parameters:

• User-activated datalogger enable

• Trigger No. 1

• Trigger No. 2

• Trigger type

• Fault code trigger

• Fault code trigger when

• Parameter trigger

• Parameter trigger when

• Parameter limit value

• Activation mode

• Sampling rate

• Parameters to log.

Throttle-Activated Diagnostic Switch

Throttle-activated diagnostic switch is intended to
eliminate the need for a dash-mounted diagnostic switch,
which is used to activate the diagnostic mode to display
active fault codes in a sequence of flashing lamps. The
throttle-activated diagnostic switch feature eliminates the
need for a dash-mounted diagnostic switch by providing a
simple sequence of throttle movements that activate the
diagnostic mode.

NOTE: The feature will work with all throttle types.
NOTE: In order to reset the maintenance monitor data, a

diagnostic switch must be installed.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-50 Section 1 - Operating Instructions

When the engine is not running, a sequence of three
throttle cycles after the keyswitch is turned on will activate
the diagnostic mode. The increment/decrement switch
can be used to navigate to the next or previous fault code.
In the case that these switches are not available, a single
throttle cycle will also increment to the next fault code.

Diagnostic Fault Codes

The QSC8.3 control system can show and record
operation anomalies that present themselves as fault
codes. These codes will make troubleshooting easier. The
fault codes are recorded in the engine control module
(ECM). They can be read using the fault lamps in the
dash or with the INSITE™ service tool.

NOTE: Not all engines or QSC8.3 control system
anomalies are shown as fault codes.

The ISC/QSC/ISL control system can show and record
operation anomalies that present themselves as fault
codes. These codes will make troubleshooting easier. The
fault codes are recorded in the engine control module
(ECM). They can be read using the fault lamps in the
dash or with the INSITE™ service tool.

NOTE: Not all engine or QSC control system anomalies
are shown as fault codes.

There are three types of system codes:

• Engine electronic control system fault codes

• Engine protection system fault codes

• Engine maintenance indicator codes.

All fault codes recorded will be either active (fault code is
currently active on the engine) or inactive (fault code was
active at some time, but at the moment is not active).

QSC8.3 and QSL9 Electronic Controlled Fuel System
Section 1 - Operating Instructions Page 1-51

Most, but not all, of the electronic fault codes will light a
lamp when they are active. There are three possible
lamps that can be illuminated when a fault code is active:

• The WARNING or CHECK ENGINE lamp is yellow

and indicates the need to repair the fault at the first
available opportunity.

• The STOP or STOP ENGINE lamp is red and

indicates the need to stop the engine as soon as it can
be safely done. The engine should remain shut down
until the fault can be repaired.

• The MAINTENANCE lamp will illuminate when an

engine maintenance function needs to be performed.

Some vehicles will also have a WAIT TO START lamp
and a WATER IN FUEL lamp. The WAIT TO START lamp
is illuminated during the preheat time that takes place at
key-on during cold-weather starting. To minimize cranking
time during cold-weather starting, the engine can not be
cranked until the WAIT TO START lamp has been
extinguished.

The WATER IN FUEL lamp indicates that the engine's
fuel-water separator needs to be drained. This task should
be performed, as soon as possible, whenever this lamp is
illuminated. Some vehicle OEMs will combine the
functions of the MAINTENANCE and WATER IN FUEL
lamps. In these cases, the MAINTENANCE lamp
indicates a WATER IN FUEL warning, in addition to other
maintenance indicators.

To check for active engine electronic system fault codes
and maintenance indicator codes, turn the keyswitch to
the OFF position, and move the diagnostic switch to the
ON position, or connect the shorting plug into the
diagnostic connector.

Electronic Controlled Fuel System QSC8.3 and QSL9
Page 1-52 Section 1 - Operating Instructions

Turn the vehicle keyswitch to the ON position.

If no active fault codes are recorded, both WARNING and
STOP lamps will illuminate and stay on.

If active fault codes are recorded, both WARNING and
STOP lamps will illuminate momentarily, then begin to
flash the codes of the recorded faults.

The fault code will flash in the following sequence:

1 A yellow WARNING lamp will flash.

2 There is a short 1- or 2-second pause.

3 The fault code will flash on the red STOP lamp.

4 There is a short 1- or 2-second pause between each

number.

When the number has finished flashing in red, a yellow
WARNING lamp will appear again. The fault code will
repeat the same sequence.

The lights flash each fault code out two times before
advancing to the next code. To skip to the next fault code
sooner, move the IDLE SPEED ADJUST switch (if
equipped) momentarily to the (+) position. You can go
back to the previous fault code by momentarily moving the
IDLE SPEED ADJUST switch (if equipped) to the (-)
position. If only one active fault code is recorded, the
QSC control system will continuously display the same
fault code, even when either (+) or (-) switch is depressed.

When not using the diagnostic system, turn OFF the
Diagnostic Switch, or remove the Shorting Plug. If the
Diagnostic Switch is left ON or the Shorting Plug left in,
the engine control module (ECM) will not log some fault
codes.

QSC8.3 and QSL9 Electromagnetic Interference (EMI)
Section 1 - Operating Instructions Page 1-53

Fault Code Snapshot Data

This additional fault code information can be obtained by
using the INSITE™ service tool. The snapshot data
records the value or state of the control system sensors
and switches at the time a fault code occurred. Either set
of data is stored for the first occurrence of the fault, since
it was last cleared, and for the most recent occurrence.
This data can be very valuable when trying to recreate or
determine engine operating conditions at the time of a
fault.

Electromagnetic Interference (EMI)

General Information

Some applications utilize accessories such as (CB radios, mobile transmitters, etc.) if not installed and used correctly
the radio frequency energy generated by these accessories can cause electromagnetic interference (EMI) conditions
to exist between the accessory and the Cummins electronically controlled systems. Cummins is not liable for any
performance problems with either the electronically controlled systems or the accessory due to EMI. EMI is not
considered by Cummins to be a system failure and therefore is not warrantable.

System EMI Susceptibility

Your Cummins product has been designed and tested for minimum sensitivity to incoming electromagnetic energy.
Testing has shown that there is no performance degradation at relatively high energy levels; however, if very high
energy levels are encountered, then some noncritical diagnostic fault code logging can occur. The electronically
controlled systems EMI susceptibility level will protect your systems from most, if not all, electromagnetic energy­emitting devices that meet the legal requirements.

System EMI Radiation Levels

Your Cummins product has been designed to emit minimum electromagnetic energy. Electronic components are
required to pass various Cummins and industry EMI specifications. Testing has shown that when the systems are
properly installed, they will not interfere with onboard communication equipment or with the vehicle's, equipment's, or
vessel's ability to meet any applicable EMI standards and regulated specifications.

If an interference condition is observed, follow the suggestions below to reduce the amount of interference:

1 Locate the transmitting antenna as far away from the electronically controlled systems and as high as possible.

2 Locate the transmitting antenna as far away as possible from all metal obstructions (e.g., exhaust stacks)

3 Consult a representative of the accessory supplier in your area to:

- Accurately calibrate the device for proper frequency, power output, and sensitivity (both base and remote site

devices must be properly calibrated)

- Obtain antenna reflective energy data measurements to determine the optimum antenna location

- Obtain optimum antenna type and mounting arrangement for your application

- Make sure your accessory equipment model is built for maximum filtering to reject incoming electromagnetic noise.

Electromagnetic Interference (EMI) QSC8.3 and QSL9
Page 1-54 Section 1 - Operating Instructions

Notes

QSC8.3 and QSL9
Section 2 - Maintenance Guidelines Page 2-a

Section 2 - Maintenance Guidelines

Section Contents

Page

Maintenance Guidelines - Overview .........................................................................................................................2-1

General Information....................................................................................................................................................2-1

Maintenance Record Form .........................................................................................................................................2-5

Maintenance Data.......................................................................................................................................................2-5

Maintenance Schedule ...............................................................................................................................................2-3

General Information....................................................................................................................................................2-3

Oil Drain Intervals.......................................................................................................................................................2-4

Tool Requirements .....................................................................................................................................................2-2

General Information....................................................................................................................................................2-2

QSC8.3 and QSL9

Page 2-b Section 2 - Maintenance Guidelines

This Page Left Intentionally Blank

QSC8.3 and QSL9 Maintenance Guidelines - Overview
Section 2 - Maintenance Guidelines Page 2-1

Maintenance Guidelines - Overview

General Information

Cummins Inc. recommends that the system be maintained according to the Maintenance Schedule in this section.

If the system is operating in ambient temperatures below -18°C [0°F] or above 38°C [100°F], perform maintenance at
shorter intervals. Shorter maintenance intervals are also required if the system is operated in a dusty environment or if
frequent stops are made. For gas fueled generator sets, shorter maintenance intervals are also required, if operating
at loads below 70% for prolonged periods. Contact your local Cummins® Authorized Repair Location for
recommended maintenance intervals.

Some of these maintenance procedures require special tools or must be completed by qualified personnel. Contact
your local Cummins® Authorized Repair Location for detailed information.

If your system is equipped with a component or accessory not manufactured or supplied by Cummins Inc., refer to the
component manufacturer's maintenance recommendations.

OEM supplied equipment and components can impact on the performance and reliability of the engine if they are not
correctly maintained.

Use the chart provided in this section as a convenient way to record maintenance performed.

Tool Requirements QSC8.3 and QSL9
Page 2-2 Section 2 - Maintenance Guidelines

Tool Requirements

General Information

Most of the maintenance operations described in this manual can be performed with common hand tools (metric and
S.A.E. wrenches, sockets, and screwdrivers).

The following is a list of special service tools required for some maintenance operations:

Tool Part Number Description

ST-1273 Pressure gauge
3375045 Torque wrench (0 to 175 ft-lb)
3375049 Oil filter wrench
3376807 Engine coolant and fuel filter wrench
3822524 Belt tension gauge, click type (v-belts and v-ribbed with 4 or 5 ribs)
3822525 Belt tension gauge, click type (v-ribbed with 6 to 12 ribs)
3824556 Charge air cooler (CAC) pressure kit
3824591 Engine barring gear
3824783 Torque wrench (0 to 300 in-lb)
CC-2800 Refractometer
CC-2802 Coolant test kit
3824842 M10 Compuchek® fitting

Contact at Cummins Authorized Repair Location for the required service tools.

A computer is required to run the OEM software. Contact a Cummins Authorized Repair Location for information on
hardware requirements.

QSC8.3 and QSL9 Maintenance Schedule
Section 2 - Maintenance Guidelines Page 2-3

Maintenance Schedule

General Information

Perform maintenance at whichever interval occurs first. At each scheduled maintenance interval, perform all previous
maintenance checks that are due for scheduled maintenance.

Maintenance Procedures at Daily Interval .....................................................................................................Section 3

• Air Intake Piping - Check

• Cooling Fan - Check

• Crankcase Breather Tube - Check

• Air Tanks and Reservoirs - Check

• Engine Coolant Level - Check

• Fuel-Water Separator - Drain

• Engine Lubricating Oil Level - Check

Maintenance Procedures at 250 Hours or 3 Month ......................................................................................Section 4

• Air Cleaner Restriction - Check

• Charge-Air Piping - Check

• Charge-Air Cooler - Check

• Fuel Injection Pump Mounting - Check

• Air Compressor Mounting - Check

Maintenance Procedures at 500 Hours or 6 Months ....................................................................................Section 5

• Fuel Filters (Cummins® and OEM supplied) - Change

• Cooling System - Check

• Coolant Filter - Change

•

Lubricating Oil Filter and Oil - Change

• Batteries - Check

• Battery Cables and Connections - Check

• Radiator Pressure Cap - Check

Maintenance Procedures at 1000 Hours or 1 Year .......................................................................................Section 6

• Drive Belts - Check

• Fan Hub Belt Driven - Check

• Cooling Fan Belt Tensioner - Check

Maintenance Procedures at 2000 Hours or 2 Years .....................................................................................Section 7

•

Cooling System - Flush

2

• Vibration Damper, Rubber - Check

• Vibration Damper, Viscous - Check

• Engine Steam Cleaning - Clean

• Air Compressor Discharge Lines - Clean

• Engine Mounts - Check

Maintenance Procedures at 5000 Hours or 4 Years .....................................................................................Section 8

• Overhead Set - Adjust

1

1 The lubricating oil and lubricating oil filter interval is determined by the sulfur content of the fuel and lubricating oil

type used. See the Oil Drain Intervals in this section.

2 This cooling system requirement to Flush at this scheduled maintenance includes: Drain, Flush, and Fill.

Maintenance Schedule QSC8.3 and QSL9
Page 2-4 Section 2 - Maintenance Guidelines

Oil Drain Intervals

See Table 1 to determine the maximum recommended oil change and filter change intervals in kilometers, miles,
hours, or months, whichever comes first.

Table 1

American Petroleum

Institute (API)
Classification

CJ-4 (CES 20081) ACEA E9

CI-4 (CES 20078) ACEA E7 up to 5000 ppm 14,500 [9000] 500 6

API CH-4/SJ

(CES 20071, 20076,

or 20077)

API CF-4/SG (CES

20075)

API CD API CE API

CG-4/SH

* The oil drain interval must be reduced by 20 percent if American Petroleum Institute (API) CJ-4 (Cummins Inc.
Engineering Standard 20081) lubricating oil is used with diesel fuel containing 0.05 to 0.5 mass percent (500 to 5000
ppm) sulfur content.

International

Fuel Sulfur Content Oil Change Interval

Classification

(ACEA and JAMA)

Kilometers [Miles] Hours Months

< 500 ppm 14,500 [9000] 500 6

JAMA DH-2

500 - 5000 ppm 11,600 [7200]* 400* 6

ACEA E5 up to 5000 ppm 14,500 [9000] 500 6

ACEA E3

up to 5000 ppm 7250 [4500] 250 6

ACEA E2

JAMA DH-1

ACEA E1 up to 5000 ppm Obsolete, Do Not Use

QSC8.3 and QSL9 Maintenance Record Form
Section 2 - Maintenance Guidelines Page 2-5

Maintenance Record Form

Maintenance Data

Maintenance Record
Engine Serial No.: Engine Model:
Owner's Name: Equipment Name/Number:

Key to table headings:

A = Date

B = km [Miles], Hours or Time Interval

C = Actual km [Miles] or Hours

D = Maintenance Check Performed

E = Check Performed By

F = Comments

A B C D E F