ISB 4 Cylinder and ISBe 4 and 6 Cylinder Series Engine Familiarization 4021288 PDF

ISB (4 cylinder) and ISBe (4 and 6 cylinder) Series Engine Familiarization https://quickserve.cummins.com/qs2/pubsys2/xml/en/bulletin/4021288....
Service Bulletin Number Date

4021288 01-OCT-2002
Service Bulletin
ISB (4 cylinder) and ISBe (4 and 6 cylinder) Series Engine

Familiarization
This bulletin has been developed to familiarize customers, salespersons, service personnel, and other interested
persons with the Cummins ISB (4 cylinder) and ISB e (4 and 6 cylinder) diesel engines.
The midrange ISB ( 4 cylinder) and ISB e (4 and 6 cylinder) Series engines are fully electronic diesel engines featuring
many enhanced design concepts for continued simplicity and compactness.
An understanding of the information contained in this bulletin will help to identify the components, maintain the engine
properly, and troubleshoot the various systems.
BULLETIN CONTENTS
Section 1. General Specifications and Applications 2
Engine Diagrams
Section 2. Design Features 13
Section 3. Engine Lubricating Oil System 17
Section 4. Engine Cooling System 21
Section 5. Engine Airflow System 24
Section 6. Electronic Controlled Fuel System 24
Engine Protection
Features
Diagnostic Fault Codes
Section 7. Engine Options 37
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Section 1. - General Specifications and Applications
Engine Diagrams
The following illustrations show the locations of the major external engine components, filters, and other service and
maintenance points. Some external components will be at different locations for different engine models.
NOTE: The illustrations are only a reference to show a typical engine.
3.9-Liter Engine Top View
1. Turbocharger wastegate
2. Flywheel housing
3. Crankcase breather
4. Air compressor cooling connection
5. Intake manifold pressure/temperature sensor
6. Air compressor
7. Fuel rail
8. High-pressure supply line (pump to rail)
9. Fuel rail pressure sensor
10. High-pressure fuel lines
11. Oil fill cap
12. Engine speed sensor (crankshaft)
13. Tone wheel
14. Coolant temperature sensor
15. Vibration damper
16. Coolant outlet
17. Alternator
18. Oil pressure/temperature sensor
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19. Exhaust manifold.
3.9-Liter Engine Front View
1. Air inlet
2. Fan drive
3. Electronic control module
5. Dipstick
6. Fuel filter
7. Vibration damper
8. Fan or PTO drive flange mounting
9. Starter
10. Water pump
11. Coolant inlet
12. Belt tensioner
13. Alternator
14. Coolant outlet
15. Coolant temperature sensor.
3.9-Liter Engine Rear View
1. Coolant connection for air compressor

2. Air outlet from turbocharger
3. Air inlet to turbocharger
4. Flywheel
5. Flywheel housing
6. Crankcase breather tube
7. Fuel return line
8. Engine lifting brackets.
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3.9-Liter Engine Exhaust Side View
1. Coolant outlet
2. Alternator
4. Coolant inlet
5. Oil filter
6. Oil pan drain plug
7. Turbocharger exhaust outlet
8. Starter
9. Flywheel housing
10. Turbocharger compressor inlet.
3.9-Liter Engine Air Intake Side View
1. Rail pressure relief valve

3. Air compressor cooling pipes
4. Air compressor
5. Engine position sensor (camshaft)
6. High-pressure fuel pump
7. Flywheel housing
8. Fuel filter
9. Fuel temperature sensor
10. Electronic control module cooling plate mounting points
12. Dipstick
15. Ambient air pressure sensor (internal to ECM)
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16. Fuel inlet to cooling plate

17. Air intake inlet
18. Coolant outlet
19. Rail pressure sensor
20. Fuel rail.
5.9-Liter Engine Top View
1. Turbocharger wastegate
2. Starter
3. Crankcase breather
4. Air compressor cooling connection
5. Air compressor
7. High-pressure supply line (pump to rail)
8. Fuel rail pressure sensor
9. Fuel rail
10. High-pressure fuel lines
11. Oil fill cap
13. Tone wheel
14. Vibration damper
16. Coolant outlet
17. Alternator
19. Exhaust manifold.
5.9-Liter Engine Front View
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1. Air inlet
2. Fan drive
5. Dipstick
6. Fuel filter
7. Vibration damper
8. Fan or PTO drive flange mounting
9. Starter
10. Water pump
11. Coolant inlet
12. Belt tensioner
13. Alternator
14. Coolant outlet
15. Coolant temperature sensor.
5.9-Liter Engine Rear View
1. Coolant connection for air compressor

2. Air outlet from turbocharger
3. Air inlet to turbocharger
4. Flywheel
5. Flywheel housing
6. Crankcase breather tube
7. Fuel return line
8. Engine lifting brackets.
5.9-Liter Engine Exhaust Side View
1. Coolant outlet
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2. Alternator
4. Coolant inlet
5. Oil filter
7. Turbocharger exhaust outlet
8. Starter
9. Flywheel housing
10. Turbocharger compressor inlet.
5.9-Liter Engine Air Intake Side View
1. Rail pressure relief valve

3. Air compressor cooling pipes
4. Air compressor
5. Engine position sensor (camshaft)
6. High-pressure fuel pump
7. Flywheel housing
8. Fuel filter
10. Electronic control module cooling plate mounting points
12. Dipstick
15. Ambient air pressure sensor (internal to ECM)
16. Fuel inlet to cooling plate
17. Air intake inlet
18. Coolant outlet
19. Rail pressure sensor
20. Fuel rail.
The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines

incorporate all the important features and advantages of modern
diesel technology, including an engine-mounted electronic control
module (ECM). The ECM and Bosch fuel system controls the
Bosch electronic fuel pump for better efficiency and also monitors
the sensors on the engine to make sure it is operating properly.
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ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines have a

wide range of horsepower for use in a number of automotive
applications.
ISB (4
cylinder) and
ISB e (4 and 6
cylinder)
Series
Engines
Horsepower
(hp) or
Emissions
Engine Power Torque rpm
Status
Speed (PS)
Advertised
Nm ft-lb
135 PS @
500 369 1500 European
2500 rpm
Four-cylinder 145 hp @ United
569 420 1600
3.9-liter 2600 rpm States
170 hp @ United
569 420 1600
2600 rpm States
185 PS @
700 517 1500 European
2500 rpm
220 PS @
820 605 1500 European
Six-cylinder 2500 rpm
5.9-liter 250 PS @
950 700 1500 European
2500 rpm
275 PS @
950 700 1500 European
2500 rpm
Four-cylinder
engine: The
engine
displacement
is 3.9 liters
[238 C.I.D.].
The bore is
102 mm [4.02
in] and the
stroke is 120
mm [4.72 in].
The firing
order is
1-3-4-2.
Six-cylinder
engine: The
engine
displacement
is 5.9 liters
[360 C.I.D.].
The bore is
102 mm [4.02
in] and the
stroke is 120
mm [4.72 in].
The firing
order is
1-5-3-6-2-4.
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The model designation, or nomenclature, for the automotive engine

is as follows:
Engine Model Horsepower Displacement

ISB (four cylinder) 160 3.9 liter
ISB e (four and six cylinder) 190 5.9 liter
The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines are
designed to metric unit specifications throughout. The only deviation
is the use of SAE standard pipe fittings and plugs in some
applications. Unit specifications for optional accessory equipment
will vary with supplier. Service publications list metric values along
with their SAE equivalents for comparison.
Section 2. - Design Features
An automatic belt tensioner is used to maintain proper belt tension.

A variety of fan hub mounting positions and automatic belt tensioner
positions are available on the ISB (4 cylinder) and ISB e (4 and 6
cylinder) Series engines for automotive applications.
The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines

utilize a rear gear train. The illustration shows the gear train layout of
the engine. All gears are hardened and have straight-tooth design
for strength and quiet operation. Timing-mark alignment is
accomplished by aligning the marks on the camshaft gear with the
chamfered tooth on the crankshaft.
The cylinder block has many innovative design features. The block
casting includes provisions for:
Oil cooler housing

Water pump housing
Oil pump housing
Coolant bypass line.
Ribbing and block stiffener have been added to strengthen the block
and reduce noise.
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The control system uses inputs from the operator and the sensors to
determine the fueling and timing required to operate at the desired
engine speed.
The electronic control module (ECM) is the control center of the

system. It processes all of the inputs and sends commands to the
fuel system and vehicle and engine control devices.
The ISB (4 cylinder) is equipped with an one-piece manifold. The

manifold uses capscrew towers, which provide increased capscrew
strength. Capscrew towers also increase capscrew life and
durability, which results in higher clamp load. Key components of
the exhaust system are:
Exhaust valve
Exhaust manifold
Dual-entry turbocharger
Turbocharger exhaust outlet.
The ISB e (6 cylinder) is equipped with a two-piece exhaust

manifold. The manifold uses capscrew towers, which provide
increased capscrew strength. Capscrew towers also increase
capscrew life and durability, which results in higher clamp load.
NOTE: If the exhaust manifold is damaged, check the charge air

cooler. A charge air cooler failure can cause progressive
damage to the exhaust manifold.
The cylinder head is a one-piece, four-valve-per-cylinder design,

which provides improved airflow and swirl. The cylinder head design
features include:
Integral intake manifold

Centrally located injector to each cylinder
Unrestricted coolant flow.
The thermostat is an integral part of the head casting.
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Another design feature of the cylinder head includes integrally cast

valve guides and, on higher ratings powder metal valve seat inserts
are used.
The valve assembly includes the following components:
1. Valve spring retainer

2. Valve spring
3. Valve stem seal
4. Integral valve guide
5. Valve seat
6. Valve
7. Valve stem collets ( not shown) (installed on top of valve stem
above spring retainer).
Valve crossheads allow the two rocker levers to actuate the four
valves. A new rocker lever design has been implemented to reduce
valve train wear. This design consists of a ball-and-socket-type end
where the rocker lever contacts the valve crosshead. The valve train
consists of the following:
1. Rocker lever assembly

2. Push tubes
3. Tappets
4. Camshaft
The connecting rod is an angle split design. This design allows for
the largest possible connecting rod crankshaft bore for increased
strength and durability. The angle cut design also allows for the use
of the connecting rod with a larger bearing surface, thereby
improving wear characteristics. The pin bore bushing is lubricated by
the piston cooling nozzle spray.
The surface between the connecting rod and the cap is no longer
machined. The connecting rod cap and rod are separated by a
process known as fractured splitting. The cap is separated by
high-momentum force, resulting in unique surface on every
connecting rod cap. The surface of the connecting rod and cap
must be protected against damage. Any damage to the fractured
surface will result in an improper torque on the connecting rod bolts.
The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines use
steel-backed trimetal connecting rod bearings on the upper bearing
shell. An aluminum alloy is used on the lower bearing shell.
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The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines use
new piston s with centered, rather than offset, combustion bowls.
NOTE: Depending on horsepower rating, gallery cooled and

non-gallery cooled piston s are available.
The crankshaft is a forged-steel, full-fillet-hardened, integrally

balanced unit. The crankshaft thrust is controlled by a flanged
upper bearing shell (360 degree thrust available). Oversize rod and
main service bearings are available for use with reground
crankshafts. An internal cross-drilling supplies the connecting rod
bearings with oil.
The overall design objectives of the ISB (4 cylinder) and ISB e (4

and 6 cylinder) Series engines include simplicity, reliability,
durability, fewer parts, and ease of service.
Section 3. - Engine Lubricating Oil System
The diagram illustrates the oil flow through the lubrication system as
follows:
1. Gerotor lubricating oil pump

2. Pressure regulator valve
3. Oil cooler
4. Pressure regulator valve (bypass valve)
5. Full-flow oil filter
6. Turbocharger lubricating oil supply
7. Turbocharger lubricating oil drain
8. Main oil rifle
9. Crankshaft main journal
10. Camshaft
11. Valve train
12. Rod bearings.
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The lubricating oil flow begins as the high-capacity gerotor

lubrication pump draws oil from the pan through the rigid, internal
suction tube.
The pump (1) then delivers the oil through an internal drilling in the
cylinder block to the oil cooler cover (2) and the pressure regulator
(3). Through the inner channels of the cover, the oil flows from the
bottom to the top of the oil cooler (4) and through the oil filter (5).
When oil pressure from the pump exceeds 449 kPa [65 psi], the
pressure regulator opens, uncovering the dump port and allowing
some oil to drain back to the oil pump inlet. The remaining oil flows
to a cast passage in the oil cooler cover leading to the oil cooler
element. The flow diagram consists of the following:
1. From lubricating oil cooler

2. To lubricating oil filter
3. Flow through oil filter
4. To engine block
5. To turbocharger.
Oil flowing through the cast passage in the oil cooler cover
continues through the oil cooler element, where it is cooled by
engine coolant passing around the plates of the element. The oil
then continues through another cast passage in the oil cooler cover
to the oil filter, which is a new Fleetguard StrataPore lubrication
filter on the ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series
engines. The flow diagram consists of the following:
1. Bypass valve closed

2. From lubricating oil pump
3. To lubricating oil filter
4. From lubricating oil filter
5. To main oil rifle
6. Bypass valve open.
In the event of a plugged filter, a bypass valve has been

incorporated into the cooler cover to maintain oil flow. If the pressure
drop across the oil filter exceeds 345 kPa [50 psi], the bypass valve
will open, allowing unfiltered oil to continue on through the engine.
The illustration illustrates the oil flow in the bypass motion (5) and oil
flowing through the filter when the bypass valve is closed (4).
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The filtered oil flows up the center of the filter and across to the back
of the oil cooler cover. At the oil cooler cover, oil flow is divided. A
portion flows to the turbocharger; the rest passes down a cast
passage to a cross-drilling in the block. The flow diagram consists of
the following:
1. Lubricating oil filter

2. To main oil rifle
3. Turbocharger lubricating oil supply (oil under pressure)
4. Turbocharger lubricating oil drain (gravity flow to pan).
Once the oil has been cooled and filtered, a cross drilling between
the number 1 and number 2 cylinders carries it across the block to
an angle drilling that intersects the main oil rifle. The main oil rifle
runs the length of the block and carries oil to the overhead and main
bearings through individual transfer drillings. The flow diagram
1. From oil filter

2. Main oil rifle
3. Flow to overhead
4. Flow to main bearings.
The transfer drilling connected to the main oil rifle supplies oil to a
groove in the upper main bearing shells. Oil is then supplied to the
piston cooling nozzles, seated in the upper main bearing saddles,
and the cam bores through short radial drillings. The piston pins
are splash lubricated by piston cooling nozzle spray. The flow
diagram consists of the following:
1. From main oil rifle

2. To cam bore
3. Piston cooling nozzle.
Higher horspower engines will be equipped with directed piston

cooling nozzles. These are similar to the ISL and ISM styles of
piston cooling nozzles. A noncaptured fluted style of bolt holds
these in place and acts as the oil path from the dedicated oil rifle to
the nozzles. These nozzles must be removed prior to piston and
rod removal to reduce the possibility of damage to the directed
cooling nozzle. In engines where traditional B Series saddle piston
cooling nozzles are used, the directed cooling nozzle oil rifle holes
are plugged with a short 10-mm bolt.
From the main bearings, oil enters the crankshaft and lubricates the
connecting rod bearings through internal cross-drillings.
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Oil is carried to the cylinder head deck by individual vertical drillings

(one per cylinder) intersecting the main oil rifle. The flow diagram
1. Main oil rifle

2. To vertical drilling
3. Rocker lever support.
From the main oil rifle the oil flows up and over through a transfer
slot in the bottom of the rocker lever support, and then up through a
vertical drilling around the outside diameter of the rocker lever
capscrew. Oil leakage past the top of the cylinder head capscrew is
controlled by the flanged head on the capscrew. The flow diagram
1. From main oil rifle

2. To rocker lever support
3. Transfer slot
4. Rocker lever shaft
5. Rocker lever bore
6. Rocker lever.
The vertical drilling in the rocker lever support is aligned with a

groove in the rocker shaft. Oil flows into the inside diameter of the
shaft and along its length. At each end of the shaft, a single drilling
(1) allows oil to flow from the inside diameter of the shaft to each
rocker lever bore.
Section 4. - Engine Cooling System
Coolant is circulated by the integrally mounted water pump. The

output from the water pump empties into the bottom of the oil cooler
cavity in the cylinder block. This provides the oil cooler with the
coolest possible coolant. The coolant then circulates around each
cylinder and crosses the block to the fuel pump side of the engine.
The flow diagram consists of the following:
1. Coolant inlet
2. Pump impeller
3. Coolant flow past oil cooler
4. Coolant flow past cylinders
5. Coolant flow from cylinder block to cylinder head.
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A portion of the coolant flowing into the head is routed across the
exhaust port. The balance of the coolant flows across the valve
bridges, around the injector nozzles, and down through two orifices
for each cylinder. The orifices balance the flow of coolant around the
cylinders. The flow diagram consists of the following:
1. Cylinder block to cylinder head

2. Injector
3. Thermostat housing
4. Bypass closed
5. Radiator.
Coolant flows through a cast opening, for each cylinder, to the lower
water manifold cavity and on to the thermostat.
When the engine is below operating temperature, the thermostat is

closed and coolant is bypassed to the water pump inlet.
As the coolant temperature increases to the intermediate range, the

thermostat will start to open and coolant flow to the bypass will start
to be restricted. At engine operating temperature, the thermostat will
be open and the bypass will be closed.
As the block and head are filled, coolant flows into the lower water
manifold cavity, into the head, and through the round hole in the
back of the oil cooler cavity; however, the primary purpose of the
hole is to provide a drain for the lower manifold when all coolant is to
be drained from the system.
Venting during initial fill is provided by a vent fitting located toward

the front of the head on the exhaust side. The thermostat has two
check balls mounted on its outer flange to allow entrapped air to
escape from the engine.
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Coolant for an in-cab heater is best taken from the lower water
manifold cavity at the T-fitting. If a coolant block heater is used,
install the heater in one of the large cup plugs on the exhaust side
of the engine.
Good-quality water is important for cooling system performance.

Excessive levels of calcium and magnesium contribute to scaling
problems, and excessive levels of chlorides and sulfates cause
cooling system corrosion and system malfunction.
Cummins, Inc. recommends using Fleetguard Compleat. It is

available in both glycol forms (ethylene and propylene).
Fully formulated antifreeze must be mixed with good-quality water

at a 50/50 ratio (40- to 60-percent working range). A 50/50 mixture of
antifreeze and water gives a -36C [-33F] freezing point and boiling
point of 110C [230F]. The actual lowest freezing point of ethylene
glycol antifreeze is at 68 percent ethylene glycol to 32 percent water.
Using higher concentrations of antifreeze will raise the freezing point
of the solution and increase the possibility of a silica gel issue.
Section 5. - Engine Airflow System
The turbocharger uses exhaust gas energy to turn the turbine

wheel. The turbine wheel drives the compressor impeller, which
provides pressurized air to the engine for combustion. The additional
air provided by the turbocharger allows more fuel to be injected to
increase the power output from the engine.
Exhaust gases flow through the exhaust manifold and into the
divided-entry turbine housing of the turbocharger to drive the turbine
wheel. The exhaust system consists of the following:
1. Exhaust valve
2. Exhaust manifold
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3. Dual-entry turbocharger
4. Turbocharger exhaust outlet.
A wastegate turbocharger is used to improve low engine-speed

performance and improve control of high engine-speed boost. The
wastegate system includes the actuator hose, actuator boost
capsule, rod, and wastegate exhaust valve. Charged air is sent to
the actuator boost capsule via the actuator hose. The capsule is
designed so that the rod will not travel unless the pressure in the
capsule exceeds a preset setting. When the pressure in the capsule
builds above this preset setting, the pressure forces the rod to
travel. The rod, which is connected to the exhaust valve (waste gate
valve) , travels enough to open the exhaust valve, which allows
some exhaust gas to bypass the turbine wheel and dump directly to
the exhaust pipe. When the boost pressure is excessive, bypassing
exhaust gas from the turbine wheel reduces the possibility of
turbocharger overspeed and engine damage.
Section 6. - Electronic Controlled Fuel System
The engine control system is an electronically operated fuel control

system that also provides many operator and vehicle or equipment
features.
The base functions of the control system include fueling and timing
controls, limiting the engine speed operating range between the low-
and high-idle set points, and reducing exhaust emissions while
optimizing engine performance.
The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines are
equipped with a high-pressure fuel pump. The high-pressure fuel
pump is electronically controlled by a electronic control module
(ECM) that utilizes Cummins software.
The fuel pump is mounted to the rear gear housing and is driven by
the rear gear train.
A mechanical gear pump mounted on the fuel pump pulls fuel

through the ECM cooling plate. Fuel then travels through the gear
pump, through the fuel filter, and on the fuel pump inlet.
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An electronic fuel control actuator (EFC actuator) meters the amount

of fuel delivered to the three pumping chambers inside the fuel
pump.
Excess fuel not sent to the pumping chambers is used to lubricate

the internal fuel pump components. The excess fuel is then returned
to the gear pump inlet.
The three pumping chambers in the fuel pump contain piston s that
pressurize the fuel. The fuel exits the chamber and passes through
a check valve that maintains fuel pressure on the exit side of the
pump as the piston in the chamber draws in more fuel.
The fuel exits the fuel pump and travels through a fuel line to the
high-pressure common rail.
The high-pressure common rail acts as an accumulator for the fuel

that is supplied to all of the injectors. The maximum fuel pressure in
the rail is 140,000 kPa [1400 bar or 20,305 psi].
The fuel rail is mounted above the intake manifold.
The high-pressure common rail contains a fuel pressure sensor. This

sensor is used by the ECM to determine how much fuel the
electronic fuel control actuator sends to the fuel pump. This ensures
that the desired rail pressure is achieved at all times.
A pressure relief valve on the high-pressure common rail releases

fuel to a drain line if pressure inside the rail exceeds 165,000 kPa
[1650 bar or 23,931 psi].
This valve reduces the possibility of over fueling of the engine in the
event of a fuel pressure sensor malfunction or a fuel pump
malfunction.
Fuel is injected by sending an electronic signal to the injector that

causes the needle inside to lift. The lifting of the needle allows
high-pressure fuel in the high-pressure common rail to flow into the
combustion chamber.
Injection is ended by changing the electronic signal to the injector.

This causes the needle to seal and stops fuel flow.
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The 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 also
stored in memory.
Some fault codes will cause a diagnostic lamp to activate to signal

the driver.
The ECM communicates with service tools and some other vehicle
controllers (i.e., transmissions, antilock brake system, antislip
reduction, etc.) through an SAE J1939 datalink.
Some vehicles and equipment will have J1939 networks on them

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 and
antilock braking.
The control system utilizes a number of sensors to provide

information on engine operating parameters. These sensors include:

2. Intake air temperature and intake manifold pressure sensor
3. Lubricating oil temperature and pressure sensor
4. Engine speed sensor
5. Engine position sensor
6. Fuel pressure sensor
8. Ambient air sensor (integral to the ECM)( not shown).
The following inputs are provided by OEM-selected devices:
1. Accelerator pedal position potentiometer sensor/switch

2. Idle validation switch
3. Coolant level sensor
4. Vehicle speed sensors
5. Feature Control Switches (i.e., cruise control switches)
6. Water-in-fuel sensor.
NOTE: These inputs are application dependent. Some

applications will not use all of these inputs.
Engine Protection
The engine protection feature monitors critical system temperatures, pressures, and fluid levels. These readings are
compared to calibrated limits based on engine speed and/or engine load. 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.
NOTE: Engine power and speed will be gradually reduced, depending on 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 enabled.
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Depending on how the engine protection feature is set up, the engine protection system will initiate an engine
shutdown and prevent an engine restart from the following set points:
Coolant level
Coolant temperature
Oil pressure
Oil temperature
Intake manifold temperature
Engine overspeed.
Engine Protection Shutdown
When engine protection shutdown is enabled using the electronic service tool, it can cause the engine to shut down
when an engine parameter becomes critically out of range. This feature can be enabled or disabled using the electronic
service tool.
The engine can be restarted after an automatic shutdown, in order to move the vehicle to a safe location. The engine
will continue to monitor engine parameters and another shutdown will occur when an engine parameter becomes
critically out of range.
Engine Protection Restart
Restart derate prevents the user from defeating an active torque or speed derate. If the user stops and restarts the
engine, the torque or speed derate will still be active.
Engine Protection Shutdown Override
When engine protection shutdown override is enabled using the electronic service tool, it will allow the operator to
override an impending engine shutdown caused by the engine protection feature. The intended market for this feature
is the transit industry, in which an application such as a bus will possibly need to move to a safe location before engine
shutdown takes effect.
To override engine protection shutdown, the operator depresses an OEM-supplied button during the 30-second engine
protection warning period (WARNING lamp flashes). This will restart the 30-second shutdown warning timer, giving the
driver an extra 30 seconds to move the vehicle to a safe location. Each time the button is depressed, the 30-second
warning period is restarted.
Detailed Operation and Interaction Information
The engine protection feature provides protection against progressive engine damage by comparing data gathered at
engine protection sensors and calibrated minimum and maximum limits. If a value is found to be out of range, an
engine protection fault code is recorded.
The engine protection feature is not adjustable with the electronic service tool. The engine protection derate can occur
in two ways:
A torque derate limits the available engine torque to a calibrated maximum value (Nm/ft-lb).
An engine speed derate limits engine speed to maximum engine speed (rpm).
Engine protection values are stored in the electronic control module (ECM) every time an engine protection fault code is
set.
The engine protection shutdown, engine protection restart, and engine protection shutdown override are adjustable with
the electronic service tool.
Features
Accelerator Interlock
The accelerator interlock feature is intended to keep the engine at idle speed by using an interlock switch that is usually
attached to the vehicle's door. Most buses use this feature to disable the accelerator pedal and PTO operation while the
bus door is open; thus the engine remains idle while the door is open.
Altitude Derate
At high altitudes, the turbocharger speed can exceed its design limit if achieving typical boost pressure(s). The air is
less dense and can cause the turbocharger to overspeed; therefore, the electronic control module (ECM) derates the
fueling to limit exhaust flow. The ECM uses the ambient air pressure sensor to determine when to derate fueling. The
fueling derate starts to occur when the engine is operated above the following sea levels.
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Engine model Horsepower Sea Level Origin

ISB (four-cylinder) 145 3048 m [10,000 ft] United States
ISB (four-cylinder) 170 2144 m [7000 ft] United States
The derate for all other European/UK ratings are 1829 m [6000 ft].
Setup Information
The altitude derate is a basic feature in the calibration. It is not customer adjustable.
Road Speed Governor

The road speed governor feature controls the vehicle's maximum road speed. The customer can program the maximum
vehicle speed in top gear. In order for the electronic control module (ECM) to calculate the road speed correctly, the
customer must enter the vehicle speed sensor type, vehicle's tire size, rear axle ratio(s), and number of tailshaft gear
teeth. The customer can also adjust the upper and lower droop settings.
NOTE: In some worldwide territories, road speed governing is subject to local laws that dictate road speed
governor lower droop be disabled. For these territories, road speed governor lower droop is disabled within the
engine calibration and can not be enabled with an electronic service tool.
Road Speed Governor Upper Droop

The road speed governor upper droop parameter is the amount of vehicle speed decrease before full torque is reached
while operating on the road speed governor. Increasing this rate can improve fuel economy in hilly terrain.
Road Speed Governor Lower Droop

The road speed governor lower droop parameter is the amount of vehicle speed increase in a downhill or no-load
condition while operating on the road speed governor before fuel is completely cut off. An increased downhill speed can
increase momentum up the next hill and improve fuel economy.
NOTE: Due to local regulations limiting maximum road speed, this feature will possibly not be available in some
areas of the world.
Accelerator Manual Vehicle Switch

The smart road speed governor feature, when enabled, allows the driver/operator to adjust the maximum vehicle speed
by using an OEM switch, typically the cruise control resume/accel switch.
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 preset limit.
NOTE: The maximum speed limit can not be adjusted above the predefined maximum vehicle speed in top gear
limit.
Cruise Control
Cruise control maintains vehicle speed at a driver-selectable km/h [mph]. With cruise control, vehicle speed control is
more precise, resulting in improved fuel economy. It is similar to an automobile cruise control where the driver/operator
has the ability to adjust and maintain a desired road speed.
Maximum Cruise Control Speed

The maximum cruise control speed adjustable parameter defines the maximum vehicle speed that can be selected
when the cruise control feature is operating. Setting the maximum cruise control speed will result in better safety and
fuel economy when trimmed appropriately. The maximum cruise control speed is independent of the accelerator
maximum vehicle speed feature, but must be less than or equal to the maximum vehicle speed parameter.
Cruise Control Governor Tailoring
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Upper Droop - This feature allows the actual vehicle speed to decrease slightly from the set cruise control speed
under heavy-load conditions (i.e., ascending a hill). When this feature is trimmed to its maximum of 5 km/h [3
mph], better fuel economy will result, especially in hilly or rolling terrain. When this feature is trimmed to its
minimum of 0 km/h [0 mph], perceived engine performance will be improved.
Lower Droop - This feature allows the actual vehicle speed to increase slightly from the set cruise control speed
under light-load conditions (i.e., descending a hill). When this feature is trimmed to its maximum of 5 km/h [3
mph], vehicle momentum is preserved and should result in better fuel economy. When this feature is trimmed to
its minimum of 0 km/h [0 mph], vehicle speed is maintained.
NOTE: Due to local regulations limiting maximum road speed, this feature will possibly not be available in some
areas of the world.
Cruise Control Switch Configuration

This parameter tells the electronic control module (ECM) how the cab switch is configured. If it is set to YES, then the
cab switch will be set/accel in one position and resume/coast in the other position; if it is set to NO, then set/coast will
be in one position while resume/accel will be in the other position. The set/coast function would occur when the switch
is up and resume/accel would occur when the switch is down.
The three operation modes include off, standby, and active. These are determined by the switch positions of the on/off
switch and the set/resume switch. The cruise control on/off switch allows the driver to turn the feature on and off. The
set/resume switch allows the driver to set, resume, or adjust the set vehicle speed (increase or decrease mph).
Off Mode
When the cruise control switch is in the OFF position, cruise control does not affect engine operation, nor can it be
activated.
Standby Mode
When the cruise on/off switch is in the ON position, cruise control will remain on standby until a request for activation is
made by the driver using the cruise set/resume switch.
Active Mode
If the driver activates cruise control by using the set position of the set/resume switch, then the cruise control will
maintain the vehicle speed at that set vehicle speed. When the driver activates cruise control by using the resume
position of the set/resume switch, the engine will then maintain vehicle speed at the last set vehicle speed the driver
commanded.
Set/Resume Switch Usage

This parameter reverses the switch throw for certain functions of the set/resume switch. This parameter can be
programmed using an electronic service tool. The set/resume switch accesses functions for cruise control, the PTO
feature, road speed governor, idle governor, and diagnostics. There are two selections: Set/accel or set/coast.
Depending on the selection, the set and resume positions correspond to the switch functions defined in the following
table.
Set/Resume Switch Functions

Feature With Set/Accel Programmed With Set/Coast Programmed
Set Position Resume Position Set Position Resume Position
Cruise control Set Resume Set Resume
Cruise control Accel Coast Coast Accel
Cruise control Bump-up Bump-down Bump-down Bump-up
PTO Set Resume Set Resume
PTO Ramp-up Ramp-down Ramp-down Ramp-up
Road speed governor Increment Decrement Decrement Increment
Idle governor Increment Decrement Decrement Increment
Diagnostics Increment Decrement Decrement Increment
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Maintenance Monitor
NOTE: 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.
NOTE: The maintenance monitor uses data received from the vehicle speed sensor (VSS) to determine distance
and data from the ECM to determine the amount of fuel burned. Whenever a VSS or battery voltage fault has
occurred, the maintenance monitor data can be inaccurate.
The maintenance monitor is an electronic program contained in the ECM for monitoring oil drain intervals. Benefits to
the customer include the ability to track drain intervals automatically in one of three modes. The maintenance monitor
can replace the standard manual methods for oil drain intervals.
Alerting the Operator

The maintenance monitor will alert the operator of the need to change the oil by flashing the MAINTENANCE (FLUID)
lamp with five sets of three quick flashes after the keyswitch is in the ON position. The flashing sequence will go
through five cycles in a 12-second period. The sequence will occur at every key-on until the maintenance monitor has
been reset.
NOTE: The diagnostic switch must be in the OFF position for the flashing sequence to occur.
Viewing maintenance monitor data is done through the electronic service tool and the following data can be printed
from the ECM:
Percent of present interval consumed

(by either distance, time, or fuel burned)
Distance since last reset
Time since last reset
Fuel burned since last reset
Present maintenance monitor mode.
Trip Information
The trip information system constantly monitors and records various engine and operating data necessary to track both
engine and driver/operator performance. The data can be viewed using the electronic service tool. If any faults occur
that can corrupt the trip data, the system will caution the user when viewing the data.
J1939 Multiplexing (J1939 mux)

Multiplexing is the ability to send and receive messages simultaneously over a J1939 datalink instead of using
hardwired connections. This is accomplished by utilizing 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 this information throughout a vehicle system. The electronic control module (ECM) on Cummins
engines will be one recipient of this information.
Available inputs for multiplexing:
Accelerator interlock switch

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
Idle increment/idle decrement switch
Parking brake switch
Diagnostic switch/user-engaged snapshot
Torque derate switch
Manual fan switch
Engine brake switch
Accelerator pedal position
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Remote accelerator position/remote accelerator switch

Auxiliary shutdown switch
Remote PTO switch
Accessory fan switch
Air compressor switch
STOP lamp
WARNNG lamp
MAINTENANCE lamp
WAIT-TO-START lamp
WATER-IN-FUEL lamp.
Power Take-Off (PTO)

The PTO feature controls the engine at a constant rpm selected by the driver/operator. PTO can be used on the
following applications:
Mixers
Dry bulk haulers
Dump trucks
Refuse vehicles
Other.
Engine speed for PTO can be set either in cab or remotely, through control switches, where a remote-mounted switch
can be used where a cab switch is not desirable. Also, the cruise control switches are used for the PTO feature.
PTO Minimum Engine Speed

This feature is the lowest engine speed setting at which the PTO will operate. It can be set as low as the engine
low-idle speed. PTO set switch engine speed, PTO resume switch engine speed, and PTO additional switch engine
speeds must be set equal to or greater than the PTO minimum engine speed.
PTO Maximum Engine Speed

This feature is the highest engine speed setting at which the PTO will operate. PTO set switch engine speed, PTO
resume switch engine speed, and PTO additional switch engine speeds must be set equal to or less than the PTO
maximum engine speed.
PTO Ramp Rate

This feature defines the rate of engine speed change (rpm per second) in PTO mode when the operator is accelerating
up or coasting down. The PTO speed is adjusted by either bumping or holding the increment/decrement PTO
set/resume switch.
PTO Accelerator Override

The feature allows the driver/operator to increase engine speed temporarily beyond the PTO reference speed during
PTO operation using the accelerator pedal.
PTO Maximum Vehicle Speed

This parameter is the maximum allowed vehicle speed during PTO operation.
PTO Set/Resume Engine Speed

This feature is the engine rpm that the engine will hold when the PTO set/resume switch is used.
Clutch Override
PTO, when enabled, will allow the PTO to deactivate when the clutch pedal is depressed.
Brake Override
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PTO, when enabled, will allow the PTO to deactivate when the service brake pedal is depressed.
Gear-Down Protection
Gear-down protection has two functions. It gives the driver the performance needed while driving one gear down from
top gear and also yields improved fuel economy by increasing the time in top gear.
Gear-Down Protection Light-Load Vehicle Speed

This setting is in effect when the driver does not need to be in lower gears, as when driving in a steady-state condition
on level ground. This trim must be set below the heavy engine load vehicle speed. By setting the trim this way, the
driver will be penalized with a performance loss whenever unnecessarily driving in lower gears.
Gear-Down Protection Heavy-Load Vehicle Speed

This setting is in effect when the driver truly needs to be in lower gears, as when accelerating through the gears or
climbing a grade. This trim must be set just below the maximum vehicle speed in top gear. By setting the heavy engine
load this way, the driver will still have performance when needed.
United States Application

Example: With the maximum vehicle speed in top gear set at 100 km/h [62 mph], the driver can choose to set the heavy
engine load at 97 km/h [60 mph] and the light engine load at 89 km/h [55 mph]. This will create a more significant
performance penalty and will encourage the driver to use the top gear.
European Application
Example: With the maximum vehicle speed in top gear set at 90 km/h [56 mph], the driver can choose to set the heavy
engine load at 87 km/h [54 mph] and the light engine load at 79 km/h [49 mph]. This will create a more significant
performance penalty and will encourage the driver to use the top gear.
Top Gear Transmission Ratio

This parameter is the number of engine revolutions divided by the number of transmission tailshaft revolutions when the
transmission is in top gear. This parameter can be programmed using an electronic service tool. This parameter is used
by gear-down protection, and information gathering.
Automotive and Variable-Speed Governor (VS) Accelerator Types and

Cab-Switchable Governor
The accelerator-type feature gives the owner a choice of two engine governors:
Automotive governor
Variable-speed governor.
The automotive governor allows a larger speed variation under varying load conditions given a throttle position (engine
speed varies with load).
The variable-speed (VS) governor maintains a constant engine speed for a given throttle position under varying load
conditions.
Idle Governor and Adjustable Low Idle

The idle governor feature controls engine fueling to maintain the desired engine idle speed within the torque capability
of the engine. Idle engine speed can be adjusted by operator inputs.
The low-idle engine speed parameter is the 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.
Idle Shutdown
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When the engine is at idle, the idle shutdown feature will automatically shut down the engine after a specified period of
time, depending on the mode of operation and customer-programmable parameters. This feature is intended to reduce
engine idle time and increase the fuel economy.
Idle Shutdown Time

The 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: The parameter will not appear if the idle shutdown feature is turned off.
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 anytime during the idle shutdown warning period
The idle shutdown warning period lasts for 30 seconds 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.
Tire Revolutions per Mile

This parameter is the vehicle's tire size for use in vehicle speed calculations. This parameter can be programmed using
an electronic service tool. The ECM uses this parameter, rear axle ratio, and number of transmission tailshaft gear teeth
to determine vehicle speed. This parameter applies when VSS type is magnetic.
Number of Transmission Tailshaft Gear Teeth

This parameter is the number of teeth on the speedometer gear that is used in conjunction with an electrical vehicle
speed sensor. This parameter can be programmed using an electronic service tool. The ECM uses this parameter, rear
axle ratio, and tire revolutions per mile to determine vehicle speed. This parameter applies when VSS type is magnetic.
Fan Control
The electronic control module (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 (i.e., air conditioner pressure, power steering temperature, transmission temperature) or a manual fan switch for
fan control.
Fan Clutch Logic
This parameter must be adjusted with the electronic service tool to match the fan clutch operation requirements.
Some fans engage with 12 or 24 VDC applied to them and some operate with 0 VDC applied to them.
Water-in-Fuel Warning
The water-in-fuel sensor protects the fuel system by alerting the driver/operator that water has accumulated in the
fuel-water separator and needs to be drained. The operator will be warned of a water-in-fuel condition by illuminating
the MAINTENANCE lamp.
Diagnostic Fault Codes
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Both onboard and offboard fault diagnostics are designed to make

the engine easier to repair and service. The electronic subsystem
has a built-in self-diagnostic capability that checks for correct
signals from the sensors, errors in software operation, and faulty
power drivers in the electronic control module (ECM). When an
issue is detected, a fault is logged in memory and a snapshot of
engine parameters is logged. In addition, depending on the type
and severity of the active fault, different fault lamps are illuminated.
The fault lamps include the WARNING lamp, STOP lamp,
WAIT-TO-START lamp, and MAINTENANCE lamp.
Both the active and inactive fault codes can be displayed by an

electronic service tool. Fault information for the first and most recent
occurrences are displayed. Active fault codes can be flashed out
using the diagnostic switch.
Setup Information
The onboard and offboard fault diagnostics are basic features in the
calibration. These features are not customer adjustable.
Detailed Operation and Interaction Information
When the keyswitch is in the ON position and the diagnostic switch

is in the OFF position, the indicator lamps (WARNING, STOP,
MAINTENANCE, and WAIT-TO-START) will illuminate for
approximately 2 seconds and then go off, one after the other, to
verify they are working and wired correctly. Location of the lamps in
the cab area is critical, as is luminosity in the daytime.
Drivers/operators must be able to see the lamps clearly from their
driving position.
The lamps will remain off until a fault code is recorded. The lamps
will remain on if there is an active fault code. An illuminated
WARNING lamp tells the driver there is a fault but the vehicle can be
operated and needs to be serviced as soon as possible. However, an
illuminated STOP lamp alerts the driver to stop the vehicle as soon
as is safely possible and have it serviced.
Some fault conditions are connected to engine protection. If engine

protection shutdown is enabled, the electronic control module (ECM)
can shut off the engine due to the fault code. Some OEMs wire
engine protection faults to buzzers so the driver is aware of the
severe fault code and impending shutdown.
The electronic service tool can display both active and inactive fault
codes. Only inactive fault codes and associated fault information
can be erased from the ECM memory. Engine monitoring and
special diagnostic tests are also included in the electronic service
tool.
To check for fault codes, turn the keyswitch to the OFF position and
move the diagnostic switch to the ON position. Turn the vehicle
keyswitch to the ON position. If no active fault codes are recorded,
both red and yellow lamps will come on and then go out in
sequence and remain off. If active fault codes are recorded, both
lamps will come on momentarily and then begin to flash the code of
the recorded, active fault codes.
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The fault codes will flash in the following sequence: First, a

WARNING (yellow) lamp will flash. Then there will be a short 1- or
2-second pause after which the number of the recorded fault code
will flash in STOP (red) lamp. There will be a 1- or 2-second pause
between each number. When the number has finished flashing in
red, a yellow lamp will appear again. The three- or four-digit code
will repeat in the same sequence.
To skip to the next fault code, move the set/resume switch (if
equipped) momentarily to the increment (+) position. The
driver/operator can go back to the previous fault code by
momentarily moving the set/resume switch (if equipped) to the
decrement (-) position. If only one active fault code is recorded, the
same fault code will be displayed continuously when either
increment (+) or decrement (-) switch is toggled.
NOTE: Be sure to turn off the diagnostic switch when the fault
codes are not being flashed out.
Fault Code Snapshot Data
This additional fault code information can be obtained by using an

electronic service tool. The snapshot data feature records the value
or state of the control system sensors and switches at the time a
fault occurred. These data are stored for the first occurrence of the
fault, since it was cleared, and for the most recent occurrence.
These values can be very valuable when trying to re-create or
determine engine operating conditions at the time of a fault.
Refer to the Troubleshooting and Repair Manual, ISB (4 cylinder)

and ISB e (4 and 6 cylinder) Series Engines, Electronic Control
Systems, Bulletin 3666477, for explanation and correction of fault
codes or the nearest Cummins Authorized Repair Facility.
When not using the diagnostic system, turn off the diagnostic switch
or remove the shorting plug.
Section 7. - Engine Options
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Application versatility is an advantage of the ISB (4 cylinder) and ISB

e
(4 and 6 cylinder) Series engines. The available option packages
provide straightforward installation recommendations for placing the
engine into a wide variety of applications.
SAE number 2 and 3 flywheel housings are available with arm or

pad mounting arrangements for the ISB (4 cyliinder). A barring
mechanism is available as an option with the flywheel housing.
Optional V-belt pulleys are available for the fan hub and crankshaft
pulleys. This bolt-on option can be used to drive additional
accessories. Electric fan clutches can be driven by the engine ECM.
A gear-driven accessory option provides additional accessory drive

capabilities. This option is mounted on the front face of the gear
housing. Just above the fuel pump the maximum instantaneous total
torque capability of the auxiliary drive 237 Nm [175 ft-lb]. The drive
runs at a 1.03:1 ratio and is clockwise rotation (as viewed from the
front of the engine).
Provisions have also been made to allow up to 475 Nm [350 ft-lb] of

torque power take-off (PTO) capability off the front of the crankshaft
in a straight torque drive.
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A suspended oil pan is the standard option on both ISB (4 cylinder)

and ISB e (4 and 6 cylinder) Series engines. The four-cylinder pan is
shown in the illustration.
An isolated oil pan is not available for the ISB (4 cylinder) and ISB e
(4 and 6 cylinder) Series engines. The four-cylinder pan is shown in
the illustration.
Multiple turbocharger locations are also available to suit space

constraints of various installations of the wastegate version. Several
locations are offered, including:
A low-mounting (front exhaust outlet)

A low-mounting (rear exhaust outlet).
Last Modified: 19-Aug-2002
Copyright 2000-2010 Cummins Inc. All rights reserved.
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ISB (4 cylinder) and ISBe (4 and 6 cylinder) Series Engine Familiarization https://quickserve.cummins.com/qs2/pubsys2/xml/en/bulletin/4021288....

Service Bulletin Number Date

ISB (4 cylinder) and ISBe (4 and 6 cylinder) Series Engine

Section 1. General Specifications and Applications 2

Section 2. Design Features 13

Section 3. Engine Lubricating Oil System 17

Section 4. Engine Cooling System 21

Section 5. Engine Airflow System 24

Section 6. Electronic Controlled Fuel System 24

Section 7. Engine Options 37

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Section 1. - General Specifications and Applications

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

3.9-Liter Engine Top View

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19. Exhaust manifold.

3.9-Liter Engine Front View

3.9-Liter Engine Rear View

1. Coolant connection for air compressor

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3.9-Liter Engine Exhaust Side View

3.9-Liter Engine Air Intake Side View

1. Rail pressure relief valve

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16. Fuel inlet to cooling plate

5.9-Liter Engine Top View

5.9-Liter Engine Front View

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5.9-Liter Engine Rear View

1. Coolant connection for air compressor

5.9-Liter Engine Exhaust Side View

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5.9-Liter Engine Air Intake Side View

1. Rail pressure relief valve

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines

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ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines have a

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The model designation, or nomenclature, for the automotive engine

Engine Model Horsepower Displacement

ISB e (four and six cylinder) 190 5.9 liter

Section 2. - Design Features

An automatic belt tensioner is used to maintain proper belt tension.

The ISB (4 cylinder) and ISB e (4 and 6 cylinder) Series engines

Oil cooler housing

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The electronic control module (ECM) is the control center of the

The ISB (4 cylinder) is equipped with an one-piece manifold. The

The ISB e (6 cylinder) is equipped with a two-piece exhaust

NOTE: If the exhaust manifold is damaged, check the charge air

The cylinder head is a one-piece, four-valve-per-cylinder design,

Integral intake manifold

The thermostat is an integral part of the head casting.

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Another design feature of the cylinder head includes integrally cast

The valve assembly includes the following components:

1. Valve spring retainer

1. Rocker lever assembly

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NOTE: Depending on horsepower rating, gallery cooled and

The crankshaft is a forged-steel, full-fillet-hardened, integrally

The overall design objectives of the ISB (4 cylinder) and ISB e (4

Section 3. - Engine Lubricating Oil System