Cummins Common Rail Fuel System

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 High Pressure Common Rail Fuel System
• Similar to ISB ’02 fuel system except the high pressure fuel pump is designed and made
by Cummins.
– Allows multiple injection events per cylinder firing.
• Pilot : 1st injection, at the end of compression stroke
• Main : 2nd injection, at the beginning of explosion stroke
• Post : 3th injection, after explosion stroke
– Capable of higher injection pressures [4,350~23,200psi(300~1,600bar)] than current
CAPS(5,000~15,000psi) system.
– Injection event is not coupled with a mechanical system such as a fuel pump rotor or
an injector cam.
– Design is simple and easier to service.
– Lower chance of a single failure leaving a customer stranded (example: Rotor
Seizure, or ICV Failure).
– Repair costs are lower; it is not necessary to replace the entire system.
– Can be used on multiple engine platforms (midrange, heavy duty, and high
horsepower).
– New fuel system is a major component of the advanced combustion technology
being used to reduce emissions.

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 Fuel System Layout
Fuel System Layout
High Pressure Relief
Fuel Pump Drain Line Valve Drain Line

Injector Drain Line

Fuel Pump

ECM Cooling Plate ECM 3 micron Fuel Filter

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 Fuel System Layout

Fuel Drain
Connection

Fuel Lift Pump

Fuel Supply
Connection
ECM Cooling Plate ECM Cooling
Check Valve Plate

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 Cummins Common Rail Fuel System

1. Fuel from fuel tank 12. High-pressure fuel pump

2. OEM fuel filter and water separator (10 micron) 13. Fuel outlet from high-pressure pump
3. OEM fuel supply connection 14. High-pressure pump drain flow connection
4. Fuel supply to ECM mounted fuel lift pump 15. Fuel rail (HPCR)
5. ECM cooling plate 16. High-pressure injector supply lines
6. ECM mounted fuel lift pump 17. High-pressure fuel connector
7. Fuel outlet from ECM mounted fuel lift pump 18. Injector
8. Fuel gear pump (max fuel inlet restriction:QSB;6,QSC;10inHg) 19. High pressure relief valve
9. Fuel from gear pump to fuel filter 20. Injector drain flow line
10. Primary fuel filter (3 micron) 21. Fuel return to fuel tank
11. Fuel inlet to fuel pump actuator (fuel pressure range at fuel filter outlet:QSB;0~11.6psi)

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 Fuel System Layout

3 micron
fuel filter

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

4 - Fuel Inlet to
Gear Pump

5 - Fuel Outlet From

Gear Pump 3 - Fuel Outlet From 2 - Fuel Inlet to ECM
ECM Cooling Plate Cooling Plate
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 Fuel System Layout
Fuel System Layout
High Pressure Pump Head Fuel Pump Actuator Housing

Fuel Pump Actuator

High Pressure
Outlet Fitting Gear Pump Inlet

Cam Housing

Gear Pump Outlet

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

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 ECM Cooling Plate Assembly

Fuel Lift Pump Check Valve

Lift Pump Inlet

Lift Pump Outlet

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 ECM Cooling Plate Check Valve
• Without the ECM cooling plate check valve, fuel would continuously
circulate through the ECM cooling plate when the lift pump is not running.
• The check valve can become damaged upon installation. Inspect the check
valve for damage or debris when troubleshooting low power and
performance problems.
• If the check valve is damaged, high fuel inlet restriction will be measured
at the gear pump inlet.

Check Valve

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 Fuel Pump Head Details

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 High Pressure Relief Valve
• High pressure relief valve acts like a ‘fuse’ in the fuel system.
• If fuel pressure exceeds the relief valve pop-off pressure, fuel rail pressure will be
regulated to 900 bar and the excess fuel will be returned to drain.
• If the high pressure relief valve opens, fault code 449 or 2311 will activate
indicating a pressure overshoot occurred.
• If the control system still has pressure control, the valve will reseat through a
momentary pressure interruption (3x max) and normal operation will continue.

High Pressure Relief Valve

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 Low Pressure Fuel Lines
• All low pressure fuel supply lines have ‘quick connect’ fittings.
• The ‘tabs’ must be pushed in to release the connector from the fitting.
• Flexible lines must be routed properly to allow engines to run and to
prevent damage.
• Removal of supply lines from high pressure pump is easier if all 3 lines
are disconnected.
• NOTHING may be permitted to rub against lines!

Release Tabs

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 Injector Details
Injector Solenoid Leakage
HPC to Injector Leakage
Match Fit Leakage
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Fuel at high pressure is
conveyed to each injector by
its high pressure fuel
connector.
Leakage fuel from the match
fits in the injector and injector
solenoid travels through a
drilling in the cylinder head
and exits at the rear of the
cylinder head.
A damaged high pressure fuel
connector-to-injector
interface will result in
excessive drain flow from the
back of the cylinder head.
Construction Equipment
 Stuck Open Injector
• With a High Pressure Common Rail fuel system, stuck open injectors will
cause continuous injection in the cylinder.
• This is caused by debris in the fuel system being transferred to the injector.
• The engine will smoke, knock loudly, and possible die if an injector sticks
open.
• Caused by debris in the injector holding the injector needle open.
• Unintended Fueling Diagnostic (UFD) fault codes may aid diagnostics.
• Fixture an injector in the ENCORE
pop-tester if suspected to be stuck
open.

Replace the piston and cylinder head on any

engine that failed with a stuck-open injector
nozzle.

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 CM850 Injector Circuits
Avoid Failures:
Orient inlet feature toward HPC
Follow T&R Manual (seat injector
completely, use holding clamp to index
injector, do not “side load” injector clamp but
finger tight both bolts first so that the clamp is
centered on the injector)
“Feel” the HPC engage the injector
Always use proper torque on the HPC jam nut.
ALWAYS replace the HPC when installing a
new injector.
Be cautious of generated debris (shipping
plugs, plant cleanliness, part cleanliness).

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 Field Replaceable Components
• Fuel Pump Head Capscrews
• “Racetrack” o-ring
• Fuel Pump Head o-ring
• Fuel Pump Mounting Seal
• Oil supply o-ring (at gear housing)
• Fuel Pump Actuator Housing
• Fuel Pump Actuator Housing Capscrews
• Fuel Pump Actuator Housing Gasket
• Fuel Pump Actuator
• Fuel Pump Actuator Capscrews
• Fuel Pump Actuator o-rings
• Fuel Pump (Gear Pump)
• Gear Pump Gasket
• Gear Pump Capscrews
• Gear Pump Drive Coupling
• Outlet Fitting (Male Union)
• Outlet Fitting Seal Washer
• High Pressure Pump Tappet Assemblies

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 High Pressure Common Rail vs CAPS

(9kg) (30kg)

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 High Pressure Common Rail vs. CAPS
• CAPS System
– Many sophisticated electronic parts in the pump
– When all else failed, changing the fuel pump was often the solution
• High Pressure Common Rail System
– Simple design with no sophisticated electronics
– Fuel pump is not a cure-all for fuel system problems
• The functions that were performed by the CAPS pump have been split up
into several components.
– Accumulator ® High Pressure Fuel Rail and Fuel Lines
– Injection Control Valve ® 6 Injector Solenoids
– Pumping Control Valve ® Fuel Pump Actuator
– Distributor Module and Rotor ® 6 Injector Solenoids
• Proper diagnostics to the exact failed component is the key. Changing the
fuel pump is no longer the ‘cure-all’ for the High Pressure Common Rail
Fuel System.
• Over 20,000 hours of field test experience with only minor fuel system
issues.

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 Fuel System Specifications
• Maximum Inlet Restriction at OEM Connection Point
– 4 inHg (clean suction filter)
– 8 inHg (dirty suction filter)
• Maximum Restriction at Gear Pump Inlet Point
– 10 inHg (dirty suction filter)
• Minimum lift pump pressure while cranking (for starting)
– 5 PSI (at cranking)
• Maximum Pressure Filter Pressure Drop
– 20 PSI (dirty filter)
• Minimum gear pump pressure while cranking (for starting)
– 10 PSI
• Minimum gear pump pressure at “rated” speed
– 70 PSI (filter inlet)
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 System Hydraulic Specifications
• Normal Operating Pressure in Accumulator (HPCR)
– 300 ~ 1600 bar (4,350 ~ 23,200 psi)
• Max. MDV(HPCR) Leakage (performance troubleshooting)
– 0.5 drop per second maximum (30 drop per minute)
• Maximum Injector Leakage (performance troubleshooting)
– 1500 bar, engine idle, measure 300 cc: no less than 45 seconds
– Crank the engine for 30 seconds: no more than 100cc (~150cc is 100% of pump
output at 150rpm)
– If cranking faster, spec at cranking may be less valid?... for 400 RPM, total
pump output is ~400cc
• Maximum HPP Leakage (performance troubleshooting)
– 1500 bar, engine idle, measure 300 cc: no less than 30 seconds
– Note that pump drain flow also includes “air-bleed”
– Crank the engine for 30 seconds: no more than 150cc
– If cranking faster, spec is definitely invalid!

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 Fault Code 2215 Diagnostics
• Fault code 2215 indicates that measured fuel pressure in the fuel rail cannot
meet commanded fuel pressure from the ECM.
• Several different failure modes can cause this fault code.
– High fuel inlet restriction
• Plugged suction fuel filter
• ECM cooling plate check valve broken or plugged
• OEM fuel supply lines collapsed, damaged, or blocked.
– Failed gear pump (low pressure output)
– High leakage
• Loose HPCs
• Damaged HPC-to-injector joint
• Stuck open fuel injector
• High pressure pump head drain flow excessive
• Replacing a failed component, the engine must run to clear the fault and the
ECM must have a successful power-down cycle.
– A successful power-down cycle consists of turning the keyswitch power off and waiting
10 seconds before removing the main ECM power.

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 Fuel System Diagnostics
• Tools necessary to troubleshoot the high pressure common rail
fuel system include:
– M10 Compuchek Fittings (measure pressure or vacuum)
– 0.043” Orificed Diagnostic Fuel Line (create rated flow without dyno)
– 0-30 inHg Vacuum Gauge (measure inlet restriction)
– Diagnostic T-Adapter (allows measuring pressure while having waste
line at outlet of filter)
– 0-200 PSI pressure gauge (measures gear pump pressure)
– M12 Drain Flow Adapter (measures leakage from high pressure
components)
– Fuel Rail “Blocker” (for injector isolation)
– INSITE or CALTERM (to raise pressure for leakage tests)
– INSITE or CALTERM (to perform cylinder cut-out)

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 Inlet Restriction
• Procedure
– Install a Compuchek fitting and the 0.043” orificed diagnostic fuel line at the
pressure filter.
– Install a Compucheck fitting and the 0-30 inHg vacuum gauge at the point where
restriction is to be measured.
– Operate the engine at high idle and measure vacuum.
• When to Perform Test
– FC2215
– Low power complaints

Fuel Inlet Restriction

Measurement Port

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 Gear Pump Pressure
• Procedure
– Install CUC fitting and
diagnostic T-Adapter at the
pressure filter outlet
– Install the pressure gauge and
Fuel Filter Inlet Fuel Filter Outlet
the 0.043” orificed diagnostic
fuel line at the T-Adapter
– Operate the engine at idle

• When to Perform Test

– FC2215
– Low power complaints
– Engine will not start (without
waste line)

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 Air-in-Fuel
• Procedure
– Install Compuchek fitting and the 0.043” orificed diagnostic fuel line at
pressure filter outlet (P/N 3164621).
– Route the output of the 0.043” orificed diagnostic fuel line into a bucket
– Operate the engine at idle.
– Allow fuel to fill the collection bucket until the outlet of the fuel line is
submerged.
– Check for excessive amounts of air bubbles exiting the fuel line.

• When to Perform Test

– Surge (continuous surging)
– Engine difficult to start / loss of prime

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 Leakage Test
• Procedure
– Install drain flow adapters for the high pressure
relief valve, high pressure pump, and injectors.
(P/N3164618)
– Route fuel lines from the flow adapter to a
bucket.
– Operate the engine at idle and begin the INSITE
‘High Pressure Leakage Test”.
– Measure the drain flow from each device into a
graduated cylinder.
– Use “blocker” tool to isolate injector/HPC
leakage if necessary. (P/N3164325)

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 Leakage Test
• When to perform test
– FC2215
– No start and can not build rail pressure (perform test while cranking)
• HPP(high pressure pump) Failures:
– HP Seal Leaks to Drain, Pump Head Cracks, Severe B/P Leakage
• Injector Failures:
– Injector body cracked
– P.V. severe erosion
• HPC(high pressure connector) Failures:
– Poor seal with injector
• High Pressure Relief Valve Failures:
– Valve seat leaks
– Broken Spring
• High Pressure Lines:
– Observe fuel seepage at high pressure

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 Fuel System Fault Codes
• Fault Code 2215: Pressure is low
– Fuel pressure is lower than commanded (2311, 449, and 275 are inactive)
• Fault Code 2216: Pressure is high
– Fuel pressure is higher than commanded but still under pressure relief valve
opening pressure.
• Fault Code 275:
– Bank pressure deviation of the fuel pump. Replace fuel pump head.
• Fault Code 271 and 272:
– Fuel pump actuator open or short circuit
• Fault Code 2311: Fuel pump actuator circuit error
– Open or short circuit
– Resistance high or low
– Fuel rail pressure has exceeded 1950 bar and pressure relief valve has opened
with circuit errors detected on the fuel pump actuator.

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 Fuel System Fault Codes
• Fault Code 449: Pressure high (relief valve)
– Fuel rail pressure has exceeded 1950 bar and pressure relief valve has
opened with no circuit errors detected.
• Fault Code 451 and 452
– Fuel pressure sensor out-of-range circuit errors
• Fault Code NEW: Fuel Pressure Sensor In-Range
– If fuel pressure sensor signal is noisy this diagnostic will prevent NTF
pump replacement.
– This failure mode will cause fault codes 2215 and 275.
• Fault Code 268: Stuck-in-range error
– If fuel pressure sensor signal stops updating (has “0 noise”), the sensor
is failed… this may lead to other fault code detection (example: loss of
signal may cause fuel rail pressure relief valve to open and then fault
code 2215?).
• Injector Circuits
• Injector UFD

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 CM850 Injector Circuits

Injector

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 Internal Injector Wiring
2 Plastic clamps hold
yellow & orange wires and red & brown wires

• Three sets of internal

injector wiring
provides power to
the injectors.
• Polarity does not
matter when Wire tie holds yellow &
orange wires to reduce
connecting the Plastic tube protects wires extra length
wiring to the injector. from casting

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 Injector Leads
Hold leads so that they can not “flare out”
where they may short against a rocker lever
or brake housing.

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 Incorrect Installation

Correct Installation
 Maintenance Intervals

ISC ISL

500 hr,
Lube Oil & Filter
or 6 months ←
500 hr,
Fuel Filters
or 6 months ←
2,000 hr,
Coolant Change
or 2 years ←
5,000 hr,
Overhead Set
or 4 years ←

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 Service Tools
• Tappet Tool Kit 3165088 Required One or the
other is
• Tappet Tool Trough 3165086 Required required
• Cam Gear Tool 3165093 Required
• Fuel Rail Blocker 3164325 Required
• Leakage Test Tool 3164618 Required
• Injector Installer N/A Productivity
• Fuel Waste Line 3164621 Productivity
• HPC Remover 3164025 Required
• Wire Repair Kit 3165117 Required
– Add-on to ISB ’02 Kit
– Only 7 pieces

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 Service Manuals
• ISC & ISL Base Engine T&R 4021418
• ISC & ISL With CM850 Fuel
4021416
System & Electronics T&R
• Wiring Diagram 4021421
• Warranty Fail Code Manual 3666255
• ISC SRT Manual 3666030
• ISL SRT Manual 4021423

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 Questions?

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