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ISBe4 Shop Talk

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All numbers and specifications listed in this program are used for illustration purposes only.
Current information can be found in the Service Manuals located on QuickServe Online.
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Upon completion of this course the learner will be capable of demonstrating knowledge of:
New or unique service procedures for the ISBe4 engines.
Unique operational characteristics of the ISBe4 engines.
Unique Insite applications for the ISBe4 engines.
Unique repair options for the ISBe4 engines.
New tools required to service the ISBe4 engines.
Critical service information for the ISBe4 engines.
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New procedures have been developed and included in the service literature to aid in servicing
the ISBe4 engines. These new procedures include:
010-133, Inline Air Filter
101-039, Unique Operating Characteristics of an Engine Equipped with Selective Catalytic
Reduction
200-005, Exhaust System Flow Diagram
011-036, Exhaust Catalyst
011-040, Aftertreatment Nozzle
019-013, Exhaust Temperature Sensor
019-440, Catalyst Dosing Control Unit
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The inline air filter is located between the air supply and the dosing control unit. It is in the
system to protect the dosing control unit from excessive oil carryover.
The filter must also be changed in the event of a failed compressor.
Refer to OEM procedure.
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Refer to the OEM vehicle manual to locate the inline air filter and follow OEM procedure to
drain down the vehicle air system.
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To remove the inline air filter, first clean the area around the inline air filter head.
Use the oil filter wrench to remove the filter. Then clean the sealing surface of the filter head.
 Scene Number: 0042 1070
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While installing the Inline Air Filter, make sure to use the correct inline air filter.
See Cummins/Fleetguard/Nelson filter specifications for the correct inline air filter part
number.
Use clean 15W-40 oil to coat the gasket surface of the filter.
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Install the filter on the inline air filter head. Tighten the filter until the gasket contacts the filter
head surface.
Tighten 3/4 to 1 turn after the gasket makes contact with the filter head.
Mechanical over tightening of the filter can distort the threads or damage the filter element
seal.
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Start the engine and check for leaks.
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It is unlawful to tamper with or remove any component of the aftertreatment system. It is also
unlawful to use a catalyst solution that does not meet the specifications provided or to operate the
vehicle/equipment with no catalytic solution.
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The system operates on the principle of selective catalytic reduction (SCR). The SCR system
uses Urea (AdBlue) to convert the Nitrous Oxides (NOx) produced by the engine (exhaust) into
harmless nitrogen and water. Liquid urea (AdBlue) is injected upstream of the catalyst in the
exhaust system via the dosing control unit.
The amount of urea injected by the pump is controlled by the ECM. The catalyst temperature
must be above 200C for urea injection to commence.

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The SCR system uses air from the vehicle air system to inject urea into the exhaust system,
because of this the compressor cycle time may increase.

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The system is controlled by the engine ECM, and has to meet various parameters before
injection can begin. Depending on duty cycle and engine operating conditions the urea (AdBlue)
used, may differ from application to application.
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Up to thirty seconds after the vehicle has shutdown an air rushing sound followed by a click
may be heard. This is perfectly normal and is only the SCR system purging itself. This automatic
cycle purges the urea solution from the pump, nozzle, and nozzle supply line to prevent nozzle
plugging or damage from freezing.
(Audio Supplement to speech sounds of the air purging and relay click placed appropriately
within speech.)
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To remove the Exhaust Catalyst, first disconnect both exhaust gas temperature sensors from the
vehicle wiring harness, OEM side.
Then disconnect both exhaust gas temperature sensors from the vehicle catalyst.
Next, disconnect the OEM exhaust connections.

Refer to the OEM specifications.

Finally, lower the exhaust catalyst from the underside of the vehicle.
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Clean and Inspect the Exhaust Catalyst for reuse.

First, remove any loose paint and corrosion from the exhaust catalyst sealing surfaces with a
wire brush.
Inspect the exhaust catalyst for:
Loose paint,
Excess Corrosion,
Damage to the body of exhaust catalyst, such as splits or cracks to the body of the exhaust
catalyst or connecting pipe work.
Inspect the exhaust catalyst for signs of catalyst solution leaks.
Next, check all fittings and supports brackets before reuse.
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When installing the exhaust catalyst, note that it is marked with INLET for assembly,
(INLET to engine).
First, lift the catalyst into position.
Connect the OEM holding clamps and connect each end of the exhaust catalyst to the vehicle
exhaust pipe work.
Install the exhaust gas temperature sensors into the exhaust catalyst and torque to specification.
Connect both exhaust temperature sensors to the OEM wiring harness.
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While finishing up with the installation make sure to check all exhaust system clamps and
fittings.

Refer to OEM specifications.

Start the engine and check the system for leaks.
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The aftertreatment nozzle is used to spray catalyst solution into the exhaust system.
It is made from stainless steel.
Care should be taken when handling the aftertreatment nozzle as there is ceramic insulation
inside the aftertreatment nozzle. This is not replaceable and damage will not be evident if it is
accidentally dropped.
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Visually check the pipe work going to and coming from the dosing control unit for any signs of
a leak.
Catalyst solution leaks will leave a white deposit around the fittings.
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While preparing to remove the Aftertreatment Nozzle, Disconnect the batteries.
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To remove the Aftertreatment Nozzle, disconnect the catalyst solution supply pipe work from
the aftertreatment nozzle and drain any excess catalyst solution into a suitable container.

Remove the aftertreatment nozzle retaining nut.

The aftertreatment nozzle will then lift out of the exhaust system locating boss.
It is not necessary to remove the elbow from the aftertreatment nozzle.
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To clean and inspect the nozzle for reuse, use only clean warm, demineralized water.

Immerse the aftertreatment nozzle in a suitable container of clean warm water.

Connect an airline with a pressure of no more than 10 psi, and blow through the injector, when
immersed in water, four different spray angles will be clearly visible.

Dry the Aftertreatment Nozzle with compressed air.

Visually inspect the tip of the aftertreatment nozzle.

Four holes should be clearly visible.

Visually check the body of the injector for damage.

Check that the old graphite ferrule is removed from inside of catalyst solution supply lock nut.
Do not reuse the ferrule as a leak of catalyst solution may result.
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Install the aftertreatment nozzle into the exhaust system locating boss. A keyway in the exhaust
system locating boss will orientate the aftertreatment nozzle correctly.

Apply high temperature anti-seize compound to the threads of locating boss.

Install the aftertreatment nozzle retaining nut and torque to specification.
Install a new graphite sealing ferrule on the catalyst solution supply line.
Reconnect catalyst solution supply to injector, making sure to check that the sealing graphite
ferrule is in place and torque to specification.
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Finally, reconnect the batteries.

Conduct a Dosing Unit Override Test using INSITE to ensure system is working correctly.
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The Exhaust Gas Temperature Sensors are located in the exhaust muffler on either side of the
catalyst brick.

The temperature sensors are part of the aftertreatment system and are used to monitor the
catalyst inlet and outlet temperatures.
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To Remove the Exhaust Temperature Sensors, lift up on the locking tab and pull the electrical
connectors apart.
Disconnect the exhaust gas temperature sensor from the OEM wiring harness.
Loosen the retaining nut and remove the exhaust gas temperature sensor from the exhaust
catalyst.
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Visually inspect the exhaust gas temperature sensors for damage to wiring or body.

Visually inspect the tip of the exhaust gas temperature sensor for damage and carbon build up.
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Apply anti-seize compound to the sensor threads of the exhaust gas temperature sensor prior to
installation.

Make sure the exhaust gas temperature sensors are connected to the correct position on the
OEM wiring harness. Swapped inlet and outlet temperature sensors will result in active fault
codes.
Push the sensor and sensor harness connectors together until they lock.

Tighten the nut that secures the sensor to the aftertreatment system and torque to specification.
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The Dosing Control Unit is used to administer the correct amount of catalyst solution for the
aftertreatment system.

The dosing control unit receives commands from the engine ECM via the Cummins datalink.
Based on various operating conditions the engine ECM will command the dosing control unit to
administer the catalyst solution.
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In preparation of removing the Catalyst Dosing Control Unit:
Disconnect the battery(s).
Drain down all vehicle air tanks.
Refer to OEM procedures.
Visually check the pipe work going to and coming from the dosing control unit for any signs of
a leak.
Catalyst solution leaks will leave a white deposit around the fittings.
Locate the Dosing Control Unit on the vehicle. Refer to OEM literature.

The Dosing Control Unit dataplate is located on the top of the unit as shown.
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The Dosing Control Unit is secured to the chassis by four mounting bolts. Depending on
installation it may be easier to remove pipe work and connectors either before or after the Dosing
Control Unit is removed from its mounting bracket.
If possible wash down the front of the dosing unit with warm water to remove any
contamination and reduce the risk of contamination entering the Dosing Control Unit. Steam or
high pressure water should never be used to clean the dosing unit.
Disconnect the electrical connections and pipe work that is attached to the dosing control unit.
Compressed air supply,
Air solenoid connector (2 pin),
37 pin ITT Canon connector,
Catalyst solution supply to aftertreatment nozzle (6 mm fitting and PTFE line),
Catalyst solution supply to pump (8 mm fitting),
And Catalyst solution return (4 mm fitting)
The three lines are all push fit connections.
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Quick release fittings are used in the front of the dosing control unit. To release these fittings,
apply equal pressure to both sides of the black release collar and pull the pipe from the fitting.
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To remove the Air Connector push the release tab on the top of the elbow.
Remove the fitting from the Dosing Control Unit.
The male part of the fitting has an aluminum sealing washer behind.
The Torque value is to be defined by the OEM.
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The PTFE / Nylon Pipe fittings are three different sizes.

There is an o-ring seal on the rear of each of these fittings.

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If the following fittings need to be replaced, care needs to be taken to ensure that they are fitted
to the correct position on the front of the Dosing Control Unit.
The Catalyst solution return is a 4 mm fitting.
The Catalyst solution supply to aftertreatment nozzle is a 6 mm fitting and PTFE line.
The Catalyst solution supply to pump is an 8 mm fitting.

Each has a Torque value to be defined by the OEM.

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Remove the four mounting bolts from each corner of the dosing control unit.
Do not immerse the unit in any kind of wash.

Do not wash with any detergents.

Only clean down the casing with a damp cloth.

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Inspect the outside of the unit. If there are any cracks or damage to mounting flanges, the
exterior case or the electrical connectors, replace the dosing control unit.

Check all connections, lines and fittings for any signs of leaks or damage.
Repair and replace as necessary.
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Install the electrical connections and pipe work that is attached to the Dosing Control Unit.

Compressed air supply,

Air solenoid connector (2 pin),
37 pin ITT Canon connector,
Catalyst solution supply to aftertreatment nozzle (6 mm fitting and PTFE line),
Catalyst solution supply to pump (8 mm fitting),
And Catalyst solution return (4 mm fitting)
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Remove the push fit fittings from the failed Dosing Control Unit and fit to the replacement
Dosing Control Unit.

The Torque Value is to be defined by the OEM.

The three hoses, catalyst solution supply to nozzle, catalyst solution supply to pump, and
catalyst solution return are all push fit.
Connect the two electrical connections, the air solenoid and the 37 pin connector. These are a
push and twist type fit connectors.

Twist these connectors until a click is felt.

 Scene Number: 0042 1450
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Insert the blanks from the replacement dosing control unit and fit them to the failed Dosing
Control Unit.
The Dosing Control Unit is bolted to the chassis by four bolts, one in each corner of the dosing
control unit. Attach the dosing control unit to the OEM mounting bracket.

The Torque value is to be defined by the OEM.

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To finish with the installation:
Reconnect the battery or batteries.
Start and run the engine to build up air pressure.
Run a Dosing Control Unit override test in Insite.
Check for air and catalyst solution leaks,
and check for active fault codes.
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Exhaust gas is mixed with Urea before the catalyst.
The product of this reaction exits through the exhaust gas outlet.
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Compressed air travels though the OEM supply feed line to the Inline air filter before it goes to
the Dosing control unit where it is mixed with urea and sent to the urea injection nozzle.
Urea is supplied to the dosing control unit
Unused urea returns to the tank.
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There will be an audible click of the air solenoid following the 30 second purge cycle. The
purge cycle begins at key off, but only after engine speed has been detected. As with a normal
shutdown a failed start will initiate a SCR system purge cycle.
(Audio supplement - Air solenoid clicking after the purge cycle)
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Whenever the ECM recognizes engine cranking the SCR system will start to prime.
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During the priming cycle (key on with engine speed detected) the urea solution is circulated
through the dosing pump and back to the supply tank.
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During a successful priming phase the dosing pump will operate at 100 percent for 30 seconds
followed by the audible click of the air solenoid opening and the pump motor stopping.
(Audio Supplement - audible click of the air solenoid opening and the pump motor stopping.)
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The priming phase can be repeated up 20 times before a fault will be displayed.
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It is normal for the temperature of the air solenoid to increase during operation.
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The dosing control units pump is controlled by the engines ECM.
Dosing cannot begin until both of the exhaust temperature sensors have reached 200C.
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Compressed air from the vehicles air system acts as a transport media for the urea solution, to
prevent the injection nozzle and pump from plugging when dosing is not occurring, and to purge
the system following key off.
Compressed air will flow continuously through the dosing pump and nozzle whenever the air
solenoid is open. Due to this continuous injection of air, long compressor cycle times may be
noticed by operators.
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The health of the compressed air system is critical. The Inline Air Filter must be maintained per
the schedule in the operation and maintenance manual.
In the event of a compressor replacement the filter should also be replaced as part of the repair.
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Under certain operating conditions, such as when its very cold or dry, water vapor may be
seen coming from the exhaust discharge point. This is considered to be a normal feature of the
product and should not be a cause for concern as the condition will clear after a few minutes of
normal vehicle operation.
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The SCR dosing control unit used with the ISBe4 engine is not serviceable. The case of a failed
dosing control unit should not be opened.
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The new service tools for the ISBe4 include:
Fuel System Leak Tester-Blocking Tool.
Fuel System Leak Tester Kit.
Fuel Pressure Gauge Adapter.
Fuel Tube Plug.
Fuel System Leak Tester.
Wiring Repair Kit.
Repair connector.
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The Fuel System Leak Tester is used to diagnose leakage or a malfunctioning fuel injector by
blocking off the fuel supply to one injector at a time.

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The Fuel System Leak Tester Kit is used to test drain flow from the injectors as well as the
high pressure fuel pump. Testing drain flow from individual injectors will also require the use of
the Blocking Tool.
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The Fuel Pressure Gauge Adapter is used to test fuel inlet, as well as drain line restriction. The
tool must be used with a suitable pressure gauge. The pressure gauge is not included.
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The Fuel Tube Plug is used to block low pressure fuel lines equipped with 5/16 quick-connect
fittings.
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The Fuel System Leak Tester is used to test fuel drain flow from the fuel rail pressure relief
valve.
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The ISBe4 engines have a new wiring repair kit.
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The ISBe4 engines use an improved Temp/Map Sensor. Service Locations that have
previously purchased ISB Wiring Repair Kit should purchase the new repair connector in order
to keep their kit current.
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The following scenes contain critical service information for the ISBe4 engines.
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Air compressor timing is critical. Mistiming of the compressor or installation of Compressors
intended for use on previous products, such as the ISBe, can cause excessive noise and other
possible damage. Compressors for all ISBe4 engines must be timed to TDC with the engine set
at TDC before assembly.

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All four cylinder ISBe4 engines have the TDC marking on the tone wheel.
Some ISBe4 engines will be supplied with a rubber damper, but no TDC marking will be
available on the damper.
All six cylinder ISBe4 engines have TDC marked on the viscous damper.
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Malfunction Indicator lamps, lamp location, and flashed code numbers can vary from OEM to
OEM. OEMs may have SCR system malfunctions indicated with existing lamps that indicate
engine or other vehicle conditions, or the OEM may choose to display a separate set of
Malfunction Indicator Lamps.
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It is important to remember when troubleshooting an ISBe4 engine or the SCR system that
each OEM may choose a different lamp strategy. The Insite service tool, version 6.4 and greater,
is capable accessing both engine and SCR system faults.
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Lets look at an example of one OEMs lamp strategy.
This OEM has chosen a set of malfunction indicator lamps dedicated to the SCR system
consisting of blue and amber lamps.
With this OEMs system both the blue and amber lamps are illuminated for a brief period
following key on as the ECM runs through is system checks.
When the amber lamp is continuously illuminated an SCR system fault or empty urea tank is
indicated.
A blue lamp flashing for a period following key on indicates a low level of urea in the tank.
If the blue lamp flashed continuously a very low level of urea has been detected in the tank.
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If a connecting rod must be replaced it should always be replaced with the same part number,
or superseding part number, or the rod that was removed.
Installing an incorrect part number connecting rod can result in engine imbalance.
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When preparing an ISBe4 equipped vehicle for service or a repair, the SCR dosing control unit
must never be cleaned with high pressure water, detergents, or steam.
If repairs must be made in the area, a damp cloth should be used for cleaning.
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The aftertreatment nozzle contains ceramic insulation. Whenever a nozzle must be handled for
service, care must be taken not to drop the nozzle. The ceramic insulation inside the nozzle
cannot be replaced and damage will not be immediately evident if a nozzle is dropped.
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You are about to leave the Virtual Classroom and take the assessment.
Select "Next" to continue to the assessment. Select "Back" to return to the Virtual Classroom or
click on the Program Guide icon to view the program guide.
Note: If you are in Review Mode selecting "Next" will either return you to the Main Menu if
you have completed all of the modules in your Play List, or it will take you to the next module in
your Play List.
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The catalyst temperature must be above
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Catalyst solution leaks will leave a
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Which of these is NOT a size for a PTFE / Nylon Pipe Fitting for the Dosing Control Unit?
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How long does the purge cycle last on the SCR system?
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True or False: Four cylinder ISBe4 engines supplied with a rubber damper have the TDC
marking on the damper.
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When preparing an ISBe4 equipped vehicle for service or a repair, the SCR dosing control unit
can be cleaned with
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Which of these is FALSE about the Aftertreatment nozzle?
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Which of these is FALSE about compressed air from the vehicles air system?
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What oil is used to coat the gasket surface of the inline air filter?